DC-6 OPERATING MANUAL

OPERATING MANUAL DOUGLAS DC-6

THIS MANUAL IS THE PROPERTY OF EVERTS AIR CARGO The person, or office, this manual has been assigned to will be responsible for the general maintenance and insertion of revisions.

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DC-6 OPERATING MANUAL

PREFACE
This manual remains the property of Everts Air Cargo. As required by, 14 CFR Part 121.137, the person to whom this manual is issued shall be responsible for keeping the manual in usable form and in current condition, inserting revisions when received and recording insertion dates on the revision control page. This manual must be returned to Everts Air Cargo Maintenance Office in the event of termination of employment. This manual contains instructions, information and data necessary to guide operations personnel in the performance of their assigned duties with the highest degree of safety possible. All information contained herein is in accordance with the various 14 CFRs pertaining thereto and as required by the provisions of 14 CFR Part 121: Certification and Operations: Domestic, Flag and Supplemental Air Carriers and Commercial Operators of Large Aircraft. This manual must be used in conjunction with the 14 CFRs which are referenced throughout the manual. In the event there appears to be a conflict between this manual and the 14 CFRs, the regulations will preside. The company will issue a copy of this manual to company employees and such other persons as may be required to ensure the proper performance of their duties and functions. The company will provide revision service for its manual holders to keep them in current status. Each manual holder is responsible for keeping his copy up to date with the revision service provided. Whenever a revision is issued, the revisions will be numbered consecutively for each volume and will indicate the volume affected by the revision material. The revision letter will contain instructions for adding, removing and replacing revised pages. Upon completion of the revision, the old pages will be destroyed and the person making the revision will enter the date and his name, for the appropriate revision on the Revision Record page located in the front of the affected volume. Errors or comments regarding the content of this manual should be brought to the attention of the Director of Operations. This Operating Manual is applicable to both the Douglas DC-6A and C118A aircraft and references to either are used interchangeably for the purpose of this manual. Everts Air Cargo is referred to as the abbreviation EAC throughout this manual.

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MAKE ENTRIES WHEN INSERTING REVISIONS IN THIS MANUAL. REVISION NO BY DATE REVISION NO BY DATE

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Everts Air Cargo Revision Change/Transmittal Sheet

REVISION NUMBER DATE
The following revisions apply to your EVERTS AIR CARGO DC-6 OPERATING MANUAL. These changes have been incorporated into the Everts Air Cargo electronic manual system. Please review the changes below. CHAPTER PAGE DESCRIPTION OF CHANGES INSTRUCTIONS

For future reference it is recommended that you copy this page. 14 CFR REGULATIONS REQUIRE THAT COMPANY MANUALS BE MAINTAINED CURRENT. MANUAL HOLDERS NEED TO SIGN BELOW. YOUR SIGNATURE ATTESTS THAT YOU HAVE RECEIVED, REVIEWED, UNDERSTAND, AND INSERTED THIS REVISION. REPLACED PAGES WILL BE DESTROYED. NAME OF MANUAL HOLDER/USER __________________________________MANUAL # _______ SIGNATURE OF MANUAL HOLDER/USER _____________________________ DATE __________ UPON COMPLETION, MAIL/FAX TO: EVERTS AIR CARGO PUBLICATIONS MANAGER P.O. BOX 61680 FAIRBANKS, AK 99706 907-450-2320

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Table of Contents
Chapter 1
1.1

Introduction - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1-1

General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1-1 1.1.1 Dimensions and Areas - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1-1 1.1.1.1 Wing Group- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1-1 1.1.1.2 Horizontal Tail Surfaces - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1-1 1.1.1.3 Vertical Tail Surfaces - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1-1 1.1.1.4 Fuselage at Maximum Cross-Section - - - - - - - - - - - - - - - - - - - - - - - - - - 1-1 1.1.1.5 Ranges of Movement of Control Surfaces- - - - - - - - - - - - - - - - - - - - - - - 1-2 1.1.1.6 Main Landing Gear- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1-2 1.1.1.7 Nose Gear - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1-2 Diagram 1-A Turning Circle - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1-2 1.1.2 Cargo Compartments - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1-3 1.1.2.1 Main Cargo - Cabin - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1-3 1.1.2.2 Door Openings- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1-3 1.1.2.3 Forward Lower Compartment- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1-3 1.1.2.4 Aft Lower Compartment - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1-3 Diagram 1-B Three-View of Airplane- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1-4 Diagram 1-C Side-View of Airplane- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 1-5 Diagram 1-D DC-6 Emergency Equipment Location- - - - - - - - - - - - - - - - - - - - - - - - - 1-6

Chapter 2
2.1 2.2

Limitations- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2-1

General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2-1 Aircraft Limitations - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2-1 2.2.1 Minimum Flight Crew - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2-1 2.2.2 Maximum Operating Altitude - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2-1 2.2.3 Instrument Limit Markings - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2-1 2.2.4 Wing - Power Loading - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2-1 2.3 Weight & Balance Limitations - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2-2 2.3.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2-2 2.3.2 Takeoff Gross Weights- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2-2 2.3.3 Landing Gross Weight - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2-2 2.3.4 Zero Fuel Weight - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2-2 2.4 Speed & Maneuver Limitations - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2-2 2.4.1 Speed Limitations - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2-2 2.4.2 Flight Load Acceleration Limits - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2-3 2.4.3 Critical Cross - Wind Operation- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2-3 2.5 Basic Airplane Strength & Operation- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2-3 2.5.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2-3 Diagram 2-A Limiting Design Speeds- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2-4 2.5.2 Wing Strength and Fuel Loading - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2-4 2.5.3 Speed Reduction In Turbulent Air - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2-5 2.5.4 Wing Flap Limits - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2-5 2.5.5 Control Surface Limits - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2-5 2.5.6 Landing Gear Limits - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2-6 Diagram 2-B Engine and Performance Limitations: Takeoff Max of 2 Minutes - - - - - - - 2-7 Diagram 2-C Engine and Performance Limitations: CB-16 Limitations Climb (165 KIAS) - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2-8
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DC-6 OPERATING MANUAL Diagram 2-D Engine and Performance Limitations: Cruise - - - - - - - - - - - - - - - - - - - - 2-9 Diagram 2-E CB-16 Engine Operating Limitations Manufacturers Specifications - - - - 2-10 Diagram 2-F Authorized Cruise Operating Conditions - - - - - - - - - - - - - - - - - - - - - - 2-11 2.6 Powerplant Limitations- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2-11 2.6.1 Engine Limitations - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2-11 2.6.2 Propeller Limitations- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2-13 2.6.3 Propeller, Deicing Limitations - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2-13 2.6.4 Engine Overspeed- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 2-14

Chapter 3
3.1 3.2 3.3 3.4

Normal Procedures- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-1

Checklist Usage- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-1 Emergency and Abnormal Checklist - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-1 Checklist Sequence - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-1 Checklist Callout and Response - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-1 3.4.1 Before Start Checklist - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-2 3.4.2 Before Taxi Checklist - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-2 3.4.3 Taxi Checklist - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-2 3.4.4 Engine Run-up Procedure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-2 3.4.5 Before Takeoff Checklist - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-2 3.4.6 Hold Items- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-3 3.4.7 After Takeoff Procedure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-3 3.4.8 Cruise Procedure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-3 3.4.9 Descent Procedure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-3 3.4.10 Approach Checklist- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-3 3.4.11 Before Landing Checklist- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-3 3.4.12 After Landing Procedure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-3 3.4.13 Parking Checklist - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-3 3.4.14 Definitions- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-3 3.5 Preflight Inspection - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-4 3.5.1 Preflight Abbreviated Checklist - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-4 3.5.1.1 Approaching Aircraft - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-4 3.5.1.2 Interior Preflight - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-4 3.5.1.3 Ground Power Required - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-5 3.5.1.4 Main Cabin- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-6 3.5.1.5 Exterior Preflight - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-6 3.5.1.6 Top of Wing - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-8 3.5.1.7 Leaving Aircraft - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-9 3.5.2 Preflight Expanded Checklist - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-9 3.5.2.1 Approaching Aircraft - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-9 3.5.2.2 Preflight - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-9 3.5.2.3 Ground Power Required - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-13 3.5.2.4 Main Cabin- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-15 3.5.2.5 Exterior Preflight - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-15 3.5.2.6 Top of Wing - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-19 3.5.2.7 Leaving Aircraft - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-20 3.6 Normal Abbreviated Checklist - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-21 3.6.1 Before Start - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-21 3.6.2 Before Taxi Check - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-21 3.6.3 Taxi Check - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-22 TOC-2
Rev 1 26 September 2008

DC-6 OPERATING MANUAL 3.6.4 Run Up Procedure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.6.5 Before Takeoff Check - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.6.6 Hold Items - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.6.7 After Takeoff Procedure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.6.8 Cruise Procedure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.6.9 Descent Procedure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.6.10 Approach Check - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.6.11 Before Landing Check - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.6.12 After Landing Procedure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.6.13 Parking Check - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.7 Check Lists & Procedures - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.7.1 Expanded Check List - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.7.2 Before Start Check - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.7.3 Before Taxi Check- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.7.4 Taxi Check - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.7.5 Run-up - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.7.6 Before Take Off - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.7.7 Hold Items - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.7.8 After Take-Off Procedure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.7.9 Cruise Procedure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.7.10 Descent Procedure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.7.11 Approach Check - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.7.12 Before Landing Check - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.7.13 After Landing Procedure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.7.14 Parking Check - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8 DC-6 Normal Operating Policies and Procedures- - - - - - - - - - - - - - - - - - - - - - - - - 3.8.1 Ground Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.2 Pilot Commands - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.3 Visual Inspection- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.4 Use of Check Lists- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.5 Before Start - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.6 Engine Start Procedure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.7 Taxiing - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.8 Taxi Check List- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.9 Use of Nose Wheel Steering - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.10 Use of Brakes - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.11 Run-up - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.12 Crew Briefing - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.13 Takeoffs - General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.14 Takeoff Normal- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.15 Takeoff Night - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.16 Takeoff Instruments - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Diagram 3-A Take Off Normal - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.17 Takeoff Crosswind - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.18 Takeoff Rejected - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.19 After Takeoff - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.20 Transition from Maximum Power to Climb Power - - - - - - - - - - - - - - - - - - - 3.8.21 Cruise - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.22 Use of Elevator Trim in Turns - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.23 Power Adjustments in Turns - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Rev 1 26 September 2008

3-22 3-22 3-23 3-23 3-23 3-23 3-23 3-24 3-24 3-25 3-25 3-25 3-25 3-27 3-28 3-28 3-31 3-32 3-33 3-33 3-34 3-34 3-35 3-35 3-36 3-37 3-37 3-37 3-37 3-37 3-38 3-38 3-39 3-40 3-40 3-40 3-40 3-40 3-41 3-41 3-42 3-42 3-43 3-44 3-44 3-44 3-44 3-45 3-45 3-45
TOC-3

DC-6 OPERATING MANUAL 3.8.24 Airspeed Characteristics in Cruise - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.25 Precision Flying and Use of Flaps - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.26 Descent - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.27 Area Arrival- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.27.1 IFR Conditions - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.27.2 VFR Conditions - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.28 Approaches General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.29 Approach- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.30 Approach Visual- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.31 Landing, Normal - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.32 Landing, Night - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Diagram 3-B Landing Normal - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.33 Landing, Crosswind - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.34 Approach ILS Normal, All Engines Operating- - - - - - - - - - - - - - - - - - - - - - Diagram 3-C ILS - Normal, 3 or 4 Engines - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.35 Non-Precision Instrument Approaches - - - - - - - - - - - - - - - - - - - - - - - - - - - Diagram 3-D Non-Precision Approach- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.36 Circling Approach - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Diagram 3-E Circling Approach - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.37 Approach Missed, General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.38 Missed Approach Procedure When Circling - - - - - - - - - - - - - - - - - - - - - - - 3.8.39 Approach Missed, All Engines Operating - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.40 Parking and Securing - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3.8.41 Parking - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3-46 3-46 3-46 3-47 3-47 3-47 3-47 3-49 3-49 3-49 3-50 3-52 3-53 3-53 3-55 3-56 3-57 3-58 3-60 3-61 3-61 3-62 3-62 3-62

Chapter 4
4.1 4.2 4.3

Abnormal Flight Procedures - - - - - - - - - - - - - - - - - - - - - - - - - - 4-1

4-1 4-1 4-2 4-2 4-2 4-2 4-3 4-3 4-3 4-4 4-4 4-5 4-5 4-5 4-5 4-5 4-6 4-7 4-7 4-8 4-8 4-8 4-9

4.4 4.5

4.6 4.7 4.8

4.9

Takeoff Rejected - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Takeoff with Simulated Powerplant Failure After V1, Prior to V2 - - - - - - - - - - - - - - Powerplant Failure- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 4.3.1 Engine Failure During Flight - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 4.3.2 Engine Inoperative: Landing (FAR 121,565(b))- - - - - - - - - - - - - - - - - - - - - - 4.3.3 Additional Considerations - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Landing with One Powerplant Failure - 3 Engines- - - - - - - - - - - - - - - - - - - - - - - - - Landing with Two Engines Inoperative - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 4.5.1 Visual Approach (VFR) - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 4.5.2 Instrument Approach (IMC) - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Approach Missed, with Powerplant Failure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Steep Turns- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Approach to Stalls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 4.8.1 Clean Configuration - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 4.8.2 Takeoff Configuration - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 4.8.3 Landing Configuration - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 4.8.4 Approach to Stall Recovery - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Windshear Recovery - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 4.9.1 Encounter During Takeoff - After Liftoff, and Encounter on Approach - - - - - - 4.9.2 Thrust - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 4.9.3 Pitch - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 4.9.4 Procedure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Diagram 4-A Windshear Escape Maneuver- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Rev 1

TOC-4

26 September 2008

DC-6 OPERATING MANUAL 4.10 DC-6 Normal Operating Policies and Procedures- - - - - - - - - - - - - - - - - - - - - - - - - 4.10.1 Landing Rejected (At 50' Over Runway Threshold) - - - - - - - - - - - - - - - - - - Diagram 4-B Rejected Landing - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 4.11 Approach & Landing, Zero Flap - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 4-10 4-10 4-11 4-12

Chapter 5
5.1 5.2 5.3

Emergency Operating Procedures - - - - - - - - - - - - - - - - - - - - - - 5-1

5.4 5.5

5.6

5.7

5.8

5.9

General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-1 Crew Coordination - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-1 Engine Failure and/or Engine Fire - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-2 5.3.1 Engine Failure on Takeoff - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-2 5.3.1.1 Immediate Action Steps- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-2 5.3.1.2 Cleanup Items (Failed Engine) - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-2 5.3.2 Engine Failure in Flight - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-3 5.3.2.1 Immediate Action Steps- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-3 5.3.2.2 Cleanup Items (Failed Engine) - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-3 5.3.3 Engine Fire- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-3 5.3.3.1 Immediate Action Steps- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-3 5.3.3.2 Cleanup Items (Failed Engine) - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-4 5.3.3.3 General Notes - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-4 5.3.3.4 Engine Fire on the Ground - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-5 Emergency Stop - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-5 5.4.1 Reverse Thrust Stopping Chart - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-5 Engine In-flight Shut-Down & Restart - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-5 5.5.1 Propeller Feathering- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-5 5.5.2 Propeller Unfeathering - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-5 Propeller Malfunctions - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-7 5.6.1 Propeller Reversal/Runaway In Flight- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-7 5.6.1.1 Immediate Action Steps- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-7 5.6.1.2 Cleanup Items For Propeller Reversal - - - - - - - - - - - - - - - - - - - - - - - - - 5-7 5.6.1.3 Cleanup Items For Runaway Propeller - - - - - - - - - - - - - - - - - - - - - - - - - 5-7 5.6.2 Flat Pitch Procedure- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-7 Emergency Rapid Descent - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-8 5.7.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-8 5.7.1.1 Clean Descent - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-8 5.7.1.2 Flaps & Gear Down - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-8 Combustion Heater Fires - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-8 5.8.1 Wing Anti-Icing Heater Fire - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-8 5.8.1.1 Immediate Action Steps- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-8 5.8.1.2 Cleanup Items - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-9 5.8.1.3 General Notes - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-9 5.8.2 Tail Anti-Icing Heater Fire - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-9 5.8.2.1 Immediate Action Steps- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-9 5.8.2.2 Cleanup Items - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-9 5.8.3 Cabin Heater Fire - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-10 5.8.3.1 Immediate Action Steps- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-10 5.8.3.2 Cleanup Items - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-10 Fuselage Fires - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-11 5.9.1 Underfloor Compartment Fire - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-11 5.9.1.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-11
26 September 2008 TOC-5

Rev 1

DC-6 OPERATING MANUAL 5.9.1.2 Immediate Action Steps - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.9.1.3 Cleanup Items - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.9.1.4 General Notes - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.9.2 Miscellaneous Cabin or Flight Compartment Fire - - - - - - - - - - - - - - - - - - - 5.10 Landing Gear Fires - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.10.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.10.2 Procedure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.11 Electrical Fires N151, N251CE, N351CE, N888DG and N9056R - - - - - - - - - - - - - 5.11.1 Electrical Fire of Known Origin - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.11.2 Electrical Fire of Unknown Origin- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.11.2.1 Immediate Action Steps - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.11.2.2 Cleanup Items - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.12 Electrical Fires N6586C and N555SQ - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.12.1 Electrical Fire of Known Origin - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.12.2 Electrical Fire of Unknown Origin- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.12.2.1 Immediate Action Steps N555SQ - - - - - - - - - - - - - - - - - - - - - - - - - - 5.12.2.2 Cleanup Items N555SQ - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.12.2.3 Immediate Action Steps N6586C - - - - - - - - - - - - - - - - - - - - - - - - - - 5.12.3 Cleanup Items N6586C - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.13 Hydraulic System Emergencies - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.13.1 Procedure for Any Hydraulic Failure, Location of Failure Unknown- - - - - - - 5.13.1.1 Isolation of Leak - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.13.1.2 Prior to Approach (Emergency Gear Extension) - - - - - - - - - - - - - - - - 5.13.1.3 Prior to Landing (Emergency Flap Extension) - - - - - - - - - - - - - - - - - 5.13.1.4 Approach & Landing - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.13.2 Nose Wheel Shimmy- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.14 Smoke Evacuation N151, N251CE, N351CE, N555SQ and N9056R - - - - - - - - - - - 5.14.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.14.2 Procedure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.15 Smoke Evacuation N888DG and N6586C - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.15.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.15.2 Procedure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.16 Emergency Landings - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.16.1 All Gears Up - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.16.2 Nose Wheel Up, Both Main Gear Down - - - - - - - - - - - - - - - - - - - - - - - - - - 5.16.3 One Main Gear Up, Other Main Gear Down - - - - - - - - - - - - - - - - - - - - - - - 5.16.4 Landing with Flat Tire(s) - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.16.4.1 Nose Wheel Tire Flat - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.16.4.2 One Main Gear Tire Flat - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.16.4.3 Both Main Gear Tires Flat (one side) - - - - - - - - - - - - - - - - - - - - - - - 5.16.4.4 Landing with Unsafe Gear Indication - - - - - - - - - - - - - - - - - - - - - - - 5.17 Landing Procedure with Engine(s) Inoperative - - - - - - - - - - - - - - - - - - - - - - - - - - 5.17.1 3-Engine Approach and Landing - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.17.2 2-Engine Approach and Landing - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.18 Buffeting - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.18.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.18.2 Corrective Action - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.19 Ground Evacuation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.19.1 Ground Exits - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.19.2 Crew Duties for Evacuation After Airplane Comes to a Stop - - - - - - - - - - - - TOC-6
Rev 1

5-11 5-11 5-12 5-12 5-12 5-12 5-12 5-13 5-13 5-13 5-13 5-14 5-14 5-14 5-15 5-15 5-15 5-15 5-15 5-15 5-15 5-15 5-15 5-16 5-17 5-17 5-17 5-17 5-17 5-18 5-18 5-18 5-19 5-19 5-19 5-20 5-20 5-20 5-21 5-21 5-21 5-21 5-21 5-21 5-22 5-22 5-22 5-22 5-22 5-22

26 September 2008

DC-6 OPERATING MANUAL 5.19.2.1 Captain - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.19.2.2 First Officer- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.19.2.3 Flight Engineer - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.19.2.4 All Crewmembers- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Diagram 5-A Evacuation Exits - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.20 Fuel Dumping - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.20.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.20.2 Procedure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.20.3 Fuel Dumping Rates - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.21 Ditching - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.21.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.21.2 Daylight Ditching Techniques - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.21.3 Night Ditching Techniques - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.21.4 Abandoning the Airplane - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.22 Fuel Line Failure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.22.1 Procedure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Diagram 5-B Engine Analyzer Sweep- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.23 Door Warning - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.23.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.23.2 Inflight Procedures - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.24 Emergency Procedures Abbreviated Checklist - - - - - - - - - - - - - - - - - - - - - - - - - - 5.24.1 Engine Failure On Takeoff - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.24.2 Engine Failure and/or Fire - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.24.3 Cleanup Items - Failed Engine - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.24.4 Propeller Unfeathering - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.24.5 Propeller Reversal/Runaway In Flight- - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.24.5.1 For Propeller Reversal- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.24.5.2 After Prop Feathers- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.24.5.3 For Runaway Propeller - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.24.6 Flat Pitch Procedure- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.24.7 Emergency Rapid Descent - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.24.7.1 Clean - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.24.7.2 Flaps & Gear Down - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.24.8 Underfloor Compartment Fire - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.24.9 Engine Fire on the Ground - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.24.10 Wing Heater Fire- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.24.11 Tail Heater Fire - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.24.12 Cabin Heater Fire - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.24.13 Landing Gear or Brake Fire- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.24.14 Smoke Evacuation N151, N251CE, N351CE, N555SQ and N9056R - - - - - - - 5.24.15 Smoke Evacuation N888DG and N6586C - - - - - - - - - - - - - - - - - - - - - - - - - 5.24.16 Electrical Fire N151, N251CE, N351CE, N888DG and N9056R- - - - - - - - - - 5.24.17 Electrical Fire N555SQ - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.24.18 Electrical Fire N6586C- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.24.19 Inflight Door Warning - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.24.20 Hydraulic Failure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.24.20.1 Leak Isolation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.24.21 Prior to Approach-Emergency Gear Exit - - - - - - - - - - - - - - - - - - - - - - - - - - 5.24.22 Prior to Landing-Emergency Flap Exit - - - - - - - - - - - - - - - - - - - - - - - - - - - 5.24.23 Approach and Landing - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Rev 1 26 September 2008

5-22 5-22 5-23 5-23 5-24 5-25 5-25 5-25 5-26 5-26 5-26 5-26 5-27 5-27 5-27 5-27 5-28 5-28 5-28 5-28 5-29 5-29 5-29 5-29 5-30 5-30 5-30 5-30 5-30 5-30 5-31 5-31 5-31 5-31 5-31 5-32 5-32 5-32 5-33 5-33 5-33 5-33 5-34 5-34 5-34 5-34 5-34 5-35 5-35 5-35
TOC-7

DC-6 OPERATING MANUAL 5.24.24 Fuel Dumping - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-35 5.24.25 Fuel Line Failure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5-35

Chapter 6
6.1

Performance - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-1

General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-1 6.1.1 Purpose - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-1 6.1.2 Chart Explanation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-1 Diagram 6-A Standard Atmosphere - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-3 Diagram 6-B Temperature Conversion- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-4 Diagram 6-C Density Altitude Chart - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-5 Diagram 6-D Density Altitude Chart - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-6 Diagram 6-E Density Altitude Table - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-7 Diagram 6-F Density Altitude Table - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-8 Diagram 6-G Altitude Pressure Correction Table - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-9 Diagram 6-H Compressibility Correction to Calibrated Airspeed - - - - - - - - - - - - - - - 6-10 Diagram 6-I IAS Stalling Speeds vs. Gross Weights - - - - - - - - - - - - - - - - - - - - - - - 6-11 Diagram 6-J Indicated Stalling Speed in Coordinated Turn- - - - - - - - - - - - - - - - - - - 6-12 Diagram 6-K Airspeed Calibration Chart - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-13 Diagram 6-L Altimeter Calibration Chart - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-15 Diagram 6-M Outside Air Temperature Calibration Cockpit Indicator - - - - - - - - - - - - 6-16 6.2 Performance Requirements - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-17 6.2.1 Takeoff Requirements - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-17 6.2.1.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-17 6.2.1.2 Takeoff Path Requirements CAR 4b.116 - - - - - - - - - - - - - - - - - - - - - - 6-17 Diagram 6-N Takeoff Requirements - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-17 Diagram 6-O CAR 4B.116 and FAR 25 - Takeoff Path Requirements - - - - - - - - - - - - 6-18 6.2.1.3 Takeoff Path Requirements - Definitions - - - - - - - - - - - - - - - - - - - - - - 6-18 6.2.2 Corrections - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-19 6.2.3 Climb Requirements - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-19 6.2.4 Landing Requirements- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-19 6.2.5 Definitions- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-20 6.2.6 Performance Parameters - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-21 6.2.6.1 Landing Performance - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-21 6.2.6.2 Takeoff Performance - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-21 Diagram 6-P Takeoff Airport Limitations- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-22 Diagram 6-Q Takeoff Performance: First Segment Climb - - - - - - - - - - - - - - - - - - - - 6-23 Diagram 6-R Takeoff Performance: Second Segment Climb - - - - - - - - - - - - - - - - - - 6-24 Diagram 6-S Takeoff Performance: Third Segment Climb - - - - - - - - - - - - - - - - - - - 6-25 Diagram 6-T Takeoff Performance: Fourth Segment Climb- - - - - - - - - - - - - - - - - - - 6-26 Diagram 6-U Takeoff Performance: Enroute Climb - - - - - - - - - - - - - - - - - - - - - - - - 6-27 Diagram 6-V Crosswind Component Chart - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-28 6.3 Takeoff Performance - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-29 Diagram 6-W Takeoff Power Chart - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-29 Diagram 6-X V1 and V2 Speed Charts - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-30 Diagram 6-Y V1 and V2 Speed Charts - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-31 Diagram 6-Z Second Segment Climb Gross Weight Limitations - - - - - - - - - - - - - - - 6-32 Diagram 6-AA Second Segment Climb Gross Weight Limitations - - - - - - - - - - - - - - - 6-33 Diagram 6-AB Landing Climb Gross Weight Limitations - - - - - - - - - - - - - - - - - - - - - 6-34 Diagram 6-AC Minimum Takeoff Runway Length- - - - - - - - - - - - - - - - - - - - - - - - - - 6-36 TOC-8
Rev 1 26 September 2008

DC-6 OPERATING MANUAL 6.3.1 Take-Off Performance Temperature Accountability - - - - - - - - - - - - - - - - - - - 6-38 6.3.1.1 Corrections to Takeoff Runway Length - - - - - - - - - - - - - - - - - - - - - - - 6-38 6.3.1.2 Temperature Accountability for Takeoff Gross Weight at Constant Takeoff Runway Length - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-38 6.3.1.3 Temperature Accountability for Minimum Take-Off Runway Length at constant Take-Off Gross Weight - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-38 6.3.1.4 Temperature Accountability for Critical Engine Failure Speed (Windmilling propeller) - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-38 6.3.2 Correction for Uphill or Downhill Slope - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-38 Diagram 6-AD Corrected Runway Length - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-38 6.3.3 Procedures for Extreme Runway Gradient - - - - - - - - - - - - - - - - - - - - - - - - - - 6-39 Diagram 6-AE Runway Slope Correction - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-40 6.4 Climb Performance- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-41 6.4.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-41 6.4.2 Maximum Power Control - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-41 6.4.3 Four Engine Climb Methods - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-41 Diagram 6-AF Four Engine Climb Parameters - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-42 Diagram 6-AG Power Settings for 1500 HP Climb - - - - - - - - - - - - - - - - - - - - - - - - - - 6-43 Diagram 6-AH Power Settings for 1400 HP Climb - - - - - - - - - - - - - - - - - - - - - - - - - - 6-44 Diagram 6-AI Time and Distance to Climb - 1500 HP - - - - - - - - - - - - - - - - - - - - - - - 6-45 Diagram 6-AJ Time and Distance to Climb - 1400 HP - - - - - - - - - - - - - - - - - - - - - - - 6-46 Diagram 6-AK Fuel to Climb - 1500 and 1400 HP - - - - - - - - - - - - - - - - - - - - - - - - - - 6-47 Diagram 6-AL Meto Power Chart - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-48 6.5 Cruise Performance - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-49 6.5.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-49 Diagram 6-AMEffect of Prime on Power- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-50 Diagram 6-AN Density Altitude Chart- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-51 Diagram 6-AO Power Settings for 1000 HP Cruise Low Blower - - - - - - - - - - - - - - - - - 6-52 Diagram 6-AP Power Settings for 1100 HP Cruise Low Blower - - - - - - - - - - - - - - - - - 6-53 Diagram 6-AQ Power Settings for 1100 HP Cruise High Blower- - - - - - - - - - - - - - - - - 6-54 Diagram 6-AR Airspeeds for 1100 HP Cruise - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-55 Diagram 6-AS Power Settings for 1200 HP - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-56 Diagram 6-AT Airspeeds for 1200 HP Cruise Manual Lean Operation- - - - - - - - - - - - - 6-57 6.5.2 Cruise Control Fuel Planning - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-58 6.5.3 Fuel Planning Procedure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-58 Diagram 6-AU Example for IFR Operations- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-59 Diagram 6-AV Example of Fuel Planning Procedures - - - - - - - - - - - - - - - - - - - - - - - - 6-60 6.5.4 Fuel Planning Chart - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-61 Diagram 6-AWDeparture Gross Weight - 97,500 lbs - - - - - - - - - - - - - - - - - - - - - - - - - 6-62 Diagram 6-AX Departure Gross Weight - 92,500 lbs - - - - - - - - - - - - - - - - - - - - - - - - - 6-63 Diagram 6-AY Departure Gross Weight - 87,500 lbs. - - - - - - - - - - - - - - - - - - - - - - - - 6-64 Diagram 6-AZ Departure Gross Weight - 103,800 lbs - - - - - - - - - - - - - - - - - - - - - - - - 6-65 Diagram 6-BA Departure Gross Weight - 97,500 lbs - - - - - - - - - - - - - - - - - - - - - - - - - 6-66 Diagram 6-BB Departure Gross Weight - 92,500 lbs - - - - - - - - - - - - - - - - - - - - - - - - - 6-67 6.5.5 Alternate Fuel Planning - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-68 Diagram 6-BC Three Engine Cruise Control - GW 103,800-100,000 lbs - - - - - - - - - - - 6-69 Diagram 6-BD Three Engine Cruise Control - GW 80,000-75,000 lbs - - - - - - - - - - - - - 6-70 Diagram 6-BE Two Engine Control - GW 89,000-86,000 lbs - - - - - - - - - - - - - - - - - - - 6-71 Diagram 6-BF Two Engine Cruise Control - GW 74,000-71,000 - - - - - - - - - - - - - - - - 6-72 Diagram 6-BG Power Settings and Airspeeds for Long Range Cruise Manual Lean
Rev 1 26 September 2008 TOC-9

DC-6 OPERATING MANUAL Operation - GW 102,500-97,500 lbs - - - - - - - - - - - - - - - - - - - - - - - - Diagram 6-BH Power Settings and Airspeeds for Long Range Cruise Manual Lean Operation - GW 87,500-82,500 lbs - - - - - - - - - - - - - - - - - - - - - - - - - Diagram 6-BI Airport Limitations - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6.6 Landing Performance - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6.6.1 Definitions- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6.6.2 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6.6.3 Approach and Landing Speeds - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Diagram 6-BJ Charted Approach, Threshold and Touchdown Speeds- - - - - - - - - - - - 6.6.4 Procedures for Ice Runways - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Diagram 6-BK Landing Ground Roll - Brakes Only - - - - - - - - - - - - - - - - - - - - - - - - Diagram 6-BL Effect of Unusual Runway Conditions on Landing Ground Roll - - - - - Diagram 6-BMRunway Length for Intended Destination - Wing Flaps Full Down - - - Diagram 6-BN Runway Length for Intended Destination - Wing Flaps 40o - - - - - - - - Diagram 6-BO Runway Length for Alternate Destination - Wing Flaps Full Down - - - Diagram 6-BP Runway Length for Alternate Destination - Wing Flaps 40o - - - - - - - Diagram 6-BQ Runway Length for Intended Destination - Wing Flaps Full Down - - - Diagram 6-BR Runway Length for Intended Destination - Wing Flaps 40o - - - - - - - - 6.7 Takeoff and Landing Data Card - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6.7.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 6-73 6-74 6-75 6-76 6-76 6-76 6-77 6-77 6-77 6-79 6-80 6-81 6-82 6-83 6-84 6-85 6-86 6-87 6-87

Chapter 7
7.1

Weight and Balance - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 7-1

Loading Information - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 7-1 7.1.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 7-1 7.1.2 Maximum Allowable Weights - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 7-1 7.1.3 Floor Loading Limits DC-6A - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 7-3 7.1.4 Tie-Down Fitting Load Restrictions- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 7-3 7.1.5 Loading Instructions - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 7-3 7.1.6 Loading Restrictions - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 7-3 Diagram 7-A Fuel - Oil - ADI - Weight Charts - - - - - - - - - - - - - - - - - - - - - - - - - - - - 7-5 7.2 Weight and Balance Record - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 7-6 7.2.1 Introduction - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 7-6 7.2.2 Notes on Chart Construction- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 7-6 Diagram 7-B Scale Unit Length Derivation- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 7-7 7.2.3 Using the Chart - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 7-7 7.3 Loading Schedule - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 7-10 Diagram 7-C Loading Schedule - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 7-11 Diagram 7-D Weight & Balance Form - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 7-12 7.4 Weight and Balance Indexes of Individual Aircraft - - - - - - - - - - - - - - - - - - - - - - - - 7-13

Chapter 8
8.1

Special Procedures - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8-1

8-1 8-1 8-1 8-1 8-2 8-2 8-2 8-2

Extreme Cold Weather Operation- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8.1.1 Before Starting Engines - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8.1.2 Starting - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8.1.3 Warm-Up - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8.1.4 Pre-Takeoff - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8.1.5 During Flight - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8.2 Three Engine Takeoff Procedure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8.2.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - TOC-10
Rev 1

26 September 2008

DC-6 OPERATING MANUAL 8.2.2 Takeoff Restrictions- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8-2 8.2.3 Prior to Takeoff- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8-3 8.2.4 Take Off Procedure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8-3 Diagram 8-A Takeoff Distance to a 50-Foot Height - - - - - - - - - - - - - - - - - - - - - - - - - 8-4 Diagram 8-B Three Engine Enroute Climb - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8-5 8.3 Special Inspection Procedures - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8-6 8.3.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8-6 8.4 Bulk Fuel Tank Procedures - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8-6 8.4.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8-6 8.4.2 Conditions and Limitations - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8-6 8.4.3 Responsibilities - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8-6 8.4.4 3 Tank Systems N251CE & N888DG - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8-7 8.4.4.1 Loading Procedure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8-7 8.4.4.2 Unloading Procedure- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8-7 8.4.4.3 Weight and Balance Procedures - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8-8 8.5 DC-6 Deicing Procedures - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8-9 8.6 Mechanical Removal of Loose Contamination - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8-9 8.7 Communications During Deicing - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8-10 8.8 Fluid Application Procedures - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8-10 8.9 Post Deice Check - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8-11 8.10 Alternate Procedure - High Pressure Water- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8-11 8.11 Alternate Procedure - Hudson Sprayer - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 8-11

Chapter 9

Minimum Equipment List - - - - - - - - - - - - - - - - - - - - - - - - - - - - 9-1

Chapter 10 Engines - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 10-1

10.1 Power Plant - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 10.1.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 10.1.2 Antidrag Ring - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 10.1.3 Inner Ring and Inner Ring Fire Seal - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 10.1.4 Accessory Cowling - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Diagram 10-A Power Plant Egg- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 10.1.5 Description- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Diagram 10-B Engine Switches- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 10.2 Systems - Normal Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 10.2.1 Starting Procedure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 10.2.1.1 Engine Starting Notes - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 10.2.2 Taxi Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 10.2.3 Engine Run-up - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 10.2.3.1 Engine Run-up Notes - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 10.2.4 Spark Plug Fouling - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 10.2.4.1 Spark Plug Fouling Notes - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 10.2.5 Take-Off - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 10.2.6 Climb - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Diagram 10-C Climb Power Fuel Flow- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 10.2.7 Cruise - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 10.2.7.1 Cruise Notes - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 10.2.8 Descent, Approach and Landing - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 10.2.8.1 Descent- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 10.2.8.2 Approach - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Rev 1 26 September 2008

10-1 10-1 10-1 10-1 10-1 10-2 10-3 10-3 10-3 10-3 10-4 10-5 10-5 10-6 10-6 10-7 10-7 10-7 10-8 10-8 10-8 10-9 10-9 10-9
TOC-11

DC-6 OPERATING MANUAL 10.2.8.3 Landing - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 10-9 10.3 Emergency Operation- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 10-9 10.4 Manifold Pressure Line Purge Valves - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -10-10 Diagram 10-D Left-Hand Side View of Engine - - - - - - - - - - - - - - - - - - - - - - - - - - - -10-11 Diagram 10-E Right Hand Side View of Engine - - - - - - - - - - - - - - - - - - - - - - - - - - -10-12 Diagram 10-F Left-Hand Rear View of Engine- - - - - - - - - - - - - - - - - - - - - - - - - - - -10-13 10.5 Air Induction System Icing - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -10-14 10.5.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -10-14 10.5.2 Recognition of Air induction System Icing - - - - - - - - - - - - - - - - - - - - - - - - -10-14 10.5.3 Procedure When Carburetor Icing Conditions Are Anticipated- - - - - - - - - - - -10-14 10.5.4 If the Above Measures Do Not Control the Situation - - - - - - - - - - - - - - - - - -10-15 10.5.5 Procedure When Operating In Icing Conditions Without Preheat - - - - - - - - - -10-16 10.5.6 Additional Ice Prevention and Removal Principles - - - - - - - - - - - - - - - - - - - -10-17 10.5.7 Reporting of Icing Experiences - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -10-17 10.6 Fuel System Icing - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -10-17 10.6.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -10-17 Diagram 10-G Engine Analyzer - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -10-19 10.7 Cowl Flaps - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -10-23 10.7.1 Description - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -10-23 10.7.2 Operational Notes - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -10-23 10.8 ADI System (Water/Alcohol Injection) - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -10-24 Diagram 10-H Water/Alcohol Injection System- - - - - - - - - - - - - - - - - - - - - - - - - - - -10-24 10.8.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -10-24 10.8.2 Description - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -10-25 10.8.3 Normal Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -10-25 10.8.4 Operational Notes - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -10-26 10.8.5 Minimum ADI Fluid Requirements - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -10-26

Chapter 11 Propellers - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 11-1

11.1 Description - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 11.2 Normal Operations- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 11.2.1 Run-up - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 11.2.1.1 Manual Feather Check - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 11.2.1.2 Auto-Feather Check - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 11.2.2 Governor Check - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 11.2.3 Synchronizer Operational Check - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 11.2.4 Propeller Reversing Check - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 11.2.5 Propeller Out of Synchronization - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 11.2.6 Tachometer Isolation Switches - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 11.2.7 After Landing- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 11.2.8 Emergency Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 11-1 11-4 11-4 11-4 11-4 11-4 11-5 11-5 11-6 11-6 11-6 11-7

Chapter 12 Fuel System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12-1

Diagram 12-A Systems - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12.2 Description - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12.2.1 Tanks - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12.2.2 Tank Filler Necks - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12.2.3 Tank Selector Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - TOC-12
Rev 1

12-1 12-1 12-2 12-2 12-2 12-2

26 September 2008

DC-6 OPERATING MANUAL 12.2.4 Cross-Feed Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12-2 12.2.5 Vapor Vent Return System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12-2 12.2.6 Boost Pumps- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12-3 12.2.7 Fuel Quantity Gauges- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12-3 12.2.8 Fuel Dipstick - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12-3 12.2.9 Firewall Shutoff Valves - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12-3 12.2.10 Dumping System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12-3 Diagram 12-B Fuel Dumping System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12-4 12.3 Normal Operation- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12-4 12.3.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12-4 12.3.2 Minimum Fuel For Departure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12-4 12.3.3 Fuel Management - General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12-4 12.3.4 Boost Pump Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12-5 12.3.5 Cross-Feed Operation- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12-5 12.3.6 Tank Switching - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12-5 12.3.7 In-Flight Tank-To-Engine Combinations- - - - - - - - - - - - - - - - - - - - - - - - - - - 12-5 12.3.8 Vapor Vent Return Flow- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12-6 12.4 Fuel Loading and Management- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12-7 Diagram 12-C In-Flight Tank-to-Engine Combinations - - - - - - - - - - - - - - - - - - - - - - - 12-7 12.4.1 Fuel System Operational Check - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12-8 12.4.2 Refueling - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12-9 12.4.3 Leaky Fuel Tanks - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12-10 12.4.4 Fuel Stoppage In Flight - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12-10 12.4.5 Fuel Dumping Procedure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12-10 12.4.5.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12-10 12.4.5.2 Procedure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12-11 Diagram 12-D 33,072 (5512 GAL) 8 Tank System - - - - - - - - - - - - - - - - - - - - - - - - - 12-12 Diagram 12-E 32,424 LB (5404 GAL) 8 Tank System - - - - - - - - - - - - - - - - - - - - - - 12-14 Diagram 12-F 29,604 LB (4934 GAL) 8 Tank System - - - - - - - - - - - - - - - - - - - - - - 12-16 Diagram 12-G 23,952 LB (3992 GAL) 8 Tank System - - - - - - - - - - - - - - - - - - - - - - 12-18 Diagram 12-H Fuel System- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12-19 12.5 Limitations & Specifications - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12-20 12.5.1 Fuel Dumping Rates - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12-20 12.5.2 Minimum Fuel for Departure- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12-20 12.5.3 Fuel Grades - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12-20 12.5.4 Vapor Vent Return Flow Rates - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12-20 12.5.5 Lateral Unbalance - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 12-20

Chapter 13 Oil System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 13-1

Diagram 13-A Engine Oil System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 13.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 13.1.1 Description- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 13.1.1.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 13.1.1.2 Nacelle Oil Tanks- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 13.1.1.3 Oil Cooling System- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 13.1.1.4 Auxiliary- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 13.1.1.5 Emergency Shut-Off Valves- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 13.1.1.6 Oil System Indicators and Controls - - - - - - - - - - - - - - - - - - - - - - - - - 13.1.2 Normal Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Rev 1 26 September 2008

13-1 13-1 13-1 13-1 13-1 13-2 13-2 13-2 13-2 13-3
TOC-13

DC-6 OPERATING MANUAL 13.1.2.1 13.1.2.2 13.1.2.3 13.1.2.4 13.1.2.5 Oil Quantity and Distribution- - - - - - - - - - - - - - - - - - - - - - - - - - - - - Oil Cooler Door Management - - - - - - - - - - - - - - - - - - - - - - - - - - - - Oil Transfer Procedures - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Oil Consumption Rates- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Malfunctioning Engine Oil System - - - - - - - - - - - - - - - - - - - - - - - - - 13-3 13-3 13-3 13-4 13-4

Chapter 14 Hydraulic System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14-1

Diagram 14-A Hydraulic System Schematic - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14-1 14.1 Hydraulic Power System- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14-1 14.1.1 Description - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14-1 14.1.1.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14-1 14.1.1.2 Reservoir - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14-1 14.1.1.3 Engine-Driven Pumps - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14-1 14.1.1.4 Pressure Regulator - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14-2 14.1.1.5 System Pressure Relief Valve - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14-2 14.1.1.6 System Accumulator - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14-2 14.1.1.7 Return Flow System- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14-2 14.1.1.8 By-Pass Valve- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14-2 14.1.1.9 Firewall Shutoff Valves - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14-2 14.1.1.10 Auxiliary Pressure System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14-2 14.1.1.11 Indicators and Controls- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14-2 14.1.2 Normal Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14-3 14.1.3 Limitation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14-4 14.2 Landing Gear Extend/Retract & Nose Wheel Steering System - - - - - - - - - - - - - - - - 14-4 14.2.1 Landing Gear Extend/Retract System- - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14-4 14.2.1.1 Description - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14-4 14.2.2 Emergency Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14-6 14.2.3 Nose Wheel Steering System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14-6 14.2.3.1 Description - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14-6 14.2.3.2 Operational Notes - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14-6 Diagram 14-B Landing Gear Hydraulic System- - - - - - - - - - - - - - - - - - - - - - - - - - - - 14-7 Diagram 14-C Main Gear Up Latch Mechanism - - - - - - - - - - - - - - - - - - - - - - - - - - - 14-8 Diagram 14-D Nose Gear Assembly - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14-9 Diagram 14-E Main Gear Down Latch Operation - - - - - - - - - - - - - - - - - - - - - - - - - -14-10 Diagram 14-F Main Gear Down Latch Operation - - - - - - - - - - - - - - - - - - - - - - - - - -14-11 Diagram 14-G Nose Wheel Steering Hydraulic System - - - - - - - - - - - - - - - - - - - - - -14-12 Diagram 14-H Nose Wheel Steering Mechanical Linkage - - - - - - - - - - - - - - - - - - - - -14-13 14.3 Brake System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -14-13 14.3.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -14-13 14.3.2 Hydraulic Brakes - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -14-13 14.3.3 Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -14-13 14.3.4 Parking Brakes - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -14-14 14.3.5 Air Brake System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -14-14 14.3.5.1 Description - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -14-14 14.3.5.2 Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -14-14 Diagram 14-I Emergency Air Bottle Pressure Versus Temperature Conversion Chart -14-15 Diagram 14-J Emergency Airbrake Pressure Indicator Normal Pressure 1000 PSI- - -14-16 14.4 Wing Flap System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -14-17 14.4.1 Description - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -14-17 TOC-14
Rev 1 26 September 2008

DC-6 OPERATING MANUAL 14.4.1.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14.4.1.2 Mechanical System- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14.4.1.3 Hydraulic System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14.4.1.4 Control Lever - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14.4.1.5 Control Valve - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14.4.1.6 Overload Relief Valve- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14.4.1.7 Two Speed Control Valve - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14.4.1.8 Check Valves- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14.4.1.9 Manual Shut-off Valve - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14.4.1.10 Position Indicator - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14.4.1.11 Control Lever Vernier Scales - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14.4.1.12 Warning Horn - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14.4.1.13 Markers - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14.4.2 Operational Notes - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14.4.3 Limitations - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14.5 Windshield Wiper System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14.5.1 Description- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14.5.2 Emergency Operation- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Diagram 14-K Flap Control System Operation- - - - - - - - - - - - - - - - - - - - - - - - - - - 14.6 Hydraulic Failure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 14-17 14-17 14-17 14-17 14-17 14-17 14-17 14-17 14-18 14-18 14-18 14-18 14-18 14-18 14-18 14-18 14-18 14-19 14-20 14-21

Chapter 15 Flight Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 15-1

15.1 Aileron Control System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Diagram 15-A Control Surface - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 15.2 Aileron Trim Tab Control System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 15.3 Elevator Control System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 15.4 Elevator Trim Tab Control System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Diagram 15-B Aileron and Elevator Trim Tab Controls - - - - - - - - - - - - - - - - - - - - - 15.5 Rudder Control System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 15.6 Rudder Trim Tab Control System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 15.7 Trim Tab Control System Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 15.8 Spring Control Tabs - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Diagram 15-C Spring Control Tabs - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 15.9 Wing Flap Control - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 15.10 Control-Surface Lock - Throttle-Interlock System - - - - - - - - - - - - - - - - - - - - - - - - Diagram 15-D Control-Surface Lock - Throttle-Interlock System - - - - - - - - - - - - - - - 15-1 15-1 15-1 15-2 15-2 15-2 15-3 15-3 15-3 15-3 15-4 15-4 15-5 15-6

Chapter 16 Electrical System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16-1

Diagram 16-A DC System Simplified Schematic Diagram- - - - - - - - - - - - - - - - - - - - 16.1 DC Electrical System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16.1.1 Description- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16.1.1.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16.1.1.2 Generators- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16.1.1.3 Generator Cooling - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16.1.1.4 Ammeters - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16.1.1.5 Voltmeter - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16.1.1.6 Batteries - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16.1.1.7 Voltage Regulators - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16.1.1.8 Battery Selector Switch - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Rev 1 26 September 2008

16-1 16-1 16-1 16-1 16-2 16-2 16-2 16-2 16-2 16-2 16-2
TOC-15

DC-6 OPERATING MANUAL 16.1.1.9 Battery Master Switch - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16-2 16.1.1.10 Generator Control Switches- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16-3 16.1.1.11 Master DC Power Cut-Off Bar- - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16-3 16.1.1.12 Generator Field Circuit Breakers - - - - - - - - - - - - - - - - - - - - - - - - - - - 16-3 16.1.1.13 Generator Control Circuit Breakers- - - - - - - - - - - - - - - - - - - - - - - - - - 16-3 16.1.1.14 Reverse Current Circuit Breakers - - - - - - - - - - - - - - - - - - - - - - - - - - - 16-3 16.1.1.15 Overvoltage Relays - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16-3 16.1.1.16 Emergency Instrument Power & Instrument Lighting Gang Switch - - - - 16-3 16.1.1.17 Emergency DC Radio Switch (C118 Only) - - - - - - - - - - - - - - - - - - - - 16-3 16.1.1.18 Emergency Electrical Equipment Placard - - - - - - - - - - - - - - - - - - - - - 16-3 16.1.2 Normal Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16-4 16.1.2.1 Before Engine Start - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16-4 16.1.2.2 After Engine Start - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16-4 16.1.2.3 In-Flight- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16-4 16.1.3 Emergency Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16-4 16.1.3.1 Emergency Electrical Power System - - - - - - - - - - - - - - - - - - - - - - - - - 16-4 16.1.3.2 Circuit Protectors- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16-4 16.1.3.3 Abnormal DC Ammeter Readings - - - - - - - - - - - - - - - - - - - - - - - - - - 16-4 16.1.3.4 Generator Load Monitoring - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16-5 16.1.3.5 Generator Overvoltage - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16-5 16.1.3.6 Voltage Regulators - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16-5 16.2 AC Electrical System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16-6 16.2.1 Description - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16-6 16.2.1.1 AC System (115 and 26 Volts)- - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16-6 16.2.1.2 Emergency AC Power, Standard System - - - - - - - - - - - - - - - - - - - - - - 16-6 16.2.1.3 Emergency AC Power, N555SQ/N6586C - - - - - - - - - - - - - - - - - - - - - 16-6 16.2.1.4 Circuit Breakers - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16-6 16.2.1.5 AC Voltmeter & Selector Switch - - - - - - - - - - - - - - - - - - - - - - - - - - - 16-6 16.2.1.6 Inverter Selector Switches- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16-7 16.2.1.7 Engine Instrument Selector Switch - - - - - - - - - - - - - - - - - - - - - - - - - - 16-7 16.2.1.8 Inverter Indicators - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16-7 16.2.1.9 Emergency Inverter Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16-7 16.2.1.10 Inverters - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16-7 16.2.1.11 Inverter Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16-8 16.2.1.12 Inverter Indicators - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16-8 16.2.1.13 Emergency Inverter - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16-8 Diagram 16-B AC Electrical System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16-9 16.2.2 Normal Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -16-10 16.2.2.1 Before Engine Start - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -16-10 16.2.2.2 After Engine Start & Before Take-Off- - - - - - - - - - - - - - - - - - - - - - - -16-10 16.2.3 Emergency Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -16-10 16.2.4 Operational Notes - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -16-10 Diagram 16-C Emergency AC and DC Loads - - - - - - - - - - - - - - - - - - - - - - - - - - - - -16-11 Diagram 16-D AC Power Distribution System N351CE - - - - - - - - - - - - - - - - - - - - - -16-12 Diagram 16-E AC Power Distribution System N888DG- - - - - - - - - - - - - - - - - - - - - -16-13 Diagram 16-F AC Power Distribution System N555SQ - - - - - - - - - - - - - - - - - - - - - -16-14 Diagram 16-G AC Power Distribution System N251CE - - - - - - - - - - - - - - - - - - - - - -16-15 Diagram 16-H AC Power Distribution System N151 - - - - - - - - - - - - - - - - - - - - - - - -16-16 Diagram 16-I AC Power Distribution System N6586C - - - - - - - - - - - - - - - - - - - - - -16-17 Diagram 16-J AC Power Distribution System - - - - - - - - - - - - - - - - - - - - - - - - - - - -16-18 TOC-16
Rev 1 26 September 2008

DC-6 OPERATING MANUAL Diagram 16-K AC Power Distribution System N9056R- - - - - - - - - - - - - - - - - - - - - 16.3 Lighting System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16.3.1 Description- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16.3.1.1 Exterior Lighting - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Diagram 16-L Exterior Lighting - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16.3.1.2 Main Cabin Lights - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16.3.1.3 Cockpit Emergency Lighting - - - - - - - - - - - - - - - - - - - - - - - - - - - - 16-19 16-20 16-20 16-20 16-20 16-20 16-20

Chapter 17 Communications & Radio Navigation System - - - - - - - - - - - - - 17-1

17.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.2 Power Supply - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.2.1 DC Power - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.2.2 AC Power - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.3 Circuit Breakers and Fuses- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.4 Communication System Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.5 Radio Navigation Systems Controls- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.6 Radio Master Switch- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.7 Emergency Radio Electrical Power - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.8 VHF Communications Systems - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.8.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.8.2 Transceivers - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.8.3 Frequency Range- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.8.4 Channels - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.8.5 Transmitter Power - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.8.6 Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.8.7 Squelch - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.8.8 Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.9 VHF Navigation Systems- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.9.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.9.2 Receivers - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.9.3 Frequency Range- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.9.4 Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.9.5 Channels - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.9.6 Course Deviation Indicator - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.9.7 Relative Bering Pointers - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.9.8 Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.10 ADF Navigation System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.10.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.10.2 Receivers - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.10.3 Frequency Range- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.10.4 Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.10.5 Relative Bering Pointers - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.10.6 Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.11 Marker Beacon Receiver - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.11.1 Description- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.11.2 Sensitivity Selector Switch LO or HI, As Desired - - - - - - - - - - - - - - - - - - - - 17.11.2.1 Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.12 Audio Control Panel - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.12.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Rev 1 26 September 2008

17-1 17-1 17-1 17-1 17-1 17-1 17-1 17-1 17-2 17-2 17-2 17-2 17-2 17-2 17-2 17-2 17-2 17-2 17-2 17-2 17-3 17-3 17-3 17-3 17-3 17-3 17-3 17-3 17-3 17-3 17-3 17-4 17-4 17-4 17-4 17-4 17-4 17-4 17-5 17-5
TOC-17

DC-6 OPERATING MANUAL 17.12.2 Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17-5 17.13 Distance Measuring Equipment - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17-5 17.13.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17-5 17.13.2 Receiver - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17-5 17.13.3 Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17-5 17.13.4 Display Head - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17-5 17.13.5 Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17-5 17.14 Transponder - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17-5 17.14.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17-5 17.14.2 Transponder- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17-5 17.14.3 Transmitter Power - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17-6 17.14.4 Mode A- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17-6 17.14.5 Mode C - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17-6 17.14.6 Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17-6 17.15 Emergency Locator Transmitter - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17-6 17.15.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17-6 17.15.2 Transmitter - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17-6 17.15.3 Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17-6 17.16 Color Weather Radar - Primus 200 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17-6 17.16.1 Precautions - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17-6 17.16.2 Description - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17-7 17.16.3 Tilt and Gain Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17-7 17.16.3.1 Tilt Control- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17-7 17.16.3.2 Gain Control - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17-7 17.16.4 Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17-8 17.16.5 Operating Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17-9 Diagram 17-A Operating Controls- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17-9 17.16.5.1 INT/OFF - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17-9 17.16.5.2 STBY - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17-9 17.16.5.3 WX/C - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17-9 17.16.5.4 MAP - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17-9 17.16.5.5 TEST - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17-9 17.16.5.6 FRZ- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17-9 17.16.5.7 GAIN - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -17-10 17.16.5.8 TGT ALRT- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -17-10 17.16.5.9 AZ MK - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -17-10 17.16.5.10 TILT - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -17-10 17.16.5.11 10/25/50/100/200- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -17-10 17.16.5.12 Display Area- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -17-10 17.16.6 Tilt Management - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -17-10 Diagram 17-B Tilt Setting for Minimal Ground Target Display - - - - - - - - - - - - - - - -17-11 17.16.7 General Operation Considerations - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -17-11 17.16.7.1 Detection - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -17-11 Diagram 17-C Radar Display and Thunderstorm Levels Versus Rainfall Rates Table - -17-12 17.16.7.2 Attenuation (loss of radar pulse energy) - - - - - - - - - - - - - - - - - - - - - -17-12 17.16.7.3 Distance - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -17-12 17.16.7.4 Precipitation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -17-13 17.16.7.5 Flight Hazards- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -17-13 17.16.7.6 Thunderstorms - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -17-13 17.17 KLN 89B Global Positioning System Supplement- - - - - - - - - - - - - - - - - - - - - - - - -17-14 TOC-18
Rev 1 26 September 2008

DC-6 OPERATING MANUAL 17.17.1 Section I - General- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.17.2 Section II - Limitations- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.17.3 Section III - Emergency Procedures/Abnormal Procedures- - - - - - - - - - - - - 17.17.4 Section IV - Normal Procedures- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.17.4.1 Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.17.5 System Annunciators/Switches/Controls - - - - - - - - - - - - - - - - - - - - - - - - - Diagram 17-D D - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.17.5.1 Pilots Display - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.17.5.2 Autopilot Coupled Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.17.5.3 Altitude Alert Aural Tones- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.17.5.4 Approach Mode Sequencing and Raim Prediction - - - - - - - - - - - - - - Diagram 17-E KLN 89B Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.17.6 Quick Reference KLN 89/89B Bendix/King - - - - - - - - - - - - - - - - - - - - - - 17.17.6.1 Airport (APT) Pages - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.17.6.2 VOR Pages - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.17.6.3 NDB Pages - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.17.6.4 Intersection (INT) Pages - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.17.6.5 User-defined Waypoint (USR) Pages- - - - - - - - - - - - - - - - - - - - - - - 17.17.6.6 Active Waypoint (ACT) Pages - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.17.6.7 Navigation (NAV) Pages - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.17.6.8 Flight Plan (FPL) Pages- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.17.6.9 Calculator (CAL) Pages- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.17.6.10 Setup (SET) Pages - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.17.6.11 Other (OTH) Pages - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.17.7 KLN 89B Instrument Approach Reference - - - - - - - - - - - - - - - - - - - - - - - 17.17.7.1 Approach Sequence - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.17.7.2 Tips - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.17.7.3 Page Messages - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.17.7.4 Scratch Pad Messages - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.17.7.5 NAV 4 (Moving Map) Page Tips - - - - - - - - - - - - - - - - - - - - - - - - - 17.17.8 KLN 89(B) Buttons - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17.17.8.1 Summary of Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 17-14 17-14 17-15 17-15 17-15 17-15 17-16 17-16 17-16 17-16 17-17 17-19 17-20 17-20 17-20 17-20 17-20 17-20 17-20 17-20 17-20 17-20 17-21 17-21 17-21 17-21 17-22 17-23 17-24 17-24 17-25 17-25

Chapter 18 Flight Instruments - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 18-1

18.1 Pitot-Static System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 18.1.1 Description- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 18.1.2 Normal Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 18.1.3 Operational Notes - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 18.1.4 Limitations - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 18.1.5 Pitot Heat Power Failure Warning System - - - - - - - - - - - - - - - - - - - - - - - - - 18.1.5.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 18.1.5.2 Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Diagram 18-A Pitot-Static System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 18.2 C-2A Gyrosyn Compass Indicator System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 18.2.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 18.2.2 Description- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 18.2.3 Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 18-1 18-1 18-1 18-1 18-1 18-2 18-2 18-2 18-3 18-4 18-4 18-4 18-5

Rev 1

26 September 2008

TOC-19

DC-6 OPERATING MANUAL

Chapter 19 Oxygen System- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 19-1

19.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 19.1.1 Description - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 19.1.1.1 Supply - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 19.1.1.2 Regulators - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 19.1.1.3 Outlets - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 19.1.1.4 Masks - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 19.2 Normal Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 19.2.1 Normal Operating Instructions - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 19-1 19-1 19-1 19-1 19-1 19-1 19-1 19-1

Chapter 20 Pressurization, Air Conditioning and Anti-icing, Deicing Systems - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 20-1

20.1 Description - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 20-1 20.1.1 Pressurization and Air Conditioning - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 20-1 20.1.2 Basic Differences In EAC Operated Un-Pressurized DC-6 Aircraft - - - - - - - - 20-1 Diagram 20-A Airfoil Anti-Icing Heaters and Air-conditioning Air Intakes - - - - - - - - - 20-2 Diagram 20-B Non-Pressurized Aircraft Air-conditioning Airflow- - - - - - - - - - - - - - - 20-3 20.2 Anti-Icing, Deicing Systems - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 20-4 20.2.1 Wing & Tail Anti-Icing System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 20-4 20.2.1.1 Description - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 20-4 20.2.1.2 Normal Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 20-6 20.2.1.3 Emergency Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 20-7 20.2.2 Limitations - Wing and Tail Anti-Icing Heaters - - - - - - - - - - - - - - - - - - - - - - 20-8 Diagram 20-C Airfoil Heater Fuel & Airflow Systems - - - - - - - - - - - - - - - - - - - - - - - 20-9 Diagram 20-D Tail Anti-Icing System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -20-10 Diagram 20-E Heater Nozzle Fuel Pressure - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -20-11 Diagram 20-F Wing Anti-Icing System Minimum Gage Temperature - - - - - - - - - - - -20-12 Diagram 20-G Tail Anti-Icing System Minimum Gage Temperature - - - - - - - - - - - - -20-13 20.3 Windshield Anti-Icing System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -20-14 20.3.1 Description - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -20-14 20.3.1.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -20-14 20.3.1.2 Duct System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -20-14 20.3.1.3 Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -20-14 Diagram 20-H Windshield Temperature Control Schematic - - - - - - - - - - - - - - - - - - -20-16 Diagram 20-I Flight Compartment and Windshield Airflow - - - - - - - - - - - - - - - - - - -20-17 20.3.2 Normal Operation - Ground & Flight - - - - - - - - - - - - - - - - - - - - - - - - - - - - -20-18 20.3.2.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -20-18 20.3.2.2 Operational Notes - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -20-18 20.3.3 Limitations - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -20-19 20.4 Propeller Deicing System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -20-19 20.4.1 Description - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -20-19 20.4.1.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -20-19 20.4.1.2 Heating Elements- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -20-19 20.4.1.3 Power Source - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -20-19 20.4.1.4 Timer- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -20-19 20.4.1.5 Heater Cycle - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -20-19 20.4.1.6 Master Switch - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -20-19 20.4.1.7 Ammeter & Ammeter Selector Switch - - - - - - - - - - - - - - - - - - - - - - -20-19 TOC-20
Rev 1 26 September 2008

DC-6 OPERATING MANUAL 20.4.1.8 Manual Prop Deice Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - 20.4.2 Normal Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 20.4.2.1 Ground Operation- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 20.4.2.2 In Flight - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 20.4.3 Limitations - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 20.4.3.1 Maximum Ground Operating Time (Engines Not Running)- - - - - - - - Diagram 20-J Propeller Deice Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Diagram 20-K Propeller Blade Heating Elements - - - - - - - - - - - - - - - - - - - - - - - - - 20.4.3.2 Maximum Ground Operating Time (Engines Running)- - - - - - - - - - - 20.5 Carburetor and Windshield Alcohol Deicing Systems- - - - - - - - - - - - - - - - - - - - - 20.5.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 20.5.2 Carburetor Alcohol Deicing Systems - - - - - - - - - - - - - - - - - - - - - - - - - - - 20.5.2.1 Description - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 20.5.2.2 Normal Operation- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 20.5.3 Windshield Alcohol Deicing Systems - - - - - - - - - - - - - - - - - - - - - - - - - - - 20.5.3.1 Description - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 20.5.3.2 Normal Operation- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 20.5.3.3 Limitations - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Diagram 20-L Alcohol Deicing System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Diagram 20-M Carburetor and Windshield Alcohol Deicing System - - - - - - - - - - - - 20.6 Pitot Heat, Static Vent, Airscoop and Splitter Anti-Icing Systems - - - - - - - - - - - - 20.6.1 Description- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 20.6.1.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 20.6.1.2 Power Source- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 20.6.1.3 Control Switch - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 20.6.1.4 Ammeter & Ammeter Selector Switch - - - - - - - - - - - - - - - - - - - - - - 20.6.2 Normal Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 20.6.3 Limitations - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 20-20 20-20 20-20 20-21 20-21 20-21 20-22 20-23 20-23 20-23 20-23 20-24 20-24 20-24 20-24 20-24 20-24 20-25 20-26 20-27 20-28 20-28 20-28 20-28 20-28 20-28 20-28 20-28

Chapter 21 Fire Detection and Extinguishing System - - - - - - - - - - - - - - - - 21-1

Diagram 21-A Fire Detection and Extinguishing System - - - - - - - - - - - - - - - - - - - - - 21.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 21.1.1 Underfloor & Tail Compartment Viewer Provisions - - - - - - - - - - - - - - - - - - 21.1.2 Portable Fire Extinguishers - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 21.1.3 Wing Ventilation Fire Control Doors - - - - - - - - - - - - - - - - - - - - - - - - - - - - 21.1.4 Zone 2 Knockout Doors for Ground Extinguishers - - - - - - - - - - - - - - - - - - - Diagram 21-B Fire Detection System Test Button Panel - - - - - - - - - - - - - - - - - - - - - 21.2 Fire Detection System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 21.2.1 Description- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 21.2.1.1 Fire Detector Circuits - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 21.2.1.2 Fire Warning Lights & Bell - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 21.2.1.3 Test System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 21.2.2 Normal Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 21.3 CO2 Supply- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Diagram 21-C CO2 Supply- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 21.3.1 Description- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 21.3.1.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 21.3.1.2 Main Supply - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 21.3.1.3 Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Rev 1 26 September 2008

21-1 21-1 21-1 21-1 21-1 21-2 21-2 21-2 21-2 21-2 21-3 21-3 21-3 21-4 21-4 21-4 21-4 21-4 21-4
TOC-21

DC-6 OPERATING MANUAL 21.3.2 Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 21-5 21.4 Engines and Nacelles - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 21-6 Diagram 21-D Engines and Nacelles - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 21-6 21.4.1 Description - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 21-6 21.4.1.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 21-6 21.4.1.2 Fire Extinguisher Selector Valve Handles (Firewall Shut-Offs) - - - - - - 21-6 21.4.1.3 Position 5 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 21-7 Diagram 21-E Engine Extinguisher Selector valve Handle Positions - - - - - - - - - - - - - 21-7 21.5 Lower Fuselage Compartments - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 21-8 Diagram 21-F Main CO2 System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 21-8 21.5.1 Description - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 21-8 21.5.1.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 21-8 21.5.1.2 Fire Extinguisher Selector Valve Handles - - - - - - - - - - - - - - - - - - - - - 21-9 Diagram 21-G Lower Compartment Fire Extinguisher Selector Valve Handle Positions 21-9 21.5.1.3 Cabin Heater CO2 Supply - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 21-9 21.5.1.4 Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 21-9 Diagram 21-H Heater Fire Control Panel - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -21-10 Diagram 21-I Heater Fire Control Panel Electrical Schematic- - - - - - - - - - - - - - - - - -21-11 Diagram 21-J Wing Anti-Icing Heaters Fire Extinguishing System - - - - - - - - - - - - - -21-12 21.6 Wing Anti-Icing Heaters - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -21-12 21.6.1 Description - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -21-12 21.6.1.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -21-12 21.6.1.2 Heater Selector Switch - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -21-13 21.6.1.3 CO2 Discharge Switch - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -21-13 21.6.2 Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -21-13 21.7 Cabin Heaters - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -21-13 Diagram 21-K Cabin Heater Fire Extinguisher - - - - - - - - - - - - - - - - - - - - - - - - - - - -21-13 21.7.1 Description - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -21-13 21.7.1.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -21-13 21.7.1.2 Selector Switch - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -21-14 21.7.1.3 CO2 Discharge Switch - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -21-14 21.7.1.4 CO2 Discharge Indicators - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -21-14 21.7.2 Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -21-14 21.8 Tail Anti-Icing Heater - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -21-15 Diagram 21-L Tail Anti-icing Heater- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -21-15 21.8.1 Description - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -21-15 21.8.1.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -21-15 21.8.1.2 Selector Switch - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -21-15 21.8.1.3 CO2 Discharge Switch - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -21-15 21.8.1.4 CO2 Discharge Indicators - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -21-15 21.8.2 Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -21-16 21.8.3 Smoke Detector System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -21-16 21.8.3.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -21-16 21.8.3.2 Operation - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -21-16

Chapter 22 Differences Evaluation N555SQ - - - - - - - - - - - - - - - - - - - - - 22-1

22.1 Introduction - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-1 22.2 Differences by Chapter - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-1 22.2.1 Chapter 1 Aircraft Description - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-1 TOC-22
Rev 1 26 September 2008

DC-6 OPERATING MANUAL 22.2.2 Chapter 2 Limitations- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-1 22.2.3 Chapter 3 Normal Procedures - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-1 22.2.4 Chapter 4 Abnormal Flight Procedures - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-1 22.2.5 Chapter 5 Emergency Operating Procedures - - - - - - - - - - - - - - - - - - - - - - - - 22-1 22.2.6 Chapter 6 Performance - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-1 22.2.7 Chapter 7 Weight and Balance- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-1 22.2.8 Chapter 8 Special Procedures - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-1 22.2.9 Chapter 9 Minimum Equipment List- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-1 22.2.10 Chapter 10 Engines - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-2 22.2.11 Chapter 11 Propellers - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-2 22.2.12 Chapter 12 Fuel System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-2 22.2.13 Chapter 13 Oil System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-2 22.2.14 Chapter 14 Hydraulic System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-2 22.2.15 Chapter 15 Flight Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-2 22.2.16 Chapter 16 Electrical System- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-2 22.2.17 Chapter 17 Communication/Radio Nav Systems- - - - - - - - - - - - - - - - - - - - - - 22-3 22.2.18 Chapter 18 Flight Instruments - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-3 22.2.19 Chapter 19 Oxygen Systems - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-3 22.2.20 Chapter 20 Anti-Icing, Deicing/Defogging Systems - - - - - - - - - - - - - - - - - - - 22-3 22.2.21 Chapter 21 Fire Detection and Extinguishing Systems- - - - - - - - - - - - - - - - - - 22-3 Diagram 22-A DC Distribution N555SQ- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-4 Diagram 22-B N555SQ Emergency DC and AC Power Distribution - - - - - - - - - - - - - - 22-5 22.3 Emergency Procedures Abbreviated Checklist - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-6 22.3.1 Smoke Evacuation Smoke Evacuation N251CE, N351CE, N555SQ, N888DG and N9056R - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-6 22.3.2 Electrical Fire N251CE, N351CE, N888DG and N9056R - - - - - - - - - - - - - - - 22-6 22.3.3 Inflight Door Warning - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-6 22.3.4 Electrical Fire N555SQ and N6586C - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-7 22.4 Communications and Radio Navigation System - - - - - - - - - - - - - - - - - - - - - - - - - - 22-7 22.4.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-7 22.4.2 Power Supply - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-7 22.4.3 Circuit Breakers and Fuses - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-7 22.4.4 Communications Controls- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-8 22.4.5 Radio Navigation Systems Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-8 22.4.6 Radio Master Switch - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-8 22.4.7 Emergency Radio Electrical Power - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-8 22.4.8 VHF Comm Systems - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-8 22.4.9 VHF Navigation Systems - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-9 22.4.10 ADF Navigation System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-9 22.4.11 Marker Beacon Receiver - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-10 22.4.12 Audio Switching and Intercom System - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-10 22.4.13 Distance Measuring Equipment - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-10 22.4.14 Transponder - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-11 22.4.15 Emergency Locator Transmitter- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-11 22.5 King KCS 55/55A Pictorial Navigation System - Operation - - - - - - - - - - - - - - - - - 22-11 22.5.1 Display Description - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-11 22.5.2 KI 525/525A Indicator and Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-11 22.5.3 Operating Procedures - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-12 22.5.4 Emergency Operation- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 22-13 Diagram 22-C KA 51B Slaving Accessory and Controls - - - - - - - - - - - - - - - - - - - - - 22-14
Rev 1 26 September 2008 TOC-23

DC-6 OPERATING MANUAL

Chapter 23 Differences Evaluation N888DG - - - - - - - - - - - - - - - - - - - - - 23-1

23.1 Introduction - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 23.2 Differences By Chapter - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 23.2.1 Chapter 1 Aircraft Description - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 23.2.2 Chapter 2 Limitations - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 23.2.3 Chapter 3 Normal Procedures - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 23.2.4 Chapter 4 Abnormal Flight Procedures- - - - - - - - - - - - - - - - - - - - - - - - - - - 23.2.5 Chapter 5 Emergency Operating Procedures - - - - - - - - - - - - - - - - - - - - - - - 23.2.6 Chapter 6 Performance - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 23.2.7 Chapter 7 Weight and Balance - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 23.2.8 Chapter 8 Special Procedures - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 23.2.9 Chapter 9 Minimum Equipment List - - - - - - - - - - - - - - - - - - - - - - - - - - - - 23.2.10 Chapter 10 Engines - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 23.2.11 Chapter 11 Propellers - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 23.2.12 Chapter 12 Fuel System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 23.2.13 Chapter 13 Oil System- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 23.2.14 Chapter 14 Hydraulic System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 23.2.15 Chapter 15 Flight Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 23.2.16 Chapter 16 Electrical System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 23.2.17 Chapter 17 Communication/Radio Navigation Systems - - - - - - - - - - - - - - - 23.2.17.1 Communications and Radio Navigation- - - - - - - - - - - - - - - - - - - - - - 23.2.17.2 Circuit Breakers and Fuses - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 23.2.17.3 Communication Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 23.2.17.4 Radio Navigation Systems Controls - - - - - - - - - - - - - - - - - - - - - - - - 23.2.17.5 Radio Master Switch - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 23.2.17.6 Emergency Radio Electrical Power- - - - - - - - - - - - - - - - - - - - - - - - - 23.2.17.7 VHF Communications Systems - - - - - - - - - - - - - - - - - - - - - - - - - - - 23.2.17.8 VHF Navigation Systems - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 23.2.17.9 ADF Navigation Systems - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 23.2.17.10 Marker Beacon Receiver- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 23.2.17.11 Audio Switching and Intercom System - - - - - - - - - - - - - - - - - - - - - - 23.2.17.12 Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 23.2.17.13 Distance Measuring Equipment - - - - - - - - - - - - - - - - - - - - - - - - - - - 23.2.17.14 Transponder - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 23.2.17.15 Emergency Locator Transmitter - - - - - - - - - - - - - - - - - - - - - - - - - - - 23.2.18 Chapter 18 Flight Instruments- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 23.2.19 Chapter 19 Oxygen Systems - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 23.2.20 Chapter 20 Anti-Icing, Deicing/Defogging System- - - - - - - - - - - - - - - - - - - 23.2.21 Chapter 21 Fire Detection and Extinguishing System - - - - - - - - - - - - - - - - - 23-1 23-1 23-1 23-1 23-1 23-2 23-2 23-2 23-2 23-2 23-2 23-2 23-2 23-2 23-2 23-2 23-3 23-3 23-3 23-3 23-3 23-3 23-3 23-3 23-3 23-4 23-4 23-4 23-5 23-5 23-5 23-5 23-6 23-6 23-6 23-6 23-6 23-6

Chapter 24 Differences Evaluation N251CE - - - - - - - - - - - - - - - - - - - - - 24-1

24.1 Introduction - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24.2 Differences by Chapter - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24.2.1 Chapter 1 Aircraft Description - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24.2.2 Chapter 2 Limitations - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24.2.3 Chapter 3 Normal Procedures - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24.2.4 Chapter 4 Abnormal Flight Procedures- - - - - - - - - - - - - - - - - - - - - - - - - - - 24.2.5 Chapter 5 Emergency Operating Procedures - - - - - - - - - - - - - - - - - - - - - - - 24.2.6 Chapter 6 Performance - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - TOC-24
Rev 1

24-1 24-1 24-1 24-1 24-1 24-1 24-1 24-1

26 September 2008

DC-6 OPERATING MANUAL 24.2.7 Chapter 7 Weight and Balance- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24.2.8 Chapter 8 Special Procedures - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24.2.9 Chapter 9 Minimum Equipment List- - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24.2.10 Chapter 10 Engines - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24.2.11 Chapter 11 Propellers - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24.2.12 Chapter 12 Fuel System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24.2.13 Chapter 13 Oil System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24.2.14 Chapter 14 Hydraulic System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24.2.15 Chapter 15 Flight Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24.2.16 Chapter 16 Electrical System- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24.2.17 Chapter 17 Communication/Radio Navigation Systems - - - - - - - - - - - - - - - - 24.2.17.1 Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24.2.18 Chapter 18 Flight Instruments - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24.2.19 Chapter 19 Oxygen Systems - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 24.2.20 Chapter 20 Anti-Icing, Deicing/defogging System - - - - - - - - - - - - - - - - - - - 24.2.21 Chapter 21 Fire Detection and Extinguishing System - - - - - - - - - - - - - - - - - 24-1 24-1 24-1 24-1 24-1 24-2 24-2 24-2 24-2 24-2 24-2 24-2 24-2 24-2 24-2 24-3

Chapter 25 Differences Evaluation N151 - - - - - - - - - - - - - - - - - - - - - - - - 25-1

25.1 Introduction- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 25.1.1 Chapter 1 Aircraft Description- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 25.1.2 Chapter 2 Limitations- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 25.1.3 Chapter 3 Normal Procedures - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 25.1.4 Chapter 4 Abnormal Flight Procedures - - - - - - - - - - - - - - - - - - - - - - - - - - - 25.1.5 Chapter 5 Emergency Operating Procedures - - - - - - - - - - - - - - - - - - - - - - - 25.1.6 Chapter 6 Performance - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 25.1.7 Chapter 7 Weight and Balance- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 25.1.8 Chapter 8 Special Procedures - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 25.1.9 Chapter 9 Minimum Equipment List- - - - - - - - - - - - - - - - - - - - - - - - - - - - - 25.1.10 Chapter 10 Engines - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 25.1.11 Chapter 11 Propellers - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 25.1.12 Chapter 12 Fuel System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 25.1.13 Chapter 13 Oil System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 25.1.14 Chapter 14 Hydraulic System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 25.1.15 Chapter 15 Flight Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 25.1.16 Chapter 16 Electrical System- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 25.1.16.1 AC Power - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 25.1.17 Chapter 17 Communication/Radio Navigation Systems - - - - - - - - - - - - - - - - 25.1.17.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 25.1.17.2 Communication Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 25.1.17.3 Radio Navigation Systems Controls- - - - - - - - - - - - - - - - - - - - - - - - - 25.1.17.4 Radio Master Switch- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 25.1.17.5 VHF Communications Systems - - - - - - - - - - - - - - - - - - - - - - - - - - - 25.1.18 Chapter 18 Flight Instruments - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 25.1.19 Chapter 19 Oxygen Systems - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 25.1.20 Chapter 20 Anti-Icing, Deicing/Defogging System - - - - - - - - - - - - - - - - - - - 25.1.21 Chapter 21 Fire Detection and Extinguishing System - - - - - - - - - - - - - - - - - 25-1 25-1 25-1 25-1 25-1 25-1 25-1 25-1 25-1 25-1 25-1 25-1 25-2 25-2 25-2 25-2 25-2 25-2 25-3 25-3 25-3 25-3 25-3 25-3 25-4 25-4 25-4 25-4

Chapter 26 Differences Evaluation - N6586C - - - - - - - - - - - - - - - - - - - - - - 26-1

26.1 Introduction- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 26-1
Rev 1 26 September 2008 TOC-25

DC-6 OPERATING MANUAL 26.2 Differences by Chapter - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 26.2.1 Chapter 1 Aircraft Description - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 26.2.2 Chapter 2 Limitations - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 26.2.3 Chapter 3 Normal Procedures - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 26.2.4 Chapter 4 Abnormal Flight Procedures- - - - - - - - - - - - - - - - - - - - - - - - - - - 26.2.5 Chapter 5 Emergency Operating Procedures - - - - - - - - - - - - - - - - - - - - - - - 26.2.6 Chapter 6 Performance - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 26.2.7 Chapter 7 Weight and Balance - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 26.2.8 Chapter 8 Special Procedures - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 26.2.9 Chapter 9 Minimum Equipment List - - - - - - - - - - - - - - - - - - - - - - - - - - - - 26.2.10 Chapter 10 Engines - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 26.2.11 Chapter 11 Propellers - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 26.2.12 Chapter 12 Fuel System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 26.2.13 Chapter 13 Oil System- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 26.2.14 Chapter 14 Hydraulic System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 26.2.15 Chapter 15 Flight Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 26.2.16 Chapter 16 Electrical Systems- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 26.2.16.1 AC Power- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 26.2.17 Chapter 17 Communication/Radio Nav. Systems - - - - - - - - - - - - - - - - - - - - 26.2.17.1 Power Supply - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 26.2.17.2 Circuit Breakers and Fuses - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 26.2.17.3 Communication Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 26.2.17.4 Radio Navigation Systems Controls - - - - - - - - - - - - - - - - - - - - - - - - 26.2.17.5 Radio Master Switch - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 26.2.17.6 Emergency Radio Electrical Power- - - - - - - - - - - - - - - - - - - - - - - - - 26.2.17.7 VHF Communications Systems - - - - - - - - - - - - - - - - - - - - - - - - - - - 26.2.17.8 VHF Navigation Systems - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 26.2.17.9 ADF Navigation Systems - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 26.2.17.10 Marker Beacon Receiver- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 26.2.17.11 Audio Switching and Intercom System - - - - - - - - - - - - - - - - - - - - - - 26.2.17.12 Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 26.2.17.13 Distance Measuring Equipment - - - - - - - - - - - - - - - - - - - - - - - - - - - 26.2.17.14 Transponder - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 26.2.17.15 Emergency Locator Transmitter - - - - - - - - - - - - - - - - - - - - - - - - - - - 26.2.18 Chapter 18 Flight Instruments- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 26.2.19 Chapter 19 Oxygen Systems - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 26.2.20 Chapter 20 Anti-Icing, Deicing/Defogging Systems - - - - - - - - - - - - - - - - - - 26.2.21 Chapter 21 Fire Detection and Extinguishing Systems - - - - - - - - - - - - - - - - Diagram 26-A Flight Instrument - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Diagram 26-B Aft Cargo Door: Hydraulic Control Systems - - - - - - - - - - - - - - - - - - 26-1 26-1 26-1 26-1 26-1 26-1 26-1 26-1 26-2 26-2 26-2 26-2 26-2 26-2 26-2 26-2 26-2 26-2 26-3 26-3 26-4 26-4 26-4 26-4 26-4 26-4 26-4 26-5 26-5 26-5 26-6 26-6 26-6 26-6 26-6 26-6 26-7 26-7 26-7 26-8

Chapter 27 Differences Evaluation N9056R- - - - - - - - - - - - - - - - - - - - - - 27-1

27.1 Introduction - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 27.1.1 Chapter 1 Aircraft Description - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 27.1.2 Chapter 2 Limitations - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 27.1.3 Chapter 3 Normal Procedures - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 27.1.4 Chapter 4 Abnormal Flight Procedures- - - - - - - - - - - - - - - - - - - - - - - - - - - 27.1.5 Chapter 5 Emergency Operating Procedures - - - - - - - - - - - - - - - - - - - - - - - 27.1.6 Chapter 6 Performance - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - TOC-26
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DC-6 OPERATING MANUAL 27.1.7 Chapter 7 Weight and Balance- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 27.1.8 Chapter 8 Special Procedures - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 27.1.9 Chapter 9 Minimum Equipment List- - - - - - - - - - - - - - - - - - - - - - - - - - - - - 27.1.10 Chapter 10 Engines - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 27.1.11 Chapter 11 Propellers - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 27.1.12 Chapter 12 Fuel System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 27.1.13 Chapter 13 Oil System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 27.1.14 Chapter 14 Hydraulic System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 27.1.15 Chapter 15 Flight Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 27.1.16 Chapter 16 Electrical System- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 27.1.16.1 AC Power - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 27.1.17 Chapter 17 Communication/Radio Navigation Systems - - - - - - - - - - - - - - - - 27.1.17.1 General - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 27.1.17.2 Communication Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 27.1.17.3 Radio Navigation Systems Controls- - - - - - - - - - - - - - - - - - - - - - - - - 27.1.17.4 Radio Master Switch- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 27.1.17.5 VHF Communications Systems - - - - - - - - - - - - - - - - - - - - - - - - - - - 27.1.17.6 Audio Control Panel - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 27.1.17.7 Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 27.1.18 Chapter 18 Flight Instruments - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 27.1.19 Chapter 19 Oxygen Systems - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 27.1.20 Chapter 20 Anti-icing, Deicing/Defogging System - - - - - - - - - - - - - - - - - - - 27.1.21 Chapter 21 Fire Detection and Extinguishing System - - - - - - - - - - - - - - - - - 27-1 27-1 27-1 27-1 27-1 27-2 27-2 27-2 27-2 27-2 27-2 27-3 27-3 27-3 27-3 27-3 27-3 27-4 27-4 27-4 27-4 27-4 27-4

Chapter 28 Differences Evaluation N400UA - - - - - - - - - - - - - - - - - - - - - 28-1

28.1 Introduction- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 28.2 Differences by Chapter - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 28.2.1 Chapter 1 Aircraft Description- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 28.2.2 Chapter 2 Limitations- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 28.2.3 Chapter 3 Normal Procedures - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 28.2.4 Chapter 4 Abnormal Flight Procedures - - - - - - - - - - - - - - - - - - - - - - - - - - - 28.2.5 Chapter 5 Emergency Operating Procedures - - - - - - - - - - - - - - - - - - - - - - - 28.2.6 Chapter 6 Performance - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 28.2.7 Chapter 7 Weight and Balance- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 28.2.8 Chapter 8 Special Procedures - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 28.2.9 Chapter 9 Minimum Equipment List- - - - - - - - - - - - - - - - - - - - - - - - - - - - - 28.2.10 Chapter 10 Engines - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 28.2.11 Chapter 11 Propellers - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 28.2.12 Chapter 12 Fuel System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 28.2.13 Chapter 13 Oil System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 28.2.14 Chapter 14 Hydraulic System - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 28.2.15 Chapter 15 Flight Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 28.2.16 Chapter 16 Electrical System- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 28.2.17 Chapter 17 Communication/Radio Navigation Systems - - - - - - - - - - - - - - - - 28.2.17.1 Comm/Radio Navigation: General- - - - - - - - - - - - - - - - - - - - - - - - - - 28.2.17.2 Power Supply - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 28.2.17.3 Circuit Breakers and Fuses- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 28.2.17.4 Communication Controls - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 28.2.17.5 Radio Navigation Systems Controls- - - - - - - - - - - - - - - - - - - - - - - - - Rev 1 26 September 2008

28-1 28-1 28-1 28-1 28-1 28-1 28-1 28-1 28-1 28-1 28-1 28-1 28-1 28-2 28-2 28-2 28-2 28-2 28-2 28-2 28-2 28-2 28-3 28-3
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DC-6 OPERATING MANUAL 28.2.17.6 Radio Master Switch - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 28.2.17.7 Emergency Radio Electrical Power- - - - - - - - - - - - - - - - - - - - - - - - - 28.2.17.8 VHF Communications Systems - - - - - - - - - - - - - - - - - - - - - - - - - - - 28.2.17.9 VHF Navigation Systems - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 28.2.17.10 ADF Navigation Systems - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 28.2.17.11 Marker Beacon Receiver- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 28.2.17.12 Audio Switching and Intercom System - - - - - - - - - - - - - - - - - - - - - - 28.2.17.13 Distance Measuring Equipment - - - - - - - - - - - - - - - - - - - - - - - - - - - 28.2.17.14 Dual Remote Compass Systems - - - - - - - - - - - - - - - - - - - - - - - - - - - 28.2.17.15 Transponder - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 28.2.17.16 Emergency Locator Transmitter - - - - - - - - - - - - - - - - - - - - - - - - - - - 28.2.18 Chapter 18 Flight Instruments- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 28.2.19 Chapter 19 Oxygen Systems - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 28.2.20 Chapter 20 Anti-Icing, Deicing/Defogging System- - - - - - - - - - - - - - - - - - - 28.2.21 Chapter 21 Fire Detection and Extinguishing System - - - - - - - - - - - - - - - - - 28-3 28-3 28-3 28-3 28-4 28-4 28-4 28-5 28-5 28-5 28-5 28-5 28-5 28-5 28-6

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DC-6 OPERATING MANUAL

CHAPTER: 1
1.1 General

INTRODUCTION

The DC-6 airplane, built by Douglas Aircraft Co. Inc. is a long-range, low-wing monoplane with full cantilever wing and empennage, semi-monocoque fuselage, and fully retractable tricycle landing gear. It is designed primarily as a commercial cargo transport. Power is supplied by four Pratt & Whitney Double Wasp, 18 cylinder, R-2800 series radial engines. The engines are equipped with Hamilton Standard propellers and water/alcohol injection for higher takeoff powers. 1.1.1 Dimensions and Areas

Wing Span . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117' 6" Overall Length. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .106 8" Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28' 8" 1.1.1.1 Wing Group Aileron Span (each side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23' 5" Flap Span (each side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29" 6" Total Wing Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1463 sq.ft. Flap Area. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229 sq.ft. Aileron Area (total aft of hinge line) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 sq.ft. Wing Dihedral (measured at reference plane) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Wing Sweepback at center spar plane. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 Wing Aspect Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.44 Wing MAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163.6" Max Flap Deflection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 1.1.1.2 Horizontal Tail Surfaces Span. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46' 6" Area Including Elevators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 365.6 sq. ft. Elevator Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108.9 sq. ft. 1.1.1.3 Vertical Tail Surfaces Height from elevator hinge line to tip. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18' 5" Exposed area including Dorsal fin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .159.9 sq.ft. Rudder area aft of hinge line. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 sq.ft. 1.1.1.4 Fuselage at Maximum Cross-Section Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11' 6" Width. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10' 5"

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DC-6 OPERATING MANUAL 1.1.1.5 Ranges of Movement of Control Surfaces Ailerons Up travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ailerons Down travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Elevators Up travel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Elevators Down travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rudder Right travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rudder Left travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19 17 25 15 20 20

Not to be used by maintenance for rigging - refer to appropriate Maintenance Manual. 1.1.1.6 Main Landing Gear Two hydraulically retractable, single shock strut, dual wheel units. Thread (center to center) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24' 8" Wheel Base. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36' 2" Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Goodrich, self adjusting expander tube Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25.50 X 20, nylon, 12 Ply 1.1.1.7 Nose Gear Steerable, hydraulically retractable, single strut, single wheel. Tire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44", smooth contour, nylon, 12 ply
NOTE:

1-A Diagram:

Turning Circle

The diagram to the right shows the minimum turning circle for a DC-6 using nosewheel steering and powered by its own engines.

1-2

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DC-6 OPERATING MANUAL 1.1.2 1.1.2.1 Cargo Compartments

Main Cargo - Cabin Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93 Width (floor) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105" Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 Overall Capacity (approx). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4433 cu.ft. Maximum Floor Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 lbs/Sq. Ft. 1.1.2.2 Door Openings Flight Compartment (DC-6A). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 x 60 Flight Compartment (DC-6B). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43" x 60" Aft Main Cabin (DC-6B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36" x 72" Front Cargo Door (DC-6A). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91" x 67" Aft Cargo Door (DC-6A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124 x 78" 1.1.2.3 Forward Lower Compartment Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28 Width (ceiling) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8' Length (DC-6A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .252 Overall Capacity (approx). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 267 cu.ft. Door Opening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 x 45" Maximum Allowable Weight (DC-6A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3740 lbs. Maximum Floor Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75 lbs./sq.ft. 1.1.2.4 Aft Lower Compartment Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 to 22" Width (ceiling) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 7 Length (DC-6A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .338 Overall Capacity (approx). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 342 cu.ft. Door Opening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 x 45" Maximum Allowable Weight (DC-6A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3300 lbs. Maximum Floor Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75 lbs./sq.ft.

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DC-6 OPERATING MANUAL

1-B Diagram:

Three-View of Airplane

1-4

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DC-6 OPERATING MANUAL

1-C Diagram:

Side-View of Airplane

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1-5

DC-6 OPERATING MANUAL

1-D Diagram:

DC-6 Emergency Equipment Location

1-6

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DC-6 OPERATING MANUAL

CHAPTER: 2
2.1 General

LIMITATIONS

The limitations set forth in this chapter were obtained from the FAA approved Douglas DC-6A/C-118A Flight Manual (AFM). Crewmembers are responsible for being aware of and observing all limitations.

2.2
2.2.1

Aircraft Limitations
Minimum Flight Crew

Minimum crew for all revenue flights: 3 (Captain, First Officer and Flight Engineer). 2.2.2 Maximum Operating Altitude

The airplane shall not be operated above the following altitudes except in an emergency: DC-6A/C-118A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20,000 Ft. DC-6B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20,000 Ft. 2.2.3 Instrument Limit Markings

Green arc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Normal operating range Red radial line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maximum or minimum limits White arc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flap operating range Yellow arc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cautionary Range 2.2.4 Wing - Power Loading

Wing loading is based on 1463 sq.ft. wing area. Power loading is based on wet MAXIMUM power, CB-16 engines.
NOTE:

This data is given here for information purposes only. Gross Weight (Lbs.) 100,000 95,000 85,000 80,000 Wing Loading (Lbs./Sq. Ft.) 68.4 65.0 58.1 54.7 Power Loading (Lbs./BHP) 10.4 9.9 8.8 8.3

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2.3
2.3.1

Weight & Balance Limitations

General

This aircraft must be operated in accordance with the approved loading schedule as prepared by the Chief Maintenance Inspector and set forth in the official DC-6 loading charts. 2.3.2
NOTE:

Takeoff Gross Weights

Maximum permissible takeoff and landing weights for specific airports and runways are contained in the Airport Analysis Manual. Maximum takeoff gross weights are as follows, except where further restricted by the Gross weights tables. 1. CB-16, Wet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103,800 lbs (with auto feather) 2. CB-16, Wet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100,000 lbs (w/o auto feather) 3. CB-16, 3 Wet, 1 Dry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96,500 lbs 4. CB-16, Dry, 2800 RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87,600 lbs 5. CB-16, Dry, 2700 RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .92,200 lbs 2.3.3 Landing Gross Weight

Maximum landing weight - 92,360 lbs. (cargo only) This is a structural limitation which may be further reduced by airport elevation, wind conditions and/or runway length. 2.3.4 Zero Fuel Weight

Maximum zero fuel weight - 87,360 lbs. (cargo only) All weight in excess of this figure must consist of fuel, nacelle oil and ADI fluid. (Consumable Fluids)

2.4
2.4.1
NOTE:

Speed & Maneuver Limitations

Speed Limitations

The following speeds are in KNOTS IAS as read on the Captain's indicator (normal static source). 1. Maximum cruising speed (VMO) Sea level to 17,000 ft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244 knots Above 17,000 ft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .reduce speed 5 knots/ 1000 ft 2. Maximum Never Exceed Speed (VNE) Sea level to 12,000 ft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 292 knots Above 12,000 ft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .reduce speed 5 knots/ 1000 ft Maximum speed at which use of flaps is permissible 0 to 30 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170 knots 30 to full down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149 knots Maximum speed for operating landing gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170 knots Maximum speed with landing gear extended . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170 knots Maximum speed at which fuel may be dumped . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187 knots

3.

4. 5. 6. 2-2

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DC-6 OPERATING MANUAL 7. Minimum speed at which airplane is controllable in flight with most critical engine failed (propeller wind-milling, other three (3) Engines at maximum power, flaps at 20 takeoff position, landing gear up) except at weights where stalling speed is higher83 knots 8. VMC two (2) engines inoperative (same side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115 knots 9. Minimum takeoff climb speed (V2). . . . . . . . . . . . . . . . . . . . . . . . . . . . See Flight Performance Section 10. Critical engine failure speed (V1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . See Flight Performance Section 11. Design maneuvering speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 knots
NOTE:

Maximum use of the primary flight controls should be confined to speeds below 180 KIAS. For this purpose, maximum use is defined as the lesser of the following: Rudder full-throw, or 300 lbs. force Elevator full-throw, or 133 1bs. force Aileron full-throw, or 76 lbs. force with each hand.

12. Recommended maximum airspeed in severe turbulence with landing gear & wing flaps up, or with landing gear extended & flaps up: Below 83,200 lbs. gross weights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148 to 157 knots Above 83,200 lbs. gross weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157 to 165 knots 13. Maximum speed for landing lights extension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170 knots 2.4.2 Flight Load Acceleration Limits

1. Flaps up - limit load factor . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 (all weights up to Max. takeoff weight) 2. Flaps down - limit load factor . . . . . . . . . . . . . . . . . . . . . . . 2.0 (all weights up to Max. landing weight) 2.4.3 Critical Cross - Wind Operation

The airplane is considered to be satisfactory for landings and takeoffs in direct cross-winds up to 26 knots. The wind speeds are measured at the control tower at a height of 50 feet above the field elevation. This 26 knot cross-wind component is not the limiting value for cross-wind handling, but was the highest value available during the type certification tests. However, when computing performance data such as the effective takeoff and landing runway lengths, a crosswind COMPONENT greater than this value may not be used.

2.5
2.5.1

Basic Airplane Strength & Operation

General

Diagram 2-A shows the limiting speeds of the airplane from a structural design standpoint. Each limiting speed line is composed of two segments; one segment representing maximum equivalent airspeed and the other representing maximum Mach number. The maximum speed demonstrated (VD) is based on two design limits of the airplane; first, the ability to withstand a 15 foot-per-second gust at the maximum indicated airspeed with no permanent deformation; and second, no control force, control effectiveness or stability abnormalities. The airplane has been demonstrated to a maximum Mach number of 0.65 and to a maximum EAS of 333 knots. At Mach numbers at or below the maximum demonstrated value, no undesirable flight characteristics occur. The airplane is placarded to a maximum EAS or Mach number of nine-tenths of the maximum speed or Mach number demonstrated. This limit is shown by the placarded never exceed speed line (VNE).

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DC-6 OPERATING MANUAL At the maximum level flight speed (VNE) and at any combination of gross weight and fuel weight within the stated limitations, the airplane is designed to withstand the gust load factors resulting from at least a 30 foot-per-second gust with no permanent deformations. VNO is also at least 10 percent less than the placarded never exceed speed to permit recovery from an inadvertent upset at VNO without exceeding VNE.

2-A Diagram:

Limiting Design Speeds

2.5.2

Wing Strength and Fuel Loading

In an airplane, the total gross weight is supported by the air load on the wings. If the air load is suddenly increased, as by a gust, to more than that necessary to support the weight of the airplane, the additional air load tends to accelerate the airplane, while the inertia of the airplane tends to resist this acceleration. Should the upward accelerating force acting on the airplane be too great, some part of the airplane structure may be overstressed and permanent deformation occurs. If the magnitude of the overload is carried too far beyond this point (1-1/2 times the load that causes the permanent deformation), actual failure may occur. The distribution of the weight of wing structure and equipment along the wing span is fixed once the design is complete. However, the addition of fuel distribution over the span of the wing makes it possible to actually control an appreciable part of the total dead weight of the wing. By adding fuel weight to the wing weight, the net loads carried by the wing structure can be improved. This improvement in structural 2-4

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DC-6 OPERATING MANUAL loading is accomplished by considering the weight removed from the fuselage and placed along the wing, where it acts against the air loads and reduces the effect of these loads on the structure. Since the total net load (the total load in the fuselage that the wing can safely withstand) is known. It is possible, for any combination of gross weights and load factors, to compute the amount of fuel necessary to prevent the net load on the wing from exceeding the maximum allowable. THE MARGINS OF SAFETY IN THE WING JOINT AND OTHER STRUCTURE WILL NOT PERMIT LOAD INCREASES THAT COULD RESULT FROM VIOLATIONS OF THE RECOMMENDED FUEL LOADING AND MANAGEMENT SCHEDULES. Airplane weight, fuel loading and speed limitations are intended to restrict operation, so that the load factors applied to the airplane by normally encountered accelerations (produced by either gust or deliberate maneuver) will be no greater than the load factor that will cause permanent deformation. The airplane is designed with make-good limit (applied) load factors of 2.50 or more upward (positive) and 1.25 or more downward (negative). 2.5.3 Speed Reduction In Turbulent Air

In selecting a speed for operation in severe turbulence, a compromise must be made between the following two limitations. It is desirable to keep the speed low in order to permit the structure to withstand the greatest possible gust velocities. At the same time, it is also desirable to maintain a sufficiently high airspeed to prevent the airplane from encountering an accelerated stall, caused by the gusts associated with the turbulent condition. The optimum speed varies with gross weight however the previously indicated speeds for severe turbulence form an adequate speed range for operation. 2.5.4 Wing Flap Limits

Because the airplane is capable of withstanding higher accelerations (gusts) with the wing flaps retracted, it is necessary that all cruising and descent operation in turbulent air conditions be with the flaps retracted. 2.5.5 Control Surface Limits

All of the control surfaces (ailerons, rudder and elevator) are limited structurally in the amount they can be deflected at various airspeeds. At the maximum gross weight (103,800 pounds), full aileron deflection is allowed up to a speed of 186 knots EAS. Above this speed to VNE, aileron deflection must be decreased linearly to approximately onehalf deflection at VNE. At the maximum gross weight (103,800 pounds), full rudder deflection is allowed up to a speed of 186 knots EAS. Above this speed to VNE, rudder deflection must be decreased linearly to approximately one-quarter deflection at VNE. Release the rudder slowly after maximum allowable deflection, to prevent overstressing the vertical fin. Elevator deflection is limited by the positive or negative acceleration, which will be applied to the airplane. The limiting positive acceleration in the clean configuration is +2.5 g's, and the limiting negative acceleration is -1.25 g's.

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DC-6 OPERATING MANUAL 2.5.6 Landing Gear Limits

Landing gear limit load factors were determined for two conditions: First, landing at the maximum landing weight (88,200 pounds) and second, landing at the maximum allowable takeoff gross weight (107,000 pounds). WEIGHT 88,200 lbs 92,360 lbs 103,800 lbs l07,00O lbs ACCELERATION 2.53 g's 2.37 g's 1.93 g's 1.81 g's DESCENT RATE 600 f.p.m. 547 f.p.m.* 401 f.p.m.* 360 f.p.m.

*NOTE:These acceleration and descent rate limits were obtained by a straight line Mathematical differences computation using the tested limits as the boundary figures. These figures are included for convenience of the operator and are not test proven.

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2-B Diagram:

Engine and Performance Limitations: Takeoff Max of 2 Minutes

TAKEOFF MAXIMUM OF 2 MIN LOW BLOWER WET 2400 AUTO/RICH 243 59.5 DRY 1950 A/R 197 53.0 S.L. 51.0 9800

100/130 OR 100 LL GREEN/BLUE CB-16 BHP (MAX) MIXTURE BMEP/DROP (MAX) MAP CRITICAL ALTITUDE

DECRESE 0.5 PER 3000 3000 5000 2800(*) 260o MAX 1850 PPH PREHEAT 38o 85 PSI 110 PSI BEFORE 85o DURING 100o 80o

RPM CHT MIN FUEL FLOW MAXIMUM OIL MIN PSI MAX PSI OIL TEMP MAX INLET oC DESIRED IMPORTANT

2800 260o MAX 1550 PPH CARB PREHEAT 38o 85 PSI 110 PSI BEFORE T/O 85 DURING 100oC 80o

CHT BEFORE T/O: MIN 140o MAX 170o

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2-C Diagram:

Engine and Performance Limitations: CB-16 Limitations Climb (165 KIAS)

CB-16 LIMITATIONS CLIMB (165 KIAS) METO STANDARD LOW 1800 A/R 196 HIGH 1700 A/R 185 LOW 1500 HIGH 1500

100/130 OR 100 LL GREEN/BLUE CB-16 BHP (MAX) MIXTURE BMEP/DROP (MAX) MAP CRITICAL ALTITUDE

MANUAL LEANING TO PUBLISHED F/F PERMITED 177 170 170 41.8 41.0 MAX NO CORRECTION DECREASE 1 PER 3000 42.25

48.5 S.L. 48.5 10,000 46.5 9200 46.5 16,800 DECREASE .75 PER 3000 7000 15,000 2600 232o MAX 1360 PPH

RPM CHT MIN FUEL FLOW

2600 232o MAX 1360 PPH

SHIFT BLOWERS WHEN BMEP DROPS BELOW 160 PSI 2400 2500 2500 232o MAX 1040 H CR ALT 1060H 232o MAX 1160 PPH

MAXIMUM

PREHEAT 38o 80 PSI 100 PSI 85o 74-80o

OIL

MIN PSI MAX PSI

MAX ABSOLUTE 15o 80 PSI 100 PSI 85o 74-80o

PREHEAT 38o

MAX ABSOLUTE 15o 80 PSI 100 PSI 85o 74-80o

80 PSI 100 PSI 85o 74-80o

OIL TEMP

MAX INLET oC DESIRED

IMPORTANT

DURING HOT WEATHER MAX OIL TEMP 100o IN CLIMB

2-8

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2-D Diagram:

Engine and Performance Limitations: Cruise

1200 BHP LOW 1240 MANUAL LEAN 155/12 HIGH 1200 MANUAL LEAN 150/2 CRUISE STANDARD 1100BHP LOW 1240 MANUAL LEAN 155/12 HIGH 1200 MANUAL LEAN 150/2

100/130 OR 100 LL GREEN/BLUE CB-16 BHP (MAX) MIXTURE BMEP/DROP (MAX) MAP CRITICAL ALTITUDE RPM CHT MIN FUEL FLOW MAXIMUM

AS PER 1200 BHP CHART 16,000 2300 MAX 22,000 2300 MAX

AS PER 1100 BHP CHART 17,000 2300 MAX 22,000 2300 MAX

DESIRED 175o AS PER 1200 BHP CHART PREHEAT 38o 60 PSI 100 PSI 85o 65-75o MAX ABSOLUTE 15o 60 PSI 100 PSI 85o 65-75o

DESIRED 175o AS PER 1100 BHP CHART PREHEAT 38o SEE CHART BELOW 60 PSI 100 PSI 85o 65-75o 60 PSI 100 PSI 85o 65-75o

OIL

MIN PSI MAX PSI

OIL TEMP

MAX INLET oC DESIRED

IMPORTANT

MAX CAT VALUES IN LOW ABSOLUTE MAX CAT IN BLOWER APPLY ONLY HIGH BLOW - UP TO 1130 WHEN CARB PREHEAT IS BHP = 27o USED. - 1130 - 1180 BHP = 20o - 1180 - 1200 BHP = 15o

1. 2.

3.

TAKE-OFF MUST BE DECREASED 1/2 FOR EACH 4. 5oC (9oF) BELOW STANDARD (15oC OR 59oF @ MSL) MAX 12 BMEP DROP PERMITTED: LOW BLOWER CRUISE UP TO 1200 BHP WITH CHT 5. MAX OF 204oC HIGH BLOWER CRUISE UP TO 1100 BHP WITH CHT MAX OF 204oC 6. MAG CHECK - MAX RPM DROP 100, MAX DIFFERENCE BETWEEN MAGS. 40 RPM

FUEL PRESSURE: NORMAL - 22-24 PSI IDLING - 16 PSI MIN WATER PRESSURE: 22-25 PSI (WATER FLOW) 27-32 PSI NO FLOW (*) ALTERNATE DRY POWER TAKE-OFF (RESET ALL GOVERNORS) 2700 RPM, MAP 55 @S.L. 215 BMEP, MAP 53 @ 6900 1675# F/F AUTO RICH 2050 BHP DEVELOPED

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2-E Diagram:
OPERATING CONDITION TAKEOFF ADI (2MIN)

CB-16 Engine Operating Limitations Manufacturers Specifications

ALTITUDE FEET S.L. - 3000 3000 - C.A. ABOVE - C.A. S.L. - 3000 3000 - 6000 6000 - C.A. ABOVE - C.A. S.L. - 3000 3000 - C.A. ABOVE - C.A. S.L. - 3000 3000 - 6000 6000 - C.A. ABOVE - C.A. 10 M - 15 M 15 M - C.A. ABOVE - C.A. * ** BHP 2400 MAP 59.5 59.0 F.T. 53.0 52.0 51.0 F.T. 55.0 RPM BMEP 2800 243 BLOWER LOW MIX A/R

TAKEOFF DRY (2MIN)

1950

2800

197

LOW

A/R

2050

2700

215

LOW

A/R

MAXIMUM CONTINUOUS (METO)

1800

1700

CONTINOUS CLIMB CRUISE AND DESCENT

* **

48.5 47.5 46.5 F.T. 48.5 47.5 F.T. * **

2600

196

LOW

A/R

2600

185

HIGH

A/R

* **

* **

* **

* **

OPERATING CONDITION TAKEOFF ADI (2MIN) TAKEOFF DRY (2MIN)

CYL. HEAD TEMP-Co MAX DESIRE MIN 260 120 260 260 120 120 120 120 175 175 120 120

OIL TEMP oC OIL PRESS-PSI CAT MAX oC MAX MIN MAX MIN 100 40 110 85 38o 100 100 85 85 100 85 40 40 40 40 40 40 110 110 100 100 100 100 85 85 80 80 80 60 38o 38o 38o 15o 38o LOW 15o HIGH See Diagram 2-F

MAXIMUM CONTINUOUS (METO) CONTINUOUS CLIMB CRUISE AND DESCENT

232 232 232 **

*NOTE:CONTINUOUS CLIMB: POWER SETTINGS FOR CONTINUOUS CLIMB ARE LISTED IN THE CRUISE CONTROL SECTION. **NOTE:CRUISE AND DESCENT: POWER SETTINGS FOR CRUISE (AND NORMAL DESCENT) ARE LISTED IN THE CRUISE CONTROL SECTION. 2-10
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DC-6 OPERATING MANUAL

2-F Diagram:
BLOWER LOW HIGH

Authorized Cruise Operating Conditions

BHP MAX RPM 2300 2300 2300 2300 BMEP DROP 12 12 12 (MIN 7) 12 (MIN 7) CYL HEAD TEMP oC DESIRED MAX 175 204 175 204 175 175 204 204 MAX CAT oC 38o 38o 38o 15o

1100 OR/ LESS 1200 1100 OR/ LESS 1200

FUEL PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23-25 PSI IDLE OIL PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 PSI MINIMUM DESIRED OIL TEMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60-75o

2.6
2.6.1

Powerplant Limitations
Engine Limitations

1. Fuel & Oil Grades Fuel minimum grade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100/130 (CB-16) Fuel alternate grade. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100LL (CB-16) Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Grade 100 or 120 Oil in auxiliary tank is 50/50 mixture of oil and gasoline. 2. Pressure Limits a. Fuel pressure limits (psi) Boost pumps only (see NOTE) Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12 - 18 PSI High. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21 - 33 PSI
NOTE: NOTE:

27.5 V at main bus; fuel pressure varies with bus voltage approx. 1 psi/volt. Warning light. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 (+2 -1) PSI Engine pump only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-24 PSI Normal 21-27 Permissible Engine & booster pumps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 PSI max. Idling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 PSI min. b. Oil pressure limits (psi) Warning light. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 5 PSI Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stop engine if oil pressure does not register within 10 sec. (or reach 40 psi within 20 sec.) Run-up. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75-95 PSI at 75oC oil inlet temp. Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 PSI min., 110 PSI max. METO (low or high blower) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 PSI min., 100 PSI max. Cruise (low or high blower) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 PSI min., 100 PSI max. Normal Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75-95 PSI

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DC-6 OPERATING MANUAL Idling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25 PSI min. c. Manifold pressure (in./H.q.) Blower shift (high to low) . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1/2 - 2 PSI drop at field baro press. 3. Temperature Limits a. Oil temperature limits (oC) Before run-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40o minimum Run-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40o min., 85o max. Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40o min., 85o des, 100o max. Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74-80o desired, 85o max. Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65-75o desired, 85o max. b. Cylinder head temperature limits - CHT (oC) Run-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232o max Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260o max (170 max. at start of takeoff) METO (low/high blower) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232o max. Climb (low/high blower) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232o max 175oC desired Cruise (low/high blower) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .175oC desired Spark plug burn out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200oC max. Stopping engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200oC max (180oC desired) c. Carburetor air temperature limits - CAT (oC) No preheat . . . . . . . . . . . . . . . . . . . . . . . . . . low blower . . . . . . . . . . . . . . . . . . . . . . . . . . No limit high blower . . . . . . . . . . . . . . . . . . . . . . . . . . 15oC * With preheat . . . . . . . . . . . . . . . . . . . . . . . . . low blower . . . . . . . . . . . . . . . . . . . . . . . . 38oC max. high blower . . . . . . . . . . . . . . . . . See Power Charts. *NOTE:Max CAT of +30oC allowed at cruise power or less with high blower during icing conditions if CHT is 204oC or less and max BMEP drop is 12 below best power. If CAT must be exceeded, reduce MAP 1 in. HG for each 6oC above normal CAT limit. 4. RPM Limits a. Run-up at field barometric press RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2050 - 2150 RPM (approx.)
NOTE:

Variation of more than 100 RPM between engines set at field barometric MAP must be immediately investigated. However, the effect of wind (other than direct head or tail wind) must be taken into consideration where variation in RPM between engines exists. BMEP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 - 140 PSI @ (sea level) Magneto check (at field barometric pressure) RPM drop L or R . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 RPM max RPM drop difference between L & R . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40 RPM permissible BMEP drop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 BMEP max
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DC-6 OPERATING MANUAL Engine Overspeeding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .see "2.6.4 Engine Overspeed" Idling (Forward thrust) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 700 50 RPM Reversing . . . . . . . . . . . . . . . .2600 RPM max (avoid using over 2000 RPM except in emergency) 5. Miscellaneous Time limit for, Maximum Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 minutes max Time limit for METO Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .none 6. ADI System Pressures Static Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Inboards 27-29 PSI Outboards 30-32 PSI Normal pressure at Maximum Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22 to 26 PSI 2.6.2 Propeller Limitations

1. Governing Speeds Minimum. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1200 50 RPM Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2800 +50,-O RPM 2. Feathered, No rotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . up to 212 KIAS 3. Airspeed for unfeatherinq . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 KIAS max 4. Manual Feathering Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 to 7 sec. @ cruise 5. Reversing Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 sec. approx 6. Blade Angle Settings (degrees) Low Pitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30o Reverse Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -8o Reverse Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26o Feather. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96o 7. Propeller Overspeeding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3360 RPM 8. Do not conduct sustained operations at 2050 RPM. Use at least 50 RPM above or below 2050 RPM. 2.6.3 Propeller, Deicing Limitations

1. Maximum Ground Operating Time (Engines not running) TIMER (automatic). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 complete cycle maximum. MANUAL . . . . . . 10 seconds maximum at any position of prop de-icier ammeter selector switch. 2. Minimum Ground Operating Time (Engines running) TIMER (automatic). . . . . . . .Unlimited (with engines running at or above generator cut-in speed). MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 minute maximum at each position of prop de-leer ammeter selector switch when operated in sequence. 3. Current Draw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110 to 190 amps (150 amps desired) Amperage draw readings should be taken within 2 sec. before blade heats up.

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DC-6 OPERATING MANUAL 2.6.4 Engine Overspeed

Any RPM over 2905 is considered an overspeed. When such occurs, a Maintenance check of the engine and/or propeller must be made before the next departure. Since the Maintenance action taken depends upon the nature of the overspeed, complete information as to the degree of overspeed and associated factors must be noted in the logbook. Overspeeds are classified as follows: Minor Overspeed - Any RPM above 2905 up too excessive overspeed as defined below. Excessive Overspeed - Any of the following are considered excessive overspeed: Repeated (5 times or more) overspends to 3100 RPM or over. Overspeeds lasting more than 30 seconds at speeds up to 3100 RPM with slight throttle opening, or 5-10 seconds at 3100-3350 RPM with appreciable throttle opening. Any overspeed over 3100 RPM with slight throttle opening, or over 3350 RPM with appreciable throttle opening.

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DC-6 OPERATING MANUAL

CHAPTER: 3
3.1

NORMAL PROCEDURES

Checklist Usage

The Everts Air Cargo philosophy for normal operation of the airplane is to use the checklist as a follow-up safety check of actions already performed. Efficient operation of transport category aircraft requires the crew to stay ahead of the airplane; therefore, EAC does not consider it good practice to rely upon an "action-type" checklist. Challenges and responses are in "panel-scan" order. Each crew member will be expected to perform the required actions prior to execution of the checklist. The pilot flying the airplane will call for each required checklist. The First Officer will read the BEFORE START through the BEFORE TAXI CHECK at which time the checklist reverts to the Flight Engineer who will read the remainder of the checklist. It is the readers responsibility, when possible, to visually check that the action taken agrees with the response. Such items as instruments and radios obviously must be cross-checked by both pilots. If a response is incorrect, that item will be corrected and the proper response given. As each challenge checklist item is read, the responder will verify and answer each item. Any item omitted or incomplete will be accomplished at the time it is read before continuing with the checklist, (checklist stoppage).

3.2

Emergency and Abnormal Checklist

These checklists are grouped together in one binder (emergency checklist) for efficient usage. The immediate action steps are identified by BOLD PRINT. Memorization of the immediate action items is mandatory because of the urgency of the situation. After the immediate action steps are performed from Memory, the complete procedure, both immediate action and cleanup items are read aloud (challenged) by the Flight Engineer and responded to by the Pilot-Not-Flying.

3.3

Checklist Sequence

The PREFLIGHT and BEFORE START checklist are sequenced to accomplish as much as possible before starting the engines. In accordance with FAA requirements as outlined in the flight manual, and within the bounds of common sense, systems are checked out, switch selections are made, and the whole airplane brought to a state of readiness for flight. Thus, after engine start, the TAXI and BEFORE TAKEOFF checklists are minimized with only a few items vital to safety remaining to be completed, thereby ensuring complete coverage without needless procedural delays. Adherence to the checklist is critical. The BEFORE START checklist follows a flow pattern sequence that proceeds methodically, panel by panel, through the pilot and flight engineer stations. This sequence is given in the PREFLIGHT checklist section (expanded) of the aircraft flight manual. The same pattern is followed during flight for all NORMAL checklist.

3.4

Checklist Callout and Response

Normally, items called out on the checklist use an abbreviated form of the same nomenclature on the cockpit decals or as contained in the appropriate operations manual. However, exceptions are made where this nomenclature does not agree with common terminology usage. Checklist items have a positive response and, wherever possible, also agree with the decal, e.g., Mixture "Idle cut-off" (not OFF). Where the response can be variable, give a positive answer such as "Auto Feather OFF" or "Auto Feather Armed". Similarly, for hydraulics, give the actual gage readings whenever practical. Normal" in this case would be satisfactory: however, "O.K.", "Looks good to me", are responses that the efficient crew should eliminate.

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DC-6 OPERATING MANUAL A factual statement applies to all information passed in the cockpit concerning the airplane. "Low oil pressure on No.1" will only require further interrogation, while "Oil pressure 32 PSI on No.1 engine, is completely informative and needs no clarification. Some items having decals labeled differently from common cockpit language will be answered with the common response; e.g., "Checked" for tested, etc. Other items, of necessity, have the generalized checklist answer "AS REQUIRED". The actual response will be positive and indicate what is "required", such as "ON", "OFF", "CLOSED", etc. As a guide on the EAC checklist, the responder (not necessarily the crew member who has taken action) is designated opposite each item. C = Captain, FO = First Officer and FE = Flight Engineer. The reader will visually check that any action taken agrees with the response when possible. As the checklist is read, both pilots will cross-check such items as instruments and radios. The reader or responder will say "Standby" if not ready for any portion of the checklist. If an answer is omitted or incorrect, that item will be corrected before proceeding. If the checklist is only partially completed because of an interruption, it is the readers responsibility to remind the captain that "The ___________ checklist is complete down to ____________. When a checklist is completed, the reader will announce "The ___________ checklist is complete". A response other than that on the checklist must be given when an abnormal condition exists or a switch position or gage reading is not in accordance with the checklist, then the response shall indicate the abnormal situation. The checklist will be called for and read in a loud clear voice and the response shall be equally loud and clear. This does not imply using an objectionable tone, but the voice will be pitched above the normal conversational level. All information and orders regarding the airplane should be given clearly and concisely so that the crew is left in no doubt as to what action is required. The following checklists are of this type: 3.4.1 Before Start Checklist

The Before Start Checklist will be read by the First Officer and accomplished by the Flight Engineer unless indicated otherwise. 3.4.2 Before Taxi Checklist

The Before Taxi Checklist must be completed prior to brake release. It will be read by the First Officer and accomplished by the Flight Engineer unless otherwise specified. 3.4.3 Taxi Checklist

The Taxi Check should be done while taxiing to the run-up area but not in congested areas. The Engineer will read the checklist and the First Officer will respond unless otherwise indicated. 3.4.4 Engine Run-up Procedure

The engine run-up should be accomplished after the engines have reached proper temperature. The Engineer will read the checklist and will respond unless otherwise indicated. 3.4.5 Before Takeoff Checklist

The Before Takeoff Check will be called for after the engine run-up is complete. The Flight Engineer will read the checklist and the First Officer or the PNF (Pilot-Not-Flying) will respond unless otherwise indicated.

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DC-6 OPERATING MANUAL 3.4.6 Hold Items

Are considered to be an extension of the Before Takeoff Checklist and are to be completed after receiving takeoff clearance. It will be read by the Flight Engineer and verified by the Pilot-Not-Flying. 3.4.7 After Takeoff Procedure

The After Takeoff Procedure will accomplished by the Flight Engineer. It will be called for after climb power has been set. 3.4.8 Cruise Procedure

After the aircraft has leveled off and cruise speed obtained the pilot flying will call for the cruise procedure. The Cruise Procedure will be accomplished by the Flight Engineer 3.4.9 Descent Procedure

The Descent Procedure will be accomplished by the Flight Engineer. The Pilot flying will call for the procedure upon initial descent from cruise altitude for the purpose of landing. 3.4.10 Approach Checklist

The Approach Check will be called for prior to maneuvering for the approach. The Flight Engineer will read and the Pilot-Not-Flying will respond unless otherwise indicated. 3.4.11 Before Landing Checklist

The Before Landing Check will be called for and completed any time the landing gear is placed in the down position regardless of the realm of flight. The Flight Engineer will read and the Pilot-Not-Flying will respond unless otherwise indicated. 3.4.12 After Landing Procedure

The After Landing Procedure will be accomplished by the Flight Engineer after the airplane has turned off of the active runway or has slowed to a taxi speed. 3.4.13 Parking Checklist

The Parking Check will be called for after the engines have been shut down. It will be read by the Flight Engineer and the First Officer will respond unless otherwise indicated. * Or Pilot-Not-Flying (PNF) 3.4.14 Definitions

CHECKED:

The item is either functionally checked in accordance with the Expanded Checklist, or visually checked for condition. CHECKED/SET: The item is functionally checked and the system is left positioned in accordance with the Expanded checklist. CHECK TRAVEL: The item is functionally checked for freedom of movement. AS/REQ: SAFETIED: The item position is optionally selected. The item is safetied with break-away wire.

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DC-6 OPERATING MANUAL

3.5
3.5.1

Preflight Inspection
Preflight Abbreviated Checklist

3.5.1.1 Approaching Aircraft Insure that the following safety items have been checked prior to boarding the aircraft. 1. Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN PLACE 2. Landing Gear Ground locks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLED 3. Ground Support Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 3.5.1.2 Interior Preflight 1. Maintenance Log, Ships Library . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 2. Checklists and Passenger Briefing Card. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ONBOARD 3. MJB Circuit Breakers, Switches, Fuses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED/SET 4. F/E Oxygen Mask and Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED/SET 5. Passengers Oxygen Masks & Regulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED/SET 6. Crewmember PBE, Life Vests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 7. Hand Fire Ext, Crash Axe, First Aid Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 8. Spare Fuses, Bulbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 9. Fuel Dip Stick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOWED 10. Escape Rope and Door Seals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 11. Windows and Emergency Exits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 12. Emergency Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON 13. Inverter Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 14. 26 V AC Circuit Breakers and/or Fuses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED/ON 15. Tachometer Isolation Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN 16. Captain's Oxygen Mask and Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED/SET 17. Cockpit Temp & Windshield Heat Rheostats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ 18. Heater Fire Selector Pins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ALL OUT 19. CO2 Bank Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RIGHT BANK 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 3-4 Heater Crossfeed, Fuel & Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALL SWITCHES DOWN Cabin Heater Master Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Airfoil Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Prop De-ice Master Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Windshields . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAN & SECURE Windshield Bronze Wrench . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOWED Emergency Air Flow Shutoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL/SAFETIED Reserved Crew Oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED & ON First Officers Oxygen Mask & Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED/SET Smoke Emergency Ventilation Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL Emergency Air Brake Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Reserved
Rev 0 01 December 2006

DC-6 OPERATING MANUAL 33. 34. 35. 36. 37. 38. 39. 40. 41. 42. 43. 44. 45. 46. 47. 48. 49. 50. 51. 52. Prop De-ice Manual Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TIMER Prop De-ice Ammeter Selector Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Oil Cooler Door Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Cowl Flap Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF ADI Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Boost Pump Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Boost Pump Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON Inverters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Emergency Instrument Power Gang Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Engine Start Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Generator Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON Autofeather Master Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Ignition Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Pitot and Scoop Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Nav, Wheel Well, Wing Ice Lighting Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Rotating Bcn, Landing Light Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Cowl Flap Positioners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN Reserved Emergency Air Brake Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF/SAFETIED Eng, Underfloor, and CO2 Fire Handles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN/SAFETIED

53. Left & Right Alternate Static Selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL 54. Reserved 55. Fuel Selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MAINS ON/CROSSFEEDS OFF 56. Throttles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK TRAVEL 57. Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL INC/MASTER OFF 58. Mixtures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK TRAVEL/IDLE CUT OFF 59. Landing Gear Handle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN 60. Flap Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP 61. Carburetor Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK TRAVEL/COLD 62. Hydraulic Bypass. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN 63. Aux Hyd Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .BRAKES 64. Fuel Dump Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED/SAFETIED 65. Control Surfaces, Spring & Trim Tab Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED 66. Gust Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGED 67. Hydraulic System Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPLETED 3.5.1.3 Ground Power Required 1. MJB Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED 2. Radio Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED 3. Radio Master Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 4. Ground Power Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON
Rev 0 01 December 2006 3-5

DC-6 OPERATING MANUAL 5. Battery Selector Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GROUND POWER 6. Battery Master Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BATT & GND PWR 7. Bus (Battery) Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 8. Fire Warning Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 9. Pitot and Scoop Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED/OFF 10. Reserved 11. Fuel, Oil Warning Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED & NO.3 ON 12. Reverse and Prop Limit Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 13. Landing Gear Handle . . . . . . . . . . . . . . . DOWN, PIN, LIGHTS & HORN . . . . . . . . . . . . .CHECKED 14. Prop De-ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED/OFF 15. Inverters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 16. Emergency Inverter (5SQ & 86C Check ON RUN-UP) . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 17. Fuel, Oil, Hydraulic and ADI Fluid Qty. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 18. Inverters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 19. Smoke Detectors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 20. Cowl Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK POSITIONING, THEN OPEN 21. Oil Cooler Doors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK, OPEN THEN OFF 22. Fuel Sys. and Boost Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK, BOOST PUMPS OFF 23. Prop Selector and Master Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . #2 MASTER/INCREASE 24. Landing Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTENDED/CHECKED THEN OFF 25. Navigation Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON STEADY/CHECKED 26. Wheel Well Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/CHECKED 27. Wing Ice Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/CHECKED 28. Rotating Beacon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 29. Entrance Door Warning Light. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 30. Battery Master Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ 3.5.1.4 Main Cabin 1. Halon Fire Bottle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 2. Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 3. Emergency Exits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 4. Cargo Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 5. Tail Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 6. Cargo Load/Pallet Jack & Tie Down Equip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE 3.5.1.5 Exterior Preflight 1. Left & Right Pitot Masts and Static Ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 2. Left and Right Bank CO2 Blow Out Discs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 3. 4. 5. 6. 3-6 Radome . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Pitot and Static Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRAINED AND CLOSED Inspection Mirror and Window. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Nose Wheel Well Door and Linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED
Rev 0 01 December 2006

DC-6 OPERATING MANUAL 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. 41. 42. 43. 44. 45. 46. Nose Gear Up Latch and Shear Bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Nose Gear Micro Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Nose Gear and Actuating Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Nose Gear Ground Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REMOVED Nose Tire, Strut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Nose Gear Steering Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Nose Wheel Torque Links . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE Antenna's . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Forward Baggage Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Hydraulic Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Reserved Right Main Gear Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED, LOCKED OPEN ADI Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .TANK TO SYSTEM Main Gear Up-Latch and Shear Bolt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Main Gear Up-lock Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Target Reflector Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAN Drag Link and Gear Ground Lock. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED AND REMOVED Gear Safety Switch and Torque Links . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Main Gear Tires and Strut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Lockouts, Brake Lines and Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Airfoil Anti-Ice Fuel Shutoff Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON #3 Eng, Exhaust, Scoops, Cowls, Prop and Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Supercharger Intake and Plenum Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR/CHECKED Landing Light Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED #4 Eng, Exhaust, Scoops, Cowls, Prop and Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Wing Heater Exhaust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR Cabin Supercharger Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Leading Edge of Wing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Wing Tip Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Fuel Tank Vents, Drains and Access Plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Aileron, Tabs and Flap. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Reserved Alcohol Quant and Drain Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED/SAFETIED OFF Heater Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Aft Baggage Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Fuselage and Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Tail Heater Compartment Access Door. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED Tail Compartment Access Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED Leading Edge of Horizontal Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION

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DC-6 OPERATING MANUAL 47. 48. 49. 50. 51. 52. 53. 54. 55. Elevators and Trim Tabs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Rudder, Tab, Vertical Fin and Beacon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Tail Skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Tail Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Tail Heater CO2 Blowout Discs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Tail Heater Intake and Exhaust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Reserved Fuselage and Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Cabin Heater CO2 Blowout Discs and Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED

56. Cabin Heater and Ground Blower Intake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 57. Left Main Gear Doors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED, LOCKED OPEN 58. ADI Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TANK TO SYSTEM 59. Main Gear Up-Latch and Shear Bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 60. Main Gear Up-lock Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 61. Target Reflector Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAN 62. Drag Link and Gear Ground Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED AND REMOVED 63. Stow Gear Pins, Heater Comp Door. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE 64. Gear Safety Switch and Torque Links . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 65. Main Gear Tires and Strut. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 66. Lockouts, Brake Lines and Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 67. Cabin Heater Fuel Shutoff Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON 68. #2 Eng, Exhaust, Scoops, Cowls, Prop and Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 69. Supercharger Intake and Plenum Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR/CHECKED 70. Landing Light Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 71. #1 Eng, Exhaust, Scoops, Cowls, Prop and Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 72. Wing Heater Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR 73. Cabin Supercharger Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 74. Aileron, Tabs and Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 75. Fuel Tank Vents, Drains and Access Plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 76. Wing Tip Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 77. Leading Edge of Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION 78. Cabin Heater Air Intake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR 79. Exterior Fwd Cargo Door Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE 80. Outside Air Temperature Bulb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION 81. Nose Steering Accumulator and Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 3.5.1.6 Top of Wing Items 1 through 19 are the same for both wings. 1. Ground Icing Contamination (Both Wings) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 2. Inbd Alternate Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . QUAN CK'D AND CAP SECURE 3. Inbd Eng. 0i1 Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .QUAN CK'D, DIPSTICK & CAP SECURE 3-8

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DC-6 OPERATING MANUAL 4. Inbd ADI Tank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . QUAN CHECKED AND CAP SECURE 5. Inbd Eng Nacelle and Cowling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED 6. Inbd Main Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . QUAN CHECKED AND CAP SECURE 7. Outbd Eng. Oil Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . QUAN CK'D, DIPSTICK & CAP SECURE 8. Outbd ADI Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . QUAN CHECKED AND CAP SECURE 9. Outbd Eng Nacelle and Cowling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED 10. Outbd Alt. Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . QUAN CHECKED AND CAP SECURE 11. Outbd Main Fuel Tank Dip Stick. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURED 12. Outbd Main Fuel Tank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . QUAN CHECKED AND CAP SECURE 13. Wing Tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION 14. Top of Aileron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED 15. Upper Wing Surface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED 16. Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION 17. Upper Fuselage, Emer Exits, Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED 18. Antenna's . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED 19. Auxiliary Oil Tank (Left Wing). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED 3.5.1.7 Leaving Aircraft 1. Navigation Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 2. Wheel Well Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 3. Wing Ice Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 4. Rotating Beacon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 5. Battery Master Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 3.5.2 Preflight Expanded Checklist

3.5.2.1 Approaching Aircraft Insure that the following safety items have been checked prior to boarding the aircraft. 1. Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .IN PLACE Main gear wheel chocks are in place. 2. Landing Gear Ground Locks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALLED Nose and Main landing gear ground safety locks are installed in each landing gear. 3. Ground Support Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED The Ground Power Unit when used will be positioned at a 45o angle from the left side of aircraft nose, in a position where the pilot has an unobstructed view of the unit. Prior to connecting the power cord to the aircraft Receptacle, check the GPU power output for proper voltage (27.5 VDC) with a minimum voltage of 26 VDC. Portable steps, Ladders, Loading Equipment, and Herman Nelson Heaters (if used) for proper positioning, operation, and general condition. 3.5.2.2 Preflight 1. Maintenance Log, Ships Library . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Check Aircraft Log for all previous items. Note any items which will require monitoring during the flight. A current aircraft maintenance release is certified in the log book. Insure all required manuals are onboard. (Ref: General Operations Manual, Chapter 5, Page 33) 2. Checklists and Passenger Briefing Card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ONBOARD
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DC-6 OPERATING MANUAL All required check lists and passenger briefing card are onboard and in place. 3. MJB Circuit Breakers, Switches, Fuses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED/SET All MJB circuit breakers are normally in the ON position with the exception of: Supercharger C/B's (4) wired OFF, Wing heater Drain & Splitters C/B's (2) Wired OFF, Auto Pilot C/B's (4) wired OFF, Oil Dilution C/B OFF.

4. F/E Oxygen Mask and Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED/SET Check mask in the container, regulator in 100% position and Emergency knob is safetied off with breakaway wire. 5. Passenger Oxygen Mask and Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED/SET Check mask in the container, regulator in 100% position and Emergency knob is safetied off with breakaway wire. 6. Crewmember PBE, Life Vests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED PBE is properly stowed, inspection date, sealed, and red indicator pin is recessed. Life vests are properly stowed and inspection date checked. 7. Hand Fire Ext, Crash Axe, and First Aid Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Halon bottle properly stowed, pressure checked, seal & pin in place. Crash axe properly stowed, and first aid kit seal checked. 8. Spare Fuses, Bulbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Check that fuses and bulbs of each type are stowed in the spare bulb & fuse container, one set of each type plus 50%. 9. Fuel Dipstick. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOWED Proper marked dipstick, stowed in holder. 10. Escape Rope and Door Seals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Check condition and security of rope and door seal. 11. Windows and Emergency Exits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 12. Emergency Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Control power to the emergency radios, standby inverter, White lights and inverter warning lights, located on bulkhead behind the left seat. 13. Inverter Phase Circuit Breakers and/or Fuses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET These circuit breakers/fuses are the phase breakers and must be ON for proper operation of the flight and engine inst. 14. 26 V AC Circuit Breakers and/or Fuses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED/ON Check that the stepdown Transformer C/B's are ON, or if fuse protected, check fuses and spare fuses. 15. Tachometer Isolation Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN Switches down for normal propeller operation 16. Captain's Oxygen Mask and Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED/SET Check mask in the container, regulator in 100% position and Emergency knob is safetied off with breakaway wire. 17. Cockpit Temp & Windshield Heat Rheostats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ

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DC-6 OPERATING MANUAL The cockpit temp is in the NORMAL position, and the windshield heat is in the OFF position, except when cockpit or windshield heat is required. 18. Heater Fire Selector Pins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALL OUT When the heater fire selector pins are out, it prevents arming the circuit to the CO2 discharge buttons. 19. CO2 Bank Selector Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RIGHT BANK 20. The selector switch normally remains in the right bank position. Heater Crossfeed, Fuel & Ignition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALL SWITCHES DOWN Crossfeed switch is OFF (down) position, fuel and ignition switches will be in the #1 system and dual ignition position. Cabin Heater Master Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Heater master switch will normally be down (OFF). The aircraft must never be left unattended. Airfoil Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Switches must be in the OFF position to prevent heater operation when #2 and #4 engines are started. Propeller Deice Master Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Switch must be OFF position to prevent propeller blade boots from overheating during ground operation or when ground power is on the line without engines running. Windshields . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CLEAN & SECURE Windshield inner and outer surfaces clean, as well as between panes, check inner windshield for security. Windshield Bronze Wrench. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOWED Verify lug wrench in place. Emergency Air Flow Shutoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL/SAFETIED Emergency switch is safetied wired in the NORMAL position. Reserved Crew Oxygen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED/ON Main oxygen bottle is serviced normally to 1800 PSI with a minimum of 1300 PSI of oxygen for dispatch, the main supply valve is turned on. First Officer's Oxygen Mask & Regulator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED/SET Check mask in the container, regulator in 100% position and Emergency knob is safetied off with breakaway wire. Smoke Emergency Ventilation Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL Handle should be in the closed (NORMAL) locked position. Emergency Air Brake Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Air brake pressure should be 1000 PSI minimum at standard air temp of 59oF, +15oC. (2000 PSI DISC BRAKES) Reserved Prop De-ice Manual Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TIMER The propellers deice manual switches in timer position.(red guards down) Prop Deice Ammeter Selector Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF The rotary selector switch in the off position. Oil Cooler Door Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF The oil cooler door switches are in the off position.
01 December 2006 3-11

21. 22. 23.

24.

25. 26. 27. 28.

29.

30. 31.

32. 33. 34. 35.

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DC-6 OPERATING MANUAL 36. Cowl Flap Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF The cowl flap switches are in the off position. 37. ADI Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF The ADI switches are in the off position. 38. Boost Pump Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF The main and alternate boost pump switches are in the off position. 39. Boost Pump Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON The main and alternate boost pump C/B are set to the on position. 40. Inverters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Inverter selector switches and the 26 V AC instrument selector switch are in the off position. 41. Emergency Instrument Power Gang Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 42. Start Selector Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Selector must be OFF to prevent inadvertent starter operation if the starter and safety switches are engaged. 43. Generator Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON All switches will be placed in the aft (ON) position to insure generator output after starting. 44. Autofeather Master Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 45. Ignition Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF All switches OFF to prevent inadvertent starting. 46. Pitot and Scoop Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Switches OFF to prevent inadvertent operation and subsequent damage. 47. Nav, Wheel Well, Wing Ice Lighting Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 48. Rotating Beacon, Landing Light Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 49. Cowl Flap Positioners. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED 50. Reserved 51. Emergency Air Brake Handle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF/SAFETIED Safetied in the OFF position with copper wire. 52. Engine, Underfloor, and CO2 Selector Handles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN/SAFETIED 53. 54. 55. 56. 57. Engine selectors IN FULL to ensure fluids will not be shut off. Left & Right Alternate Static Source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL Reserved Fuel Selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINS ON/CROSSFEEDS OFF Main tanks are selected and crossfeeds are off. Throttles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK TRAVEL Check throttle travel over full range from idle to full throttle. Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL INC/MASTER OFF Master lever full FWD, master engine selector switch off.

3-12

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01 December 2006

DC-6 OPERATING MANUAL 58. Mixtures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE CUT OFF Mixtures must be in IDLE CUT OFF for starting procedure. 59. Landing Gear Handle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN Handle in down position and safety pin is extended. 60. Flap Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP Check handle UP, crosscheck mechanical indicators. 61. Carburetor Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COLD Check carb air door controls for freedom of movement. 62. Hydraulic Bypass. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN Bypass down to ensure pressure when engines are started. 63. Aux Hyd Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .BRAKES Selector full FWD to the brake position. 64. Fuel Dump Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED/SAFETIED Lift door to check handles down and safetied. 65. Control Surfaces, Spring & Trim Tab Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Trim tabs free, motioning checked, full travel and zeroed. 66. Gust Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGED Flight Controls and throttle locks in place. 67. Hydraulic System Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPLETED Deplete the hydraulic system and accumulator pressures by applying normal brakes 3.5.2.3 Ground Power Required 1. MJB Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED All required circuit breakers on the main junction box are ON. 2. Radio CB's . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED 3. Radio Master Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 4. Ground Power Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON If ground power is available and operating the ground power light will be illuminated, if the light is not on push to test the bulb. Power to illuminate the bulb is supplied from the GPU. 5. Battery Selector Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .GROUND POWER Selector must be in the ground power position unless the aircraft is making a battery start. 6. Battery Master Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BATT & GND PWR Must be ON to have either ground power or battery power. 7. Battery Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Battery voltage is normally 24 volts, (22 Volts minimum for starting). 8. Fire Warning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Check each system observing light and bell (Zone 2 and 3 may take 10 sec. to complete). 9. Pitot and Scoop Heaters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Turn switch ON, select each position checking amp draw as listed on selector. Turn system off, leave selector in captain's pitot position. 10. Reserved

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01 December 2006

3-13

DC-6 OPERATING MANUAL 11. Fuel, 0l1 Warning Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED & No. 3 ON Check that each engine Fuel & O11 pressure Warning Lights Come on. Isolation switch is left in #3 eng position. 12. Reverse and Prop Limit Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Press to test amber reverse lights and blue limit lights if not illuminated. 13. Landing Gear Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN, PIN, LIGHTS & HORN CHECKED Handle down, 3 green lights or three wheels showing. depress handle and horn should sound (some aircraft), three green lights go out (or wheel indicators show in transit) and red light comes on. Check safety pin is in place by depressing pin actuator. 14. Manual Prop De-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED/OFF Check each propeller for a proper amperage draw of 140-200 AMPS (155 desired), then system OFF. Do not operate the ground blower during this check as a high amperage draw may cause the ground power unit to drop off the line. 15. Inverters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Turn each Inverter On. Check B and C phase voltage for 115 5 volts. Verify they are producing 26 V AC power. 16. Fuel, Oil, Hydraulic and ADI Fluid Quantity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Compare indicated quantities with visually inspected quantities. 17. Inverters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 18. Emergency Inverter (555SQ & 6586C checked on run-up) . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Turn inverter on by placing the Emer Inst Pwr Gang Bar on and checking that both inverter warning lights go out. Check B phase voltage 115 5 Volts and C phase at 115 5 Volts. The emergency Inverter does not provide 26 V AC power. Then return gang bar to normal. 19. Smoke Detectors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Test the four cargo compartment smoke detectors for an indication of red lights. 20. Cowl Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK POSITIONING THEN OPEN Visually check positioning and operation of cowl flaps from cockpit window, cowl flaps are left full open. 21. Oil Cooler Doors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK, OPEN THEN OFF Open doors, check visually from cockpit window. Oil cooler doors are normally left open, unless engines are being preheated in which case upon completion of preflight inspection, the doors will be closed. 22. Fuel System/Boost Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED, BOOST PUMPS OFF Check boost pump pressure from each tank containing fuel. Perform the fuel system check as outlined in the DC-6 Operating Manual, Chapter 12, page 8. Return the fuel selectors to MAINS ON and CROSSFEEDS OFF, then turn boost pumps off. 23. Prop Selector and Master Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . #2 MASTER/INCREASE Select No. 2 as master and go to full increase RPM. Select No. 3 as master and go full decrease RPM, check blue lights ON. Select No. 2 as master and go to full increase RPM and check that the blue lights are on. 24. Landing Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTENDED/CHECKED/THEN OFF 25. Navigation Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/CHECKED/OFF Turn on lights and visually confirm operation. 26. Wheel Well Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/CHECKED/OFF 3-14
Rev 0 01 December 2006

DC-6 OPERATING MANUAL Turn on lights and visually confirm operation. 27. Wing Ice Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/CHECKED/OFF Turn on lights and visually confirm operation. 28. Rotating Beacon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/CHECKED/OFF Turn on beacon and visually confirm operation. 29. Door Warning Light. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Operation of closing door should turn light OFF. 30. Battery Master Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ 3.5.2.4 Main Cabin 1. Halon Hand Fire Extinguisher. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Check for safety wire, inspection date and proper storage. 2. Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Check for cracks and general condition. 3. Emergency Exits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Properly secured. 4. Cargo Doors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Door locking pins fully in, door latches and seals clean and in good condition. 5. Tail Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Compartment secure, pressure bulkhead hatch installed and inspection widow clean. 6. Cargo load/Pallet Jack and tie down equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE 3.5.2.5 Exterior Preflight 1. Radome . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Check general condition, cracks and security. 2. Left & Right Pitot Masts and Static Ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Check pitot covers removed and condition of heads. Check that all static openings on each side are clear and with no ice ridges on the fuselage. 3. Left & Right Bank CO2 Blow Out Discs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED 4. 5. 6. 7. 8. 9. Check both red and yellow discs are in place, bottles are secured and the lines connected. Pitot and Static Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRAINED AND CLOSED Check plug safetied in place. Inspection Mirror and Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Check for condition and cleanliness. Nose Wheel Well Door and Linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Check door and linkage security, condition of anti-flutter blocks. Nose Gear, Up Latch and Shear Bolt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Latch must be in position to receive gear during retraction. Shear bolt on strut is in place. Nose Gear Micro Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Check for proper contact of down switch and security of up switch. Nose Gear and Actuating Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Check general condition, steering collar and actuating cylinders.
01 December 2006 3-15

Rev 0

DC-6 OPERATING MANUAL 10. Nose Gear Ground Lock. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED 11. Nose Tire, Wheel and Strut. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Check tire for inflation, cuts, and wheel tie bolts secure. Strut should be clean and properly inflated. 12. Nose Gear Steering Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Check cable condition, tension and properly safetied. 13. Nose Wheel Torque Links . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE Torque links (scissors) secure in order to have nose wheel steering. 14. Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE Battery tray safetied and locked. 15. Antenna's . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 16. Forward Baggage Compartment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Check for security of items and then secure door. 17. Hydraulic Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Check accumulator preload pressure, hydraulic quantity, and general condition of all components in the compartment, look for evidence of leaks, and secure door. 18. Reserved 19. Right Main Gear Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED, LOCKED OPEN Doors locked open, door seal condition and security. 20. ADI Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TANK TO SYSTEM Selector handle safetied in proper position. 21. Main Gear Up Latch and Shear Bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Latch in position to receive gear. If bolt is sheared, the latch will be pointed straight down. 22. Main Gear Up-lock Micro Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Check security and mounting of up-lock switch. 23. Target Reflector Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAN Security and condition. 24. Drag Link and Gear Ground Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED/REMOVED Security and condition of drag link, ground lock removed. 25. Gear Safety Switch and Torque links . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Security and condition of safety switch, wires, and links. 26. Main gear Tires and Strut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Proper strut extension and general condition. Check tires for inflation, cuts, wear, slippage marks for alignment, and tie bolts secure. 27. Lockouts, Brake lines and Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED If the plunger in the cap is extended less than 1 above the cylinder, the lockout must be serviced. Pressurize the hydraulic system and set the parking brake. Open the needle valve on the lockout until the plunger is fully extended. Close the needle valve and service the remaining lockouts if necessary. Uses the same method for deboost cylinders (expander tube brakes). It may be necessary to reset the parking brake if the hydraulic pressure is depleted. Check brake wear pins for proper length (brakes set). Minimum length is flush with friction nut. Check brake lines and air brake lines for leaks, general condition and security. 28. Airfoil Anti-Ice Fuel Shutoff Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON 3-16
Rev 0 01 December 2006

DC-6 OPERATING MANUAL Valve handle is streamlined to fuel line. #3 Eng., Exhaust, Scoops, Cowls, Prop and Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Check exhaust system for security, cowling for condition and security, all scoops for foreign objects, drain valve locked, engine and prop checked for security and condition. Thering cowl lower latches must be inspected visually for proper engagement. In addition to the hexagonal nut on the three lower latches being recessed, the engaging arms on the right hand segment must be engaged in the center of the left hand segments receiver hooks. This visual inspection is accomplished via the inspection holes on the receiver hook cowling segment to be incorporated fleetwide. Cabin/Wing Heater Intake and Plenum Drains . . . . . . . . . . . . . . . . . . . . . . . CLEAR AND CHECKED Check drains clear and condition, Intake clear, and splitter in place. Landing Light Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Check light extended, lens condition and reflector on inboard side. #4 Eng., Exhaust, Scoops, Cowls, Prop and Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED See Item # 29. Wing Heater Exhaust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR Exhaust clear and pressure vent clear. Cabin Supercharger Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Check door secure and no visible fluid leaks. Leading Edge of Wing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Check for damage and skin condition. Wing Tip Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Green light illuminated and cover in place. Fuel Tank-Vents, Drains and Access Plates. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Vents clear and ADI vent checked, check for fluid coming from drains and on access plates. Aileron, Tabs and Flap. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Aileron condition, ground adjustable tab condition, flap condition and fully retracted. Reserved Alcohol Qty. and Drain Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED AND SAFETIED Alcohol serviced full, handle safetied in tank to system position. Heater Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Check equipment for security and condition, heater ground blower circuit breakers ON, gear pins stowed. Note position of mixing valve. AFT Baggage Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Check for security of items and secure door. Fuselage and Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Condition of fuselage skin, windows for cracks and discoloration. Tail Heater Compartment Access Door. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED Check door for security, door may be opened to check equipment. Tail Compartment Access Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED Check panel for security, panel may be opened to check equipment. Leading Edge of Horizontal Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
01 December 2006 3-17

29.

30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. 41.

42. 43. 44. 45. 46.

Rev 0

DC-6 OPERATING MANUAL Check for dents and general skin condition. Elevators and Trim Tabs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Check for general skin condition and attach points on stabilizer, note position of trim tabs. Rudder, Tab, Vertical Fin and Beacon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Rudder and tab attach points and general condition. Vertical fin for skin condition, leading edge for dents, etc. Rotating Beacon cover for condition and tail heater intake clear. Tail Skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Push up skid to determine if shock strut is inflated. Tail Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED White light is illuminated, cover in place. Tail Heater CO2 Blowout Discs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Red and yellow discs in place. Tail Heater Intake and Exhaust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Free of obstruction, exhaust shroud free of exhaust stains. Reserved Fuselage and Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Condition of fuselage skin, windows for cracks and discoloration. Cabin Heater C02 Blowout Discs and Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Red and yellow discs in place, exhaust clear. Cabin Heater and Ground Blower Intake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Check opening clear, flapper door for proper operation and security. Left Main Gear Doors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED/LOCKED OPEN See Item # 19. ADI Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TANK TO SYSTEM See Item # 20. Main Gear Up Latch and Shear Bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED See Item # 21. Main Gear Up-lock Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED See Item # 22. Target Reflector Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAN See Item # 23. Drag Link and Gear Ground Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED/REMOVED See Item # 24. Stow Gear Pins, Heater Comp Door. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE Stow gear pins (3) in stowage box and secure heater compartment door. Gear Safety Switch and Torque Links . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED See Item # 25. Main Gear Tires and Strut. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED See Item # 26.

47. 48.

49. 50. 51. 52. 53. 54. 55. 56. 57. 58. 59. 60. 61. 62. 63. 64. 65.

3-18

Rev 0

01 December 2006

DC-6 OPERATING MANUAL 66. Lockouts, Brake Lines and Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED See Item # 27. 67. Cabin Heater Fuel Shutoff Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON Valve handle is streamlined to fuel line. 68. #2 Eng., Exhaust, Scoops, Cowls, Prop and Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED See Item # 29. 69. Cabin/Wing Heater Intake & Plenum Drains . . . . . . . . . . . . . . . . . . . . . . . . CLEAR AND CHECKED See Item # 30. 70. Landing Light Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED See Item # 31. 71. #1 Eng., Exhaust, Scoops, Cowls, Prop and Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED See Item # 32. 72. Wing Heater Exhaust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR See Item # 33. 73. Cabin Supercharger Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED See Item # 34. 74. Aileron, Tabs and Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED See Item # 38.) 75. Fuel Tank Vents, Drains and Access Plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED See Item # 37. 76. Wing Tip Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED See Item # 36. 77. Leading Edge of Wing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION See Item # 35. 78. Cabin Heater Air Intake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR Check opening clear of obstructions. 79. Exterior Fwd Cargo Door Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE Access door is secure. 80. Outside Air Temperature Bulb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION 81. Nose Steering Accumulator and Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Check for hydraulic leaks and security of all lines and cables. Accumulator charge is 50 psi air pressure, fully charged with system pressure 150 psi. 3.5.2.6 Top of Wing Items 1 through 20 are the same for both wings. 1. Ground Icing Contamination (both wings) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Any evidence of frost, ice or snow adhering to the surface of the aircraft will be brought to the attention of the Pilot-in-Command. 2. Inbd Alternate Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . QUAN CHECKED AND CAP SECURE Check proper fuel level, cap locked, access door secure. 3. Inbd Eng. Oil Tank . . . . . . . . . . . . . . . . . . . . . . . . . QUAN CHECKED, DIPSTICK & CAP SECURE Check proper oil level, cap locked, access door secure.
Rev 0 01 December 2006 3-19

DC-6 OPERATING MANUAL 4. Inbd ADI Tank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . QUAN CHECKED AND CAP SECURE Check fluid level, proper type of fluid, cap and access door secured. 5. Inbd Enq. Nacelle and Cowling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Check nacelle condition, cowling secure. 6. Inbd Main Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . QUANTITY CHECKED AND CAP SECURE Check proper fuel level in the tank, cap locked, access door secure. 7. Outbd Eng. Oil Tank . . . . . . . . . . . . . . . . . . . . . . . .QUAN CHECKED, DIPSTICK & CAP SECURE Check proper oil level, cap locked, access door secure. 8. Outboard ADI Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . QUANTITY CHECKED AND CAP SECURE Check fluid level, proper type of fluid, cap and access door secure. 9. Outboard Engine Nacelle Cowling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Check nacelle condition, cowling secure, heater blower intake clear. 10. Outboard Alt. Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . QUANTITY CHECKED AND CAP SECURED 11. Outboard Main Fuel Tank Dip Stick. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURED Check dip stick security, access door closed. 12. Outboard Main Fuel Tank. . . . . . . . . . . . . . . . . . . . . . QUANTITY CHECKED AND CAP SECURED Check proper fuel level in tank, cap locked and access door secured. 13. Wing Tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION Check skin condition, loose rivets etc. 14. Top of Aileron. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Check tabs, general condition and attach points. 15. Upper Wing Surface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Check skin condition, cracks, loose rivets and fuel leaks. 16. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION General condition of surface. 17. Upper Fuselage/Emergency Exits/Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Fuselage skin condition, emergency exit handles flush with fuselage. 18. Antenna's . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Antenna condition and security. 19. Alcohol Tank (Right wing). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Check fluid level and proper type of fluid. Cap and access door secure. 20. Auxiliary Oil Tank (Left wing). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Check fluid level and proper type of fluid, Cap and access door secure. 3.5.2.7 Leaving Aircraft 1. Navigation Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 2. Wheel Well Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 3. Wing Ice Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 4. Rotating Beacon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 5. Battery Master Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

3-20

Rev 0

01 December 2006

DC-6 OPERATING MANUAL

3.6
3.6.1

Normal Abbreviated Checklist

Before Start

(F/O) (F/E) 1. PREFLIGHT INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE 2. EMERGENCY EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED 3. LOGBOOK/GEAR PINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON BOARD 4. *BATTERY SELECTOR SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .GROUND POWER 5. *INVERTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL 6. GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 INDICATING, CHECKED 7. *BRAKES (C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET/PRESSURE CHECKED 8. *SEAT BELTS/SHOULDER HARNESS(C, F/O, F/E) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON 9. *HYDRAULIC SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FORWARD/BRAKES 10. *BY PASS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN 11. *CARBURETOR HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COLD 12. *MIXTURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE CUT OFF 13. *FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINS ON/X FEED OFF 14. *PROPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH AND CALIBRATE 15. *FUEL QUANTITY (C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .STATE_______LBS. 16. *FLUID QUANTITY, (OIL/HYD/ADI/ALCOHOL). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED 17. *IGNITION SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 18. *OIL COOLERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO 19. *COWL FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN & POSITIONING 20. *DOOR WARNING LIGHTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT 21. *FLIGHT INST AND RADIOS (C, F/O) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED & SET 22. *POSITION LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON 23. *ANTI-COLLISION LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON 24. MANIFOLD PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTED 25. "BEFORE START CHECK COMPLETE" (F/O) * Items to be checked at all intermediate stations. 3.6.2 1. 2. 3. 4. 5. 6. 7. 8. Before Taxi Check

(F/O) (F/E) BOOST PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF ENGINE SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF BATTERY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SHIPS BATTERY ENGINE ANALYZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ GPS NAV SEL SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAV/GPS HYDRAULIC PRESSURE AND QUANTITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED TAXI CLEARANCE (F/O) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RECEIVED
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DC-6 OPERATING MANUAL 9. GROUND EQUIPMENT (C, F/O). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR LEFT AND RIGHT 10. "BEFORE TAXI CHECK COMPLETE" (F/O) 3.6.3 Taxi Check

(F/E) (F/O) 1. BRAKES (C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 2. FLIGHT INST AND RADIOS (C, F/O) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET AND CHECKED 3. 4. 5. 6. 7. FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CYCLED AND SET 20o TRANSPONDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STANDBY CARB HEAT (F/E). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED AND COLD ELECTRICAL CHECK (F/E) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE "TAXI CHECK COMPLETE" (F/E) Run Up Procedure

3.6.4 1. 2. 3. 4. 5. 6. 7.

(F/E) (F/E) BRAKES (C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET ENGINE INSTRUMENT TEMPS AND PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED PROPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL CHECK MAG CHECK / #2 & #3 ENGINE ALTERNATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED ADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED AUTO FEATHER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED "RUN UP COMPLETE" (F/E) Before Takeoff Check

3.6.5

(F/E) (F/O) or (PNF)* 1. MJB & RADIO CIRCUIT BREAKERS (F/E) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 2. V1, V2, DUMP TIME, CREW BRIEFING (PF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETED 3. GPS NAV SEL SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAV/GPS 4. CARB HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .COLD 5. 6. 7. 8. 9. 10. 11. 12. 13. FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET 20o INDICATING 20o TRIM TABS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . THREE SET/MOTIONING PROPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HIGH CALIBRATE BOOST PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINS ON LOW ADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ AUTO FEATHER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ TRANSPONDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON GUST LOCK AND CONTROLS . . . . . . . . . OFF-LATCHED, CHECK FREE AND FULL TRAVEL PRE-TAKEOFF CONTAMINATION CHECK (C, F/O). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ

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DC-6 OPERATING MANUAL 3.6.6 14. 15. 16. 17. 18. 19. 20. Hold Items

MIXTURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RICH & LOCKED PITOT HEAT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON COWL FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAKEOFF POSITION AIRFOIL HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ LANDING LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTENDED/ON PROPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED INVERTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED

21. FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET 20o 22. "BEFORE TAKEOFF CHECK COMPLETE" (F/E) 3.6.7 After Takeoff Procedure

(F/E) (F/E) 1. ADI AND AUTO FEATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 2. FUEL FLOWS, TEMP & PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED 3. 4. 5. 6. 7. OIL COOLERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MANUAL, (70-75oC) GEAR HANDLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NEUTRAL HYDRAULIC BY PASS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP LANDING LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ "AFTER TAKEOFF PROCEDURE COMPLETE" (F/E) Cruise Procedure

3.6.8 1. 2. 3. 4.

(F/E) (F/E) CRUISE POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FUEL SYSTEM MANAGEMENT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ TEMPERATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED BOOST PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . ON IF REQUIRED FOR FUEL CONDITIONING Descent Procedure

3.6.9 1. 2. 3. 4.

(F/E) (F/E) SEAT BELTS & SHOULDER HARNESS (C, F/O, F/E). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON WINDSHIELD HEAT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ CIRCUIT BREAKERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED "DESCENT CHECK COMPLETE" (F/E) Approach Check

3.6.10 1. 2. 3. 4.

(F/E) (F/O) or (PNF)* CREW BRIEFING/LANDING WEIGHT/VTHS (C) . . . . . . . . . . . . . . . . . . . . . . . . . . .COMPLETED ALTIMETER (C, F/O) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET/CHECKED GPS NAV SEL SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAV/GPS AUX PUMP SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .BRAKES
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DC-6 OPERATING MANUAL 5. 6. 7. 8. 9. 10. 11. BY PASS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN, PRESS CHECKED GEAR HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINS ON, X-FEED OFF OIL COOLERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AUTO LANDING LIGHTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTENDED, ON "APPROACH CHECK COMPLETE" (F/E) Before Landing Check

3.6.11 1. 2. 3. 4. 5. 6. 7. 8. 9. 10.

(F/E) (F/O) or (PNF)* MIXTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RICH & LOCKED FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN, 3 INDICATING, PRESS CHECKED BRAKES (C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK & OFF BOOST PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOW RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET COWL FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .TAKEOFF POSITION ADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ "BEFORE LANDING CHECK COMPLETE" (F/E) After Landing Procedure

3.6.12

(F/E) (F/E) 1. MIXTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AUTO LEAN 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20o TRANSPONDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY ANTI ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF PROPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HIGH CALIBRATE PITOT HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF COWL FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN CABIN HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF ADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF BOOST PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF IGNITION ANALYZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF CONTROLS (OFF RUNWAY) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOCKED LANDING LIGHTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ HYDRAULIC PRESSURE & QUANTITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED AFTER LANDING CHECK COMPLETE (F/E)

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DC-6 OPERATING MANUAL 3.6.13 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. Parking Check

(F/E) (F/O) BRAKES (OFF AFTER CHOCKING) (C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP INVERTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF RADIOS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF MIXTURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE CUT-OFF IGNITION SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF COWL FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF OIL COOLERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF POSITION & ANTI COLLISION LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF LANDING & TAXI LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF MAIN OXYGEN BOTTLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF PARKING CHECK COMPLETE (F/E)

3.7
3.7.1

Check Lists & Procedures

Expanded Check List

The Expanded Check List is intended to inform crewmembers of the details involved in accomplishing each check list item. The expanded material is presented in detail and is not intended for use on each flight but rather as a reference or study guide to ensure thoroughness and standardization. 3.7.2 Before Start Check

(FO) (FE) 1. PRE-FLIGHT INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE Completed as outlined in the Preflight Expanded Checklist. 2. EMERGENCY EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED This is normally completed as part of the F/E preflight and should be completed by all cockpit crewmembers, primarily s a means of maintaining continued familiarity with equip. location. This check is required at crew origination only. 1. Fire Extinguisher 2. Crash Ax 3. Oxygen Mask (See that the mask is connected, set 100%) 4. Crewmember PBE 5. Life Vest 6. Normal Check List 7. Emergency Check List 8. First Aid Kit

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01 December 2006

3-25

DC-6 OPERATING MANUAL 3. LOG BOOK/GEAR PINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON BOARD The Logbook will be reviewed by the Captain and the Flight Engineer, this is normally accomplished prior to boarding the aircraft. The Flight Engineer will check the log book and that the gear pins are on board the aircraft. He will also ascertain that the Maintenance Release has been signed. 4. *BATTERY SELECTOR SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GROUND POWER The Flight Engineer will check that the battery selector switch is in the ground power position and proper power is being supplied by the APU. 5. *INVERTERS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL The inverter switch operates the main inverter in the NORMAL position and the spare inverter in the STANDBY position. Both the Captain's and the First Officer's instruments will be powered in either position when selected simultaneously. An operational check is accomplished during the Flight Engineers preflight. 6. GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 INDICATING/CHECKED Check that the landing gear handle is full down and the 3 wheels are indicating (C-118), 3 green lights (DC-6). Check the red light and warning horn by squeezing the gear handle. DO NOT move the handle from it's full down position. 7. *BRAKES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Set, PRESSURE CHECKED If accumulator needs charging place hydraulic selector in system accumulator position (full aft). Energize the emergency hyd pump and allow the system to pressurize to normal (3000 PSI, approx 2-4 min req.). Release the pump switch; depress brake pedals; pull & lock parking brake handle and release brake pedals. Place hydraulic selector in Brake (Full forward) position. Minimum pressure for setting brakes is 1600 PSI. 8. *SEAT BELTS/SHOULDER HARNESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON 9. *HYDRAULIC SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FORWARD BRAKES Forward (Brakes only position) will insure that emergency brake pressure is available from the emergency hydraulic pump should the main system fail. 10. *BY PASS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN The hydraulic by pass handle is checked in the down position (ON), permitting hydraulic pressure from engines #2 and #3 hydraulic pumps to pressurize the system. 11. *CARBURETOR HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .COLD Check in the full down position. 12. *MIXTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE CUT OFF Check in the full down position and lock is off. 13. *FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINS ON/X-FEED OFF Check that all fuel selectors and crossfeed selectors are in the full forward position. 14. *PROPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH & CALIBRATE The master lever should be full forward in the calibrate position (RPM 2800), 4 blue lights on and normally #2 Eng selected as the master engine. The master lever will be inoperative if the manual position is selected. 15. *FUEL QUANTITY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .STATE____LBS Captain will call out the total pounds of fuel on board the aircraft. Compare gauge readings to stick readings. Fuel loading requirements, (Vol.11, Chap.12, page 7). 16. *FLUID QUANTITY (OIL/HYD/ADI/ALCOHOL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED 3-26
Rev 0 01 December 2006

DC-6 OPERATING MANUAL ADI fluid quantity required per Chap 10, page 24, normally serviced full (10 gallons). Hydraulic fluid quantity indicator should read in the normal position when system pressure is in the normal operating range. Engine oil is normally serviced to 30 gallons, minimum for any take-off is 20 gallons. Alcohol is normally serviced full, (16 gallons). *IGNITION SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Check all magneto switches off. *OIL COOLERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO Control switches set to automatic. *COWL FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN & POSITIONING Switches set to positioning, Cowl Flap position control knob full open. *DOOR WARNING LIGHTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUT Flight Engineer will check that the cabin and lower comp door warning lights are out, additionally, insure that the safety pins are installed in the cargo doors. *FLIGHT INSTRUMENTS & RADIOS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED & SET Both gyro horizons should be engaged and erected when inverter power is first applied. Check both compass systems, if the S2 Compass System is slow to align, an alignment knob is provided to align the instrument. An intermittent + or - appearing in the enunciator window indicates that it is properly set. Radio Master On, check that all required radios are on and operating. Monitor ATIS for time check, and altimeter setting. Check Nav Radios, VOR, ILS, ADF, and GPS for proper tuning and indications. The F/O should request ATC clearance. *POSITION LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON Turn ON steady, operationally checked during the Flight Engineer preflight. *ANTI COLLISION LIGHT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON The Anti Collision light is used as a signal to alert ground personnel that the crew is ready to start engines. MANIFOLD PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTED The Flight Engineer will check the static manifold pressure gauge reading so it may be used during the engine barometric power check. *FIRST OFFICER STATES . . . . . . . . . . . . . . . . . . . . . . . . "BEFORE START CHECK COMPLETE"

17. 18. 19. 20.

21.

22. 23.

24.

25.

*NOTE:ITEMS TO BE CHECKED AT ALL INTERMEDIATE STATIONS. 3.7.3 Before Taxi Check

1. BOOST PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Flight Engineer will check that fuel boost pumps are off. 2. ENGINE SELECTOR SWITCH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Flight Engineer will check that engine starter selector switch is in the off position. 3. BATTERY SELECTOR SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SHIPS BATTERY Battery selector switch positioned to Plane Battery, batteries will now be allowed to charge. 4. ENGINE ANALYZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON 5. RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ For radar use, allow 1 minute warm up and then follow procedures as outlined in Chap 17, page 6. 6. GPS NAV SEL SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAV/GPS
Rev 0 01 December 2006 3-27

DC-6 OPERATING MANUAL Place the GPS NAV selector switch to either the GPS or VOR navigation position. HYDRAULIC PRESS. & QUANTITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Hydraulic pressure is in normal operating range and quantity reads at the normal mark. TAXI CLEARANCE (F/0) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RECEIVED First Officer will contact ground control or other controlling facility and receive clearance and instructions to taxi. GROUND EQUIPMENT (C, F/O). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CLEAR LEFT & RIGHT Both Captain and First Officer will ascertain the ground equipment has been removed and there are no other obstructions in the path of the aircraft. Flight Engineer will call out "ground equipment" and ascertain that both pilots respond "clear". BEFORE TAXI CHECK (F/O) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE Taxi Check

7. 8.

9.

10.

3.7.4

1. BRAKES (C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED The pilot occupying the left seat will depress the brake pedals and with the right hand, verify the movement of the parking brake handle to the released position. The Captain shall make a functional check of the brakes as soon as the aircraft is in motion. 2. FLIGHT INST & RADIOS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET & CHECKED PIC and F/O will check compass systems for operation and compass headings agree with magnetic compass. Attitude indicator for proper indications, turn indicators for proper deflection during turns, and navigation radios, ILS/VOR, ADF, and GPS for tuning and/or proper indications. 3. FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CYCLE & SET 20o First Officer selects flaps to 20o. On first flight, the flaps will be extended full down then full up, then set to 20o. TRANSPONDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STAND-BY F/O turns transponder to standby position, to allow the equipment to warm up prior to departure. F/O will also check that the proper code is selected. CARB HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED & COLD Indication of temperature rise on each CAT gauge then return to COLD. ELECTRICAL CHECK (F/E) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE a. Select #1 generator with the voltmeter selector switch. b. Turn OFF #1 generator switch and read the voltage, normally 28 volts. Check that the ammeter drops the load. c. Check that the remaining generator ammeters share the electrical load. d. Turn #1 generator switch ON. e. Check that the #1 generator ammeter shows a load increase, the other ammeters return to there original reading. f. Repeat procedure for the remaining engine generators. F/E. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAXI CHECK COMPLETE Run-up

4.

5. 6.

7.

3.7.5

1. BRAKES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET Captain will set parking brake and check hydraulic pressure and quantity. 3-28
Rev 0 01 December 2006

DC-6 OPERATING MANUAL 2. ENGINE INSTRUMENTS TEMPS & PRESS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Crewmembers will ascertain that all engine instruments are indicating normal and temperatures (oil temp +40oC) and pressures are sufficient to proceed with the engine run-up. 3. PROPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL CHECK a. GOVERNOR CHECK 1. Prop Master Lever, FULL FORWARD Note RPM limit lights (blue) are ON. 2. Master engine selector switch, #3 AUTO 3. All throttles, SET TO OBTAIN 1600 RPM AND LOCKED. 4. Prop Master Lever, FULL RPM DECREASE Note that all propellers drop uniformly to 1200 50 RPM. Observe that limit lights (blue) go out and then come back ON within 10-12 seconds. 5. Master engine selector switch, OFF 6. Prop toggle switches to FULL INCREASE RPM position. Observe limit lights (blue) go out and then come back on at 1600 RPM, within 10-12 seconds. 7. Prop Selector toggle switches to FULL DECREASE RPM at 1200 50 RPM, within 10-12 seconds.
NOTE:

If one or more limit lights (blue) does not come ON with master lever but does come ON by additional use of toggle switches within 2 or 3 seconds, master lever operation is satisfactory. RPM will not necessarily be synchronized when operating at full decrease RPM. 8. Prop Master Lever, FULL INCREASE Nothing will occur system is deactivated. 9. Master Engine Selector Switch, #2 AUTO Note that all engines increase uniformly to the original setting of 1600 RPM. Observe that limit lights (blue) go out and then come ON again within 10-12 seconds. b. MANUAL FEATHERING CHECK 1. Feathering button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH IN If auto-feather system is installed, a light in the feathering button will illuminate. Note an electrical load increase on the generator ammeters. 2. Feathering Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL BUTTON OUT TO NEUTRAL When RPM shows a 200-300 drop. 3. If propeller action is sluggish, repeat procedure until action is normal. 4. Repeat the above procedure for the remaining propellers. 5. Utilizing the Propeller De-Ice ammeter rotary selector switch, sweep through all positions to insure that each propeller feather motor is deactivated (not carrying an electrical load). c. SYNCHRONIZER CHECK This check not required in normal operation unless a synchronizer malfunction is suspected. 1. Prop Master Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL FORWARD 2. All Throttles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET OBTAIN 25" MAP 3. Master Engine Selector Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .#3 AUTO
01 December 2006 3-29

NOTE:

Rev 0

DC-6 OPERATING MANUAL 4. Prop Master Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD TO OBTAIN 100 RPM DROP 5. RESYNCHRONIZE button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH 6. #3 throttle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE Check that slave propellers 1, 2,& 4, do not follow more than 3% of RPM. 7. #3 throttle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETURN TO 25" MAP Note that RPM stabilizes at the RPM established in (4) ABOVE. 8. Repeat steps (3) through (7), using #2 engine as the master engine. d. Reversing - CHECK This check required only when inoperative or malfunctioning reversing is suspected. Reverse must be operational when aircraft is landing at an airport under the provisions of FAR 121.187 (80%) 1. All THROTTLES . . . . . . . . . . . . . . . . . . . . . . . . RETARD TO FORWARD IDLE POSITION 2. SEQUENCE GATE HANDLE (Martin Bar) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE Pull aft and down. 3. #2 AND 3 THROTTLES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REVERSE IDLE POSITION Note that #2 and 3 reverse indicator lights come ON. 4. #2 AND 3 THROTTLES. . . . . . . . . . . . . . . . RETURN TO FORWARD RANGE & 25" MAP Note #2 and 3 reverse indicator lights go out and sequence gate handle resets. Note RPM stabilizes at 1200 +/- 50; then retard throttles to forward idle position. 5. Repeat steps (1) through (4) for #1 and 4 engines. 6. All THROTTLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST TO 1000 RPM 4. MAG CHECK / #2 AND #3 ENG. ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED
NOTE: NOTE:

Perform the barometric power check into the wind whenever possible. When operating on slippery surfaces, snow, ice, or wet, it may be preferable to use symmetrical engines when at high power settings. 1. THROTTLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAP TO FIELD BARO PRESS Set mixture to FULL RICH position prior to advancing throttle. RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2050 to 2150 BMEP . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 to 140 PSI FUEL FLOW . . . . . . . . . . . . . . . . . . . . . 600 +/- 50 PPH RPM variation between engs should not exceed 100 RPM. Headwind, tailwind and crosswind effects must be taken into consideration in evaluating barometric power check and the resultant engine indications. A rule of thumb is 2 RPM per Knot. 2. MAGNETO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Maximum permissible drop is 100 RPM, or 12 BMEP, or a maximum differential of 40 RPM between Mags. Aircraft 555SQ and N6586C, on engines #2 and #3, at field barometric pressure select Captains and First Officers emergency power and check for positive AC output of alternators on the AC voltmeter.

NOTE:

NOTE:

3-30

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01 December 2006

DC-6 OPERATING MANUAL 5. ADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS & DERICHMENT Turn ADI ON, Note derichment (drop in fuel flow), water pressure light ON, momentary flicker and water pressure of 27-32 PSI. Turn ADI switch OFF, note enrichment (fuel flow increase), light OFF. 6. AUTO FEATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
NOTE:

This check is required prior to every takeoff where the existing gross weight necessitates operative autofeather. If the check reveals autofeathering inoperative on any propeller, autofeather inoperative gross weights must be used. If auto feather is required, the autofeather check will be accomplished as follows: 1. THROTTLE . . . . . . . . . . . . . . . . . . . . MAP TO FIELD BARO PRESS (BMEP 110 - 140 PSI) 2. Auto Feather selector switch is momentarily placed in the set position and then to the armed position. 3. Note that the (4) GREEN auto feather ARMED lights illuminate. 4. While holding the respective engine test switch in the test position, slowly retard the throttle toward idle. 5. At an approximate BMEP reading of 70+/-5 PSI the autofeather system will activate, the indications will be as follows: Respective engine feathering button will pull in and the RED light in the feather button will illuminate. The remaining engines will be disarmed as indicated by the three (3) GREEN auto feather arming lights going out. 6. While still holding the respective test switch in the test position, manually pull out the feathering button. 7. Release the test switch. 8. Repeat the above procedure for each engine. 7. RUN-UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE Before Take Off

3.7.6

1. M.J.B. AND RADIO CIRCUIT BREAKERS (F/E). . . . . . . . . . . . . . . . . . . . . . CHECKED AND SET All necessary CB's including DME checked ON. 2. V1, V2 AND DUMP TIME, CREW BRIEFING (C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE V1 and V2 speeds are determined from the proper speed charts. Dump time is computed at (2736 pounds per minute) until reaching maximum landing gross weight (92,360). The briefing should indicate the power to be used for take off (CB16 wet, CB16 dry), and any nonstandard procedures that are to be used. The IFR/VFR departure procedures are to be stated by the pilot flying. A complete briefing should be performed prior to the first leg of the trip and then may be modified or stated as standard for subsequent legs. 3. GPS NAV SEL SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAV/GPS Place the GPS NAV selector switch to either the GPS or VOR navigation position. 4. CARB HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COLD Check carb heat levers are in full down position (Cold). 5. FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SET 20o INDICATING 20o Check the wing flap selector and indicator are both at 20o setting.
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DC-6 OPERATING MANUAL 6. TRIM TABS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . THREE SET/MOTIONING Check three tab indicators (aileron 0; elevator 0; rudder 0) for proper setting. Move control wheel left and right with control lock engaged and note movement of motion indicator. 7. PROPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HIGH CALIBRATE The master lever should be full forward in the calibrate Position (2800 RPM) 4 blue lights on and normally #2 selected as the master engine. The master lever will be inoperative if the manual position is selected. 8. BOOST PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINS ON LOW The main fuel boost pumps will be turned on low for all takeoffs. 9. ADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED Wet power should be used whenever the takeoff weight is greater than 87,600 lbs. 10. AUTO FEATHER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED On at Captains discretion, required for takeoffs in excess of 100,000 Lbs. MGTOW. 11. TRANSPONDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Having previously selected stand by, place the selector to the on position to provide ATC with identification on departure. 12. GUST LOCK & CONTROLS . . . . . . . . . . . . . . . OFF-LATCHED, CHECK FREE & FULL TRAVEL Upon Captain's command the F/O holds the yoke, the F/E unlocks the gust lock and latches it to the floor. The F/O checks the ailerons and elevator controls, the Captain checks the rudder through their full travel checking for full travel and freedom of movement. The Captain and F/O visually check ailerons for proper direction of travel. 13. PRE-TAKEOFF CONTAMINATION CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED Anytime conditions are such that frost, ice or snow may reasonably be expected to adhere to the aircraft, a pre-takeoff contamination check must be made within 5 minutes prior to departing and must be done from outside the aircraft, as described in the GOM, Chapter 7, Page 7. The PIC will call for the contamination check if necessary. The decision to takeoff remains the responsibility of the PIC. DO NOT TAKE OFF IF POSITIVE EVIDENCE OF A CLEAN AIRCRAFT CANNOT BE ASCERTAINED. CAUTION:To complete the Before Take-off Check, the following Hold Items will be accomplished upon the Captains command. Hold Items will not be called for unless Take-Off clearance has been obtained. 3.7.7 Hold Items

14. MIXTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RICH & LOCKED Mixture controls full (Rich), and locked with the friction lever. 15. PITOT HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON The ammeter selector is normally set to Captain's PITOT and static. Check amperage when turned on and that the yellow condition lights go out. 16. COWL FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAKE-OFF POSITION Set to 3o open for engines equipped with spinners or 4o for engines without spinners. 17. AIRFOIL HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED The airfoil heaters should be turned on at this time if anticipating icing conditions on takeoff. Check for airfoil heater fuel pressure and temp rise. 3-32
Rev 0 01 December 2006

DC-6 OPERATING MANUAL 18. LANDING LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTENDED & ON Extend and turn on landing lights, leave lights on until reaching cruise altitude or 3,000 ft. whichever occurs first. Captain's discretion on light retraction in high density traffic areas, Max speed 170 kts. 19. PROPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Insure the propeller master lever is full increase and that all (4) Blue lights are illuminated. 20. INVERTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Insure that the inverter warning lights are out. 21. FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET 20o Insure the wing flaps are set at and indicate 20o. 22. FLIGHT ENGINEER . . . . . . . . . . . . . . . . . . . . . . . . . . "BEFORE TAKE-OFF CHECK COMPLETE" 3.7.8 After Take-Off Procedure

1. ADI AND AUTO FEATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF F/E turns off ADI switches in symmetrical pairs after METO power is set. The water pressure will drop and an increase in fuel flow will be noted as ADI is turned off. Autofeather is turned off by placing the master switch OFF. 2. FUEL FLOWS, TEMP & PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED Check fuel flows, temperatures, and pressure indications on all instruments. If a malfunction is noted advise Captain and take action upon his command. CAUTION:This check is very important as normally a malfunction will first show up after the first power reduction. 3. OIL COOLERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MANUAL Oil Cooler switches are switched to the off position, oil temperature is controlled manually, 70oC is desired. 4. GEAR HANDLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NEUTRAL Placing the gear handle in the neutral position will relive the pressure in the landing gear system and allow the gear to rest in the uplocks. 5. HYDRAULIC BY PASS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP Hydraulic by pass is placed in the up position (OFF). The hydraulic system is completely inoperative due to fluid being by-passed directly from the engine driven pumps to the reservoir. 6. RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED Set at Captains discretion. 7. LANDING LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP & OFF Retract and turn off landing lights upon reaching cruise altitude or 3,000 feet MSL whichever occurs first. Captain's discretion on light retraction in high density traffic areas. The landing lights are very effective in collision avoidance in and around terminal areas, especially during climb and descent. Max speed 170 kts. 8. FLIGHT ENGINEER . . . . . . . . . . . . . . . . . . . . . . . . . . . "AFTER TAKE-OFF CHECK COMPLETE" 3.7.9 Cruise Procedure

1. CRUISE POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET Set power in accordance with Chapter 6 (performance) of this manual.
Rev 0 01 December 2006 3-33

DC-6 OPERATING MANUAL 2. FUEL SYSTEM MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED Check fuel management schedule in Chapter 12 (fuel system) for tank selection 3. TEMPERATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Observe that all temperatures and pressures are normal and in limits. 4. BOOST PUMPS . . . . . . . . . . . . . . . . . . . . . . ON, WHEN REQUIRED FOR FUEL CONDITIONING After turning off the fuel boost pumps monitor fuel pressure and fuel flow for erratic readings. If erratic engine operation is observed (fuel aeration), turn pumps back on and leave on for 1 1/2 hours. 5. FLIGHT ENGINEER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . "CRUISE PROCEDURE COMPLETE" 3.7.10 Descent Procedure

1. SEAT BELTS & SHOULDER HARNESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON 2. WINDSHIELD HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET Position windshield heat according to OAT, except during hot humid weather when it should be placed in the de-fog position during descent and approach. 3. CIRCUIT BREAKERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED F/E checks that none of the circuit breakers have tripped during flight. 4. FLIGHT ENGINEER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . "DESCENT CHECK COMPLETE" 3.7.11 Approach Check

1. CREW BRIEFING / LANDING WEIGHT/Vths. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE The Captain will brief the crew and ensure that the instrument approach briefing format as outlined in Chap 3, page 47 of this manual. He will check landing weight and state planned threshold speed as taken from the chart for the particular landing weight. The TOLD Card format is outlined in Chap 6, page 87 of this manual. 2. ALTIMETER (C, F/O) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET/CHECKED Both Pilots will set altimeters and state the barometric pressure setting. 3. GPS NAV SEL SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAV/GPS Place the GPS NAV selector switch to either the GPS or VOR navigation position. 4. AUX PUMP SELECTOR VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BRAKES Flight Engineer checks that the selector is forward in the brakes only position. 5. BYPASS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN PRESS CHECKED Placing the hydraulic bypass down will put the system back in normal operation. Prior to activating the bypass the Flight Engineer will note quantity. Activating the bypass, the Flight Engineer will note rise in pressure and a subsequent check on quantity. 6. GEAR HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP 7. FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED Check hydraulic pressure and quantity each time a hydraulic component is activated 8. FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINS ON X-FEED OFF Fuel Selector and Crossfeed Selectors are checked in the full forward position (mains ON, crossfeeds OFF). 9. OIL COOLERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AUTO Place oil cooler flap switches to the automatic position; monitor oil temperature in green arc. 10. LANDING LIGHTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTENDED, ON
NOTE:

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DC-6 OPERATING MANUAL For all approaches the landing lights are to be extended and turned on as soon as airspeed is reduced to 170 knots. 11. FLIGHT ENGINEER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . "APPROACH CHECK COMPLETE" 3.7.12 Before Landing Check

1. MIXTURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RICH & LOCKED Mixtures controls will be checked in the full up position (AUTO RICH) and friction lock lever on. 2. FLAPS (F/O) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED Flaps should be selected as required for the approach being made using normal procedures. Check position indicator, hydraulic pressure and quantity each time a different position is selected. 3. GEAR (F/O) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN 3 INDICATING PRESS CHECKED Placing the landing gear handle to the down position detent will put the gear down. Three green lights or three wheels will indicate the gear is down and locked. When the red light goes out, Re-check hydraulic pressure and quantity. 4. BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK & OFF Check that parking brake handle is full forward in the off position. 5. BOOST PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOW 6. RPM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET Set propellers to 2400 RPM whenever aircrafts landing weight is limited by runway length or is above 80,200 lbs; turbulence is anticipated or instrument conditions are encountered. The Captain may use his own discretion in conditions other than previously identified for the use of lower or higher RPM settings. 7. COWL FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .TAKE OFF POSITION 8. ADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ Turn the ADI on when required by landing weight charts (80,200 lbs). In the event of a missed approach or go-around the FE will stand-by to turn ADI on at the request of the Captain. The ADI should be turned on prior to exceeding 30" MAP. 9. RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ 10. CABIN HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF If not needed heaters should be turned off for cooling. 11. FLIGHT ENGINEER . . . . . . . . . . . . . . . . . . . . . . . . . . "BEFORE LANDING CHECK COMPLETE" 3.7.13 After Landing Procedure

1. MIXTURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MANUAL LEAN Mixtures are moved to manual lean after the aircraft has been slowed to taxi speed or if the engine operation requires. 2. FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20o The Captain will call "Flaps Up" in addition to "After Landing Check" the First Officer only will retract flaps when the command is given. 3. TRANSPONDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY 4. ANTI ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF If the airfoil anti-ice heaters are used through the landing phase, they are to be turned off as soon as possible to provide a cooling period while the engines are running. Stop heater operation by manually

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DC-6 OPERATING MANUAL opening the 15A Airfoil Heater Fuel Pump C/B, this will allow the heaters to cool while using the ground blowers. PROPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HIGH CALIBRATE Flight Engineer places the prop master lever to the full forward position checking that 4 blue lights are on. PITOT HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF COWL FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN Flight Engineer will place cowl flap positioners to the full open position. CABIN HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Turn cabin heater master switch off, insure the ground Blower switch is on for heater cooling. After the heater has cooled, turn off the ground blower switch to prevent battery drain. ADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Flight Engineer turns ADI switches off. RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF BOOST PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF IGNITION ANALYZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF CONTROLS (OFF RUNWAY) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOCKED LANDING LIGHTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ HYDRAULIC PRESS & QUANTITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Check that pressure and quantity are normal prior to entering the ramp and during all ground operations. FLIGHT ENGINEER . . . . . . . . . . . . . . . . . . . . . . . . . . . . "AFTER LANDING CHECK COMPLETE" Parking Check

5.

6. 7. 8.

9. 10. 11. 12. 13. 14. 15.

16.

3.7.14

CAUTION:WHENEVER AN AIRCRAFT IS MANEUVERING IN A CONGESTED AREA, IT MAY NOT COME WITHIN 25 FEET OF AN OBSTRUCTION WITHOUT USE OF A WING WALKER. 1. BRAKES (OFF AFTER CHOCKING) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET The parking brakes should be set. They may be released only after the appropriate signal is received from ground personnel, that wheel chocks are in place. 2. FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP Flaps should be up to prevent possible damage by ground equipment. 3. INVERTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 4. RADIOS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 5. MIXTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE CUTOFF The engines are to be operated at 1000 RPM for one minute prior to shutdown, to scavenge oil back to the oil tank. 6. IGNITION SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 7. COWL FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Leave cowl flaps full open for 15 minutes after shutdown for heat dissipation. 8. OIL COOLERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 9. POSITION & ANTI COLLISION LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 10. LANDING & TAXI LIGHTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 3-36
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DC-6 OPERATING MANUAL 11. MAIN OXYGEN BOTTLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 12. BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 13. FLIGHT ENGINEER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . "PARKING CHECK COMPLETE"

3.8
3.8.1

DC-6 Normal Operating Policies and Procedures

Ground Operation

The procedures and techniques set forth in this section will be followed in the operation of DC-6 aircraft. The pilots will be required to be prepared with all charts and material at hand to complete the flight. 3.8.2 Pilot Commands

All commands given in the cockpit by the pilot during normal operations will consist of alerting commands and executing commands. The alerting command will alert the affected crewmember and when the execution command is given, the crewmember will act. This method promotes excellent crew coordination and rapid execution of the command in a standard manner with minimum error. Listed below are standard methods of giving alerting commands, execution commands and responses: OBJECTIVE To set MAP To set BMEP To set RPM To put gear down To set flaps 3.8.3 ALERTING COMMAND Manifold BMEP RPM Gear Flaps EXECUTION COMMAND three-four 120 2100 Down 20 RESPONSE set set set Gear Down set

Visual Inspection

It is the responsibility of the airplane pilot to insure that a thorough visual inspection of the airplane is properly conducted. The duty of conducting appropriate visual inspections may be delegated by the Pilot to the Co-Pilot or Flight Engineer. The visual inspection of the interior and exterior of the airplane will be conducted in accordance with the checklist covering this inspection. 3.8.4 Use of Check Lists

As each challenge checklist item is read, the responder will verify and answer each item. Any item omitted or incomplete will be accomplished at the time it is read before continuing with the checklist (checklist stoppage). It is the readers responsibility, when possible, to visually check that the action taken agrees with the response. Such items as instruments and radios obviously must be cross-checked by both pilots. If a response is incorrect, that item will be corrected and the proper response given. All Crew Members will call for the check list by its proper name and will give the proper response to complete each item. When a check list is completed, the crewmember reading it will state, "...check list complete". The pilot will then call for the next required checklist when needed.

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DC-6 OPERATING MANUAL 3.8.5 Before Start

The Before Start check list will normally be conducted with ground power applied. For hose instances where a battery start is necessary, it is allowable to delay item #5 Inverters On until immediately after No. 3 engine has been started. This will decrease the load on the batteries for starter operation. 3.8.6 Engine Start Procedure

Perform the engine start as specified in this manual, Chap.10, page 3. Be familiar with the expanded procedures in the Operating Manual and all the notes that apply. Review engine start limitations prior to start. Both pilots and flight engineer should be particularly careful to ensure that cockpit and cockpit/ground coordination is used during starting and departure from the parking area. When starting engines, make sure the propellers are clear and that the fire guard is in place. Extend your hand out of the window where it is clearly visible to ground personnel with the number of fingers to indicate the engine, and in a loud clear voice call CLEAR NUMBER THREE. When you are positive that the engine is clear, and it is safe to start, proceed as follows: The flight engineer will handle all the controls during the engine start. The normal start sequence is 3, 4, 2, 1. Study and comply with the following engine start procedures. Engine Isolation Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Throttle Interlock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET Cowl Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OPEN Ignition Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Boost Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOW (Check engine fuel pressure) Clear Engine for Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CLEARED Engine Start Selector. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECTED Starter and Safety Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
NOTE:

Propeller Blade count will be as follows: 1. Engine shut down for less than one hour (6 Blades, Hydraulic Lock check) 2. Engine shut down for more than one hour with OAT more than +30oF. (12 Blades, 6 Blades Hyd Lock, 6 Blades Pre-oil) 3. Engine shut down for more than one hour with OAT less than +30oF (Extreme Cold is less than +30oF). (15 Blades, 6 Blades Hyd Lock, 9 Blades Pre-oil)

NOTE:

Engine Priming will be as follows: 1. For HOT engine starts (20 minutes or less) no prime should be necessary as the engine will normally fire. However, if the engine does not fire immediately, then prime for approximately one second. 2. Engine shut down for less than one hour (6 Blade count, Prime at 3 Blades)

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DC-6 OPERATING MANUAL 3. Engine shut down for more than one hour with OAT more than +30oF. (12 Blade count, Prime at 9 Blades) 4. Engine shut down for more than one hour with OAT less than +30oF (Extreme Cold is less than +30oF). (15 Blade count, Prime at 12 Blades) a. Upon completion of the blade count, turn the Ignition ON and depress the ignition booster switch. b. As the engine fires, hold primer down, release the starter and safety switch, adjust throttle to maintain 800 to 1000 RPM.
NOTE:

DO NOT DEVELOP THE HABIT OF INTERMITTENTLY FLICKING THE PRIMER SWITCH. DO NOT ADVANCE THE THROTTLE DURING STARTS UNTIL THE PRIMER IS DEPRESSED c. Release the ignition boost switch when you are assured of a continual increase in RPM (300 to 500 RPM). d. Insure the following occurs: 1. Oil Pressure, an indication of oil pressure within 10 seconds and 40 PSI within 20 seconds. 2. Fuel Pressure, increases to engine fuel pump pressure of 22-24 PSI. 3. Hydraulic Pressure and Quantity, an indication of pressure by the time the engine is stabilized at idle RPM (Engines #2 & #3). e. With the engine stabilized on Prime, move the Mixture Control to the Auto Rich position, after an observed drop of 100 to 200 RPM release the primer switch. In extreme cold weather stand by the primer until the engine is running smoothly. f. Fuel Boost Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF (No change in the Engine fuel pressure) g. Start the remaining engines utilizing the above procedures. Taxiing

3.8.7

With the left hand on nose wheel steering, release brakes and with RPM set at 1000, let the airplane begin to roll. Parking brake release will be accomplished from the left seat pilot position, the pilot will depress the brake pedals and with his right hand verify the movement of the parking brake handle to the released position. The sound of the mechanism and the expected movement of the aircraft can further verify release. An excessive amount of power beyond what would be expected by the existing conditions would require the crew to investigate further. The Captain shall make a functional check of the brakes as soon as the aircraft is in motion before it gains momentum. Observe the signalman and watch carefully for obstructions. If the parking area is gravel or dirt call for (Flaps UP) prior to brake release to avoid dusting personnel and equipment. Leave the flaps up until well clear of congested areas, then call for (Flaps 20, taxi-check list). Always keep a sharp lookout for other airplanes, vehicles and obstructions. The pilot will set all power and standby the throttles during all ground operation. When taxiing at night, landing lights are normally left on. Avoid blinding other aircraft by retracting landing lights about 1/2 way or by turning the lights off.

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DC-6 OPERATING MANUAL 3.8.8 Taxi Check List

During the first turns while taxiing out, Gyro's, RMIs, and Turn & Bank instruments should be checked. The Taxi Checklist can be read and completed as soon as the airplane is clear of the congested area. 3.8.9 Use of Nose Wheel Steering

Proper use of nose wheel steering takes planning and practice. The left hand should be placed on top of the wheel and remain there during all turns even when maximum turns are made. Use a stiff arm, a tight grasp, and a gentle but steady pressure.
NOTE:

Do not allow your left hand to move on the wheel as this will cause roughness in its use and in addition you will not know that the nose wheel is straight ahead during parking. Smooth stopping cannot be done if your eyes are in the cockpit checking position of nose wheel.

To avoid unnecessary stress on the steering mechanism, do not turn the nose wheel when the airplane is standing still. Turns at high speeds (+ 5 MPH), and excessive movement of the nose wheel should be avoided as directional stability of the airplane resists turning, and sidewise skipping of the nose wheel will result. 3.8.10 Use of Brakes

The feet should be placed on the rudder pedals with the heels on the bottom of the pedals and the ball of the foot to the top of the pedal. Release the brakes slowly to insure a smooth start. Apply pressure gently with the toes and when back pressure is felt, increase the pressure to slow the airplane. Use the brakes gently for smooth taxi techniques. In congested areas, maintain the feet on the pedals as described above. When clear of congested areas, reposition the feet so that the heels are on the floor plates and toes are on the bottom of the rudder pedals. Exercise great caution while in congested areas and check hydraulic pressure and quantity frequently. As the airplane is taxied in open areas, it will gradually accelerate to unsafe taxi speeds. Slow the airplane by steady braking action until it slows almost to a stop. Release brakes and let the airplane roll. It will again tend to accelerate to faster and faster speeds. Repeat the above procedure. This procedure will prevent overheating the brakes. Constant riding of the brakes will cause them to overheat and produce brake failure and possible brake fires. During a sharp turn use the brake on the outside of the turn only. This will avoid excessive strain on the landing gear, and/or damage to tires and runway or parking area surfaces. 3.8.11 Run-up

Careful planning is necessary in parking to position the aircraft into the wind to insure engine cooling during run-up, as well as, leaving room for other airplanes to taxi past or park in the run-up area. Brake the airplane a stop, the airplane's rate of taxi speed can best be determined by observing the ramp at a 90o angle to the direction of movement (looking out the side window). After the airplane is stopped and the parking brake set, set 1000 RPM and for call for the run-up checklist. For engine run-up procedures refer to Chap. 10, page 5. 3.8.12 Crew Briefing

On the initial flight of the day, the Captain will fully brief the crew as to what is expected of them. The briefing will be as follows:

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DC-6 OPERATING MANUAL Maximum wet & dry engine power settings. V1, and V2 Speeds. Crew action in the event of a malfunction prior to or after V1. Non flying pilot call-outs. IFR/VFR departure procedures. Non standard procedures i.e. Gear retraction, Flap retraction, etc.

On subsequent flights of the day, the briefing will remain the same except Item 3 and 4 may be shortened to "Standard Procedures and call-outs". The Pilot not flying will call out: 60 Knots (Pilot flying will call out "cross check"). 3.8.13 VI V2 Altitude for Flap Retraction (minimum 200 feet). Takeoffs - General

The pilot flying will brief the crew as to what he expects of them in case of a malfunction prior to reaching the V1 speed or a malfunction that may occur after reaching the V1 speed. In addition, any other instructions regarding crosswind, traffic, altitudes, clearances, departures, etc. that may be prudent to brief. The flight engineer will normally set all engine power settings and initiate all procedures and check lists upon command of the pilot flying. Prior to reaching 60 KIAS and unless otherwise instructed the pilot not flying will maintain forward elevator pressure to keep the nose wheel in firm contact with the runway and apply upwind aileron if needed during the takeoff roll. He will raise the gear and flaps on command, maintain a watch for traffic, handle all radio tuning and voice communications. 3.8.14 Takeoff Normal

The following procedures outline the normal operating standards used within industry and are reflective of good operating policies and techniques. The procedures as given are based on the Captain as the pilot flying, occupying the left seat. Release the brakes and initiate throttle movement, call for a "30 INCH POWER CHECK". If the engines are operating satisfactory the Flight Engineer will report "30 INCH CHECKED" at which time the captain will call for "MAX WET POWER" or "MAX DRY POWER". The captain's right hand will remain on the throttles until reaching the computed V1 speed. Maintain directional control by use of nose wheel steering until the rudder becomes effective, (approximately 40 KIAS) then by flight controls only. Priority for maintenance of directional control during takeoff is Nose wheel steering, Flight Controls, Differential Power and then brakes, in that ascending order. The First Officer will call "60 Knots" at which time the captain's left hand will release the nose wheel steering control and be placed on the control wheel, at this time the captain will assume control of the flight control column. As speed increases the first officer will report "V1", at which time the captain's right hand will move to the flight controls. Approximately 5 knots prior to V2 speed start back elevator pressure smoothly so as to lift off at the V2 speed. As the airspeed reaches V2 speed the first officer will report "V2".
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DC-6 OPERATING MANUAL Establish an initial pitch attitude of approximately 5 degrees and a positive rate of climb. With assurance that a positive rate of climb is established (VSI positive), call "POSITIVE RATE", "GEAR UP". Maintain an aircraft attitude throughout the climb that will insure both altitude and airspeed are increasing. Avoid an excessive climb rate with a corresponding slow rate of air speed increase as a two-minute time restriction on maximum power must be taken in consideration. Upon reaching V2+15 knots and 200 feet AGL with both altitude and airspeed increasing, call "V2+15, FLAPS UP". After the flaps are fully retracted and the aircraft has accelerated to 140 KIAS, call for "METO POWER", "WATER OFF". Continue acceleration and climb, Call for "CLIMB POWER" as airspeed transits 160 Knots. Accelerate to and maintain a climb speed of 165 knots. At some airports a turn is required prior to 500 feet for terrain clearance. Where this procedure is required the turn should be made after gear retraction, but prior to flap retraction. Use up to 15 degrees of bank, 1/ 2 standard rate.
NOTE:

This takeoff is not to be used at any airport where noise abatement procedures are in use or where obstruction clearance altitude is a factor. Takeoff Night

3.8.15

Same as a normal instrument takeoff. 3.8.16 Takeoff Instruments

The instrument takeoff is a normal takeoff accomplished by referring to outside visual references and flight instruments. The rate of transition from outside visual references to instruments is directly proportional to the rate the outside references deteriorate due to weather. Consider ITO's at night in sparsely inhabited areas and toward or over water. After lining up on the departure runway, complete the hold items including a check of compass systems against the runway. Verify the attitude indicator is functioning and set. Commence a Normal Takeoff roll and at V2 establish a 5 to 6 degree nose up pitch on the attitude indicator. Remember to compensate slightly with pitch attitude to maintain a V2+15 KIAS climb out speed as the landing gear is retracting. Continue as a normal takeoff.

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DC-6 OPERATING MANUAL

3-A Diagram:

Take Off Normal

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DC-6 OPERATING MANUAL 3.8.17 Takeoff Crosswind

When executing a takeoff under crosswind conditions, the aileron control is rolled toward the wind and the aircraft is kept in a three point attitude by forward elevator pressure. Direction is maintained by nose wheel steering until rudder becomes effective (approximately 40 KIAS) then by flight controls only. Priority for maintenance of directional control during takeoff is Nose wheel steering, Flight Controls, Differential Power and then brakes, in that ascending order. The aileron correction applied during the takeoff roll should be held in as the aircraft lifts off. This permits a bank during lift off so that a crab angle is established to maintain a track above the extended centerline of the runway. 3.8.18 Takeoff Rejected

If any malfunction occurs prior to V1: 1. If a crew member detects any malfunction during the takeoff run, call out the type of malfunction, if it effects an engine give the engine number. The Captain makes the decision to reject the takeoff and calls "ABORT", "ABORT", "ABORT". Close all throttles, MAINTAIN DIRECTIONAL CONTROL THROUGH THE COORDINATED USE OF FLIGHT CONTROLS, NOSE WHEEL STEERING, DIFFERENTIAL POWER and BRAKES, in that descending order. If the First Officer is the pilot making the takeoff, the Captain will assume control of the aircraft at the initiation of the abort, at which time the First Officer will assume his normal duties. 2. Use reverse (if available) as required. 3. Continue as in a normal landing roll. 4. If an emergency condition exist, stop the aircraft on the runway, initiate and complete the emergency check list. 5. After clear of runway, call for the After Landing check list. 3.8.19 After Takeoff

Following initial obstacle clearance, the best operating condition is during enroute climb, since the clean configuration at enroute climb speed normally results in the best rate of climb, considering engine cooling. During either a four-engine or three engine takeoff, engine cooling will become critical if maximum power is used for over two minutes at V2 speed. Cylinder head temperatures can be reduced more quickly by an increase in airspeed than by either an increase in cowl flap opening or a reduction in engine power. Therefore, the enroute climb configuration and speed should be attained as quickly as practicable. The same factors are of more concern during a three-engine takeoff than during a four-engine takeoff, and the same recommendations apply, i.e., after obstacles are cleared, establish the recommended enroute climb conditions as soon as practicable. During this transition, consideration should be given to the fact that three-engine acceleration is considerably less than four-engine acceleration. 3.8.20 Transition from Maximum Power to Climb Power

To prevent the possibility of an inadvertent overboost during high power operations, power reductions are to be made in definite steps as follows; Retard throttles to reduce manifold pressure to 2" below that for METO power, (approx, 46" Standard day) then retard the RPM to 2600. For all subsequent power reductions lower manifold pressure by a minimum of 4", then lower the RPM by a maximum of 200. Continue in successive alternate steps until the desired engine speed is reached. Do not reduce both manifold pressure and RPM simultaneously. The operating time at METO power must be kept to a minimum. Do not use METO power as an audio increase the rate of climb or to make a crossing altitude.

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DC-6 OPERATING MANUAL When the airspeed of 160 knots is attained, call for "CLIMB POWER", "AFTER TAKEOFF PROCEDURE", maintain 160 KIAS until reaching 1500' AGL. Continue acceleration to the climb airspeed of 165 KIAS. Trim the aircraft carefully and it will fly "hands off". With gross weights of 92,500 pounds and over, 1500 BHP climb will be used. Under 92,500 pounds, 1400 BHP climb will be used. Maintain a cylinder head temperature of 175C. Select the lowest feasible cruise altitude for that particular flight. Maintain a climb airspeed of 165 Kts to cruise altitude. 3.8.21 Cruise

Cruise power for local training, MAP 27" RPM 2000. Trim for straight and level flight with "hands off" and ball centered. Normally you should fly the airplane with the left hand only (if in the left seat). This will avoid over-controlling and increase your use of the elevator trim to make flying easy. When using the trim control, first place the aircraft in the desired attitude with the left hand by applying pressure to the yoke; with the right hand, move the trim control smoothly until all pressure being maintained by the left hand have been relieved. This technique applies to all three controls.
NOTE:

When advancing power call for RPM, then MAP. When reducing power, call for MAP then RPM to prevent overboost.

Use the lowest horse power setting for your particular gross weight. Re-lean each hour or 5C change in CAT, do not use the primer as a lean check procedure. Maintain a cruise cylinder head temperature of 175C. 3.8.22 Use of Elevator Trim in Turns

If one knows approximately the correct amount of elevator trim to use for a standard rate turn, it is possible to execute standard rate turns without gaining or losing altitude. The approximate amount of elevator trim necessary for a standard rate turn with cruise power set is about 90 degrees of rotation of the elevator trim control wheel. By carefully rolling on the trim as you roll the airplane into the turn so that the trim application is completed as the airplane reaches the proper amount of bank for a standard turn with little or no back pressure necessary on the yoke. If back pressure changes are necessary on the yoke, then these pressures can be relieved by minor adjustments of the elevator trim. With the airplane established in a turn, monitor the vertical speed. Minor changes in pressure and trim will hold the desired altitude within very close limits. It requires only a little practice to master this technique and the quicker it is mastered the better. Good altitude control is very important during precision instrument flying. 3.8.23 Power Adjustments in Turns

When making level standard rate turns of 90 degrees or less, it is seldom necessary to add any power to maintain the airspeed within plus or minus 2 knots of the desired airspeed. When making level standard rate turns of 90 degrees or more, it may be necessary to add approximately 1" of manifold pressure to maintain the desired airspeed within plus or minus 2 knots. When making steep turns (45 degrees of bank), it will be necessary to add approximately 3" to 4" of manifold pressure to the cruise setting to maintain desired airspeed. CAUTION:When executing steep turns, slow flight, approaches to stalls, and unusual attitudes make certain that the hydraulic by-pass is down, the gear handle is up, and the mixtures are rich. This will allow immediate changes to higher power settings and preclude accidental extension of the gear by shearing the uplocks.

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DC-6 OPERATING MANUAL 3.8.24 Airspeed Characteristics in Cruise

The DC-6 is a very clean airplane and will accelerate very rapidly in a nose down attitude when power is left unchanged. Airspeed control in cruise, therefore, depends upon positive altitude control. The airplane will not accelerate or decelerate rapidly in level flight unless significant power changes are made. (example) If the aircraft is in cruise configuration with an indicated airspeed of 170 knots, cruise power set at RPM 2000 and manifold 27", a reduction of airspeed to 140 knots is desired. Reduce the manifold to 22" and hold the airplane level, it will gradually slow to the desired speed. If the airplane is allowed to descend, reduction of airspeed to 140 Knots is almost impossible. Proper attitude control combined with the correct power changes is necessary to achieve desired changes in indicated airspeed. Changes in manifold pressure settings of 1" will have little or no effect on indicated IAS. Begin by making manifold pressure adjustments of plus 5" If the airplane loses airspeed in straight and level flight and the power is left unchanged, the IAS will not readily return to normal cruise IAS. A time lapse of 15 or 20 minutes may occur before the airplane returns to normal cruise IAS if altitude and power are left constant. 3.8.25 Precision Flying and Use of Flaps

In order to fly the airplane with precision, establish goals for yourself and strive to achieve these goals. Always try to maintain altitude within 20 feet. Only in this way can you approach real precision in your flying. To maintain altitude during flap selection, you must understand attitude control and use of elevator trim. Altitude is most difficult to maintain during flap extension. Any time you call for flaps 20o, you must lower the nose below the horizon and rotate the trim control 3/4 turn forward. This must be done just as the flaps are selected. To increase to flaps 30o, an additional 1/4 turn is needed and the nose to a slightly lower position below the horizon.
NOTE:

In use of trim wheel, it has been found that the best procedure is to place your right hand on the top of the wheel. As a change of trim is needed for 20o flaps, move the trim wheel two times for 1/4 turn each time. For flaps 30o, one time for 1/4 turn. (Normally for each ten degrees of flap extension, the trim wheel must be rotated forward 1/4 of a turn and the nose lowered on the horizon). If this procedure is not followed, you will balloon as much as 300 feet above your altitude during flap selections. Descent

3.8.26

Call for the "DESCENT PROCEDURES" prior to commencing descent. If cruise lean has been used for more than 30 minutes prior to descent, relean prior to Top of Descent A 100 BMEP reduced power setting for descent is recommended whenever a descent can be initiated under the 7 NM per 1000 foot criteria, (from 10,000 feet at 70 NM, 5,000 feet 35 NM, etc.) is as follows: A 2" MAP reduction for each two minutes until the desired 100 BMEP is reached. Normally 2000 RPM X 26" MAP at 10,000 feet will result in a 100 BMEP power setting. Maintain 100 BMEP while decreasing throttle during descent. As the aircraft descends into denser air the BMEP will increase and will require a decrease in MAP.

A maximum airspeed of 205 Kts, if it becomes necessary to increase the rate of sink, due so by an airspeed reduction with wing flap and/or landing gear extension. A minimum cylinder head temperature of 140C and a minimum oil temperature of 40C During descent continuously monitor fuel flow for a decreasing flow rate, BMEP for flux or engine roughing, (AMC not enriching). If condition exists, place mixture control in auto rich for the remainder of the descent, then relean if required. 3-46
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DC-6 OPERATING MANUAL As the aircraft passes 5000' MSL place the mixture controls to the Auto-Rich position to ensure engine stabilization. 3.8.27 Area Arrival

During descent the pilot not flying will: 3.8.27.1 IFR Conditions Tune and identify all radios. Tune ADF for maximum signal strength in the ANT position using the BFO switch then switch to ADF. Call out 1000 feet above assigned altitude. Call out 1000 feet above DH/MDA. Call out 500 feet above DH/MDA. Call out 100 feet above DH/MDA. Approach lights or runway/no runway in sight. 3.8.27.2 VFR Conditions Call out ten thousand feet as a reminder to reduce airspeed. Call out one thousand feet above field elevation. Call out five hundred feet above field elevation. No airspeed calls are needed unless airspeed is in excess of 5 knots of the computed approach speed. No sink rate calls unless it is in excess of 1000 feet per minute. A good rule of thumb for descent is to allow 7 miles for each 1000 feet of altitude to be lost. It is permissible to use flaps during a maneuvering descent. 30o of flaps are the maximum usable while the landing gear remains in the UP position. Should the landing gear be extended to increase the rate of descent, wing flap settings within flap airspeed limitations may be used. It should be remembered that if the gear is retracted when flaps are extended beyond 30o the landing gear warning horn will sound. Gross Weight limitations determine the maximum allowable flap position for any given landing. Therefore, pilots must be aware of the wing flap limitations and realize that if they exceed them they are in violation of the Aircraft Operating Manual. For runway and altitude restrictions, refer to the DC-6 Operating Manual, Chapter 6. 3.8.28 Approaches General

Both pilots will review the approach chart and be familiar with all phases of the approach and monitor the radio facility used during the approach. The bearing pointers will be selected to ADF (if required) whenever a VOR receiver is tuned to a ILS, set the OBS to the LOC front course heading. Monitor the marker beacon audio. The following pilot briefing format is extracted from the Briefing Strip section of Jeppesen Terminal Approach Chart. 1. Type of approach (Including Runway and Airport) 2. Approach Aid Freq. 3. Final approach Course 4. Final Approach Fix (FAF) Altitude 5. MDA or DH 6. Airport Elevation

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DC-6 OPERATING MANUAL 7. Missed Approach Procedures 8. Minimum Safe Altitude 9. Runway Lighting Freq. (if required) Call for the "APPROACH CHECKLIST" prior to starting the approach. The pilot not flying will: 1. Tune and identify all radios. 2. Tune ADF for maximum signal strength in the ANT position using the BFO switch then switch to ADF. 3. Call out 1000 feet above DH/MDA. 4. Call out 500 feet above DH/MDA. 5. Call out 100 feet above DH/MDA. 6. Approach lights or runway/no runway in sight. No airspeed calls are needed unless airspeed is in excess of 5 knots of the computed approach speed. No sink rate calls unless it is in excess of 1000 feet per minute. The aircraft should be flown to the initial approach fix at normal cruise speed, do not start a reduction in speed until within 3 minutes of initial station passage. Use a rate of descent and aircraft configuration as necessary, taking into consideration altitude and distance to the fix. Upon passing the initial fix and turning outbound the aircraft speed is reduced to a maneuvering speed of Power as required Flaps 20 degrees Speed maneuvering (160 KIAS) When a descent is required between the initial and final fix, maintain a maximum of 160 knots, extend flaps to 30o and reduce MAP as required. When level prior to final fix, return the aircraft to flaps 20o configuration, and allow the aircraft to decelerate to 140 KIAS. When being radar vectored for a straight in approach, the aircraft is to be set up in the flaps 20o configuration, speed (140 KIAS), prior to the final fix. The pilot flying may control power (hand on throttles) prior to the final fix and during the approach, or the Flight Engineer may assist in power adjustments upon pilot's command, regardless, the pilot flying will initiate all power changes during the approach. All approaches are to be stabilized prior to 500 feet. To obtain the correct maneuver speed, approach speed, and VREF speed for the specific landing weight use the table found in the DC-6 Operating Manual. In addition to approach speeds listed, add 100% of wind gust factor when existing, not to exceed 10 knots. Example: Wind 25, gust 35, add 10 knots to the approach speed. When the aircraft is stabilized during an approach, use extreme caution in making any large or significant power reductions, as it will increase the sink rate very rapidly. Sink rate adjustments should be made in approximately 2" manifold pressure changes. As the aircraft approaches the threshold, a power reduction normally will be very small or not required to cross the threshold at VREF. Touchdown should occur at VREF minus 8 knots, approximately 1000 feet down the runway. A quick method of estimating the required rate of descent for an ILS Glide Slope is simply 5 X GROUND SPEED. By estimating your ground speed and then flying an appropriate rate of descent on the vertical speed indicator, you will be very close to holding the glideslope. EXAMPLE: For a ground speed of 125 KIAS the sink rate would be 5 X 125 or 625 FPM. For a ground speed of 139 KIAS the sink rate would be 5 X 139 or 695 FPM.

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DC-6 OPERATING MANUAL 3.8.29 Approach

Start a reduction in cylinder head temperature so as to arrive at the final approach fix or traffic pattern with and maintain 150C during the final approach. Maintain a minimum of 70 BMEP during the approach. Maintain published approach speed and cross runway threshold at threshold speed to avoid a power off flare and to minimize the amount of reverse. 3.8.30 Approach Visual

1. The "DESCENT" and "APPROACH CHECKLIST" completed; RPM is normally set at 2000 RPM for an aircraft at training weights or 2400 for aircraft weight limited by landing runway length or over a landing weight of 80,200lbs. 2. The down wind leg is flown at 1500 feet AGL with flaps 20o, and an airspeed of 140 KIAS. 3. Abeam point of landing call for "GEAR DOWN", "BEFORE LANDING CHECK". Start timing for turn to base leg, allowing for wind (approximately 30 seconds) 4. Established on base leg extend flaps to 30o and allow the airspeed to stabilize at 130 KIAS; enter final between 600-800 feet AGL. 5. On final set landing flaps, and stabilize airspeed at the computed Threshold Speed plus any wind factor and conduct a normal landing. 3.8.31 Landing, Normal

Landing pattern procedures are to be in accordance with FAR part 91, 121 and the AIM. Pattern altitude for large aircraft is 1500 ft. AGL. Pattern airspeed is 150 KIAS during entry, fly the downwind at 140 KIAS, Base leg is flown at 130 KIAS decreasing to 125 KIAS on final approach; the speed is then reduced to threshold speed when the aircraft is placed in the landing configuration. If the aircraft crosses the threshold on the computed threshold speed, touchdown will occur in the touchdown zone, on speed. The DESCENT and APPROACH checklist are completed prior to traffic pattern entry. During the pattern entry or when established on the downwind, extend the wing flaps to 20o and allow the airspeed to decrease to 140 KIAS. The downwind leg is placed 8,000 to 10,000 feet from and parallel to the landing runway. If required, establish a crab angle to insure a parallel track. When abeam the touchdown point extend the landing gear and call for the "BEFORE LANDING CHECKLIST". Approximately 30 seconds passed the end of the runway, commence a standard rate turn to base leg, do not exceed 30o of bank angle. The optimum base leg is placed at a distance of 2 miles (12,000 ft.) from the landing threshold. When a 3o descent profile is used utilizing the recommended descent rate, the following results will be noted, the turn to final will be at 650 ft. AGL, and the threshold crossing altitude will be 50 ft. AGL. An easy method for determining an approximate descent rate to achieve a 3o glide slope is: RATE OF DESCENT (fpm) FOR A 3 DEGREE SLOPE = 5 X GROUND SPEED EXAMPLE: At a Ground speed of 120 Kts, required descent rate equals 5 X 120 = 600 fpm or (Airspeed X 10)/2 = Descent rate. When established on base leg, extend the wing flaps to 30 degrees and stabilize the airspeed at 130 KIAS. The turn to final approach should be completed 2 miles from the threshold at no less than 650 ft. AGL. The plane of the VASI approach slope only provides guaranteed obstacle clearance in an arc 10 left or right of the extended runway centerline out to a distance of 4 NM from the runway threshold. Even though the VASI may be visible in good conditions out to 5 NM by day and 20 NM by night, before using VASI information the airplane should be within this arc, and preferably aligned with the extended runway centerRev 0 01 December 2006 3-49

DC-6 OPERATING MANUAL line. In general, AN APPROACH DESCENT USING VASI SHOULD NOT BE INITIATED UNTIL THE AIRPLANE IS VISUALLY ALIGNED WITH THE EXTENDED RUNWAY CENTERLINE. On instrument approaches, once the VASI comes into view you may use it to adjust your approach path, when within 4 NM of the threshold. Once established on final, the pilot may elect to operate the throttles; this is accomplished by use of the statement "PILOTS THROTTLES". The flight engineer will then continue to monitor and adjust throttle movement for asymmetrical thrust while insuring that overboost or underboost does not occur. Approximately 200 feet AGL, call for "FLAPS 40o" (for weights above 92,000 lbs) or "FLAPS FULL" (for weights at or under 92,000 lbs). Allow the airspeed to decrease to and stabilize at the computed threshold speed. Maintaining threshold speed, cross the threshold at 50 ft. AGL, reduce power to approx. 15" MAP, begin to apply elevator back pressure to place the aircraft in a slightly nose high attitude. Nose up elevator trim will assist in relieving some of the required back pressure. The aircraft attitude with landing flaps extended is extremely flat, Therefore, care must be taken to avoid touchdown on the nose wheel (wheel barrel). As airspeed dissipates, slowly increase back pressure maintaining a slight nose high attitude until ground contact occurs. As the main landing gear contacts the runway the flight engineer will place the propeller master lever full forward (decrease blade angle) in preparation for propeller reversal. Propeller reversal is required when landing weight is limited by runway length or above 80,200 lbs. As soon as the main gear contacts the runway, the pilot will close the throttles. Smoothly lower the nose wheel while the elevator is still effective and either initiate reverse or let the aircraft roll out. Priority for directional control during the landing roll is in the following descending order: Flight Controls, Differential Power, Nosewheel Steering, and Brakes. If reverse is required, the pilot smoothly lowers the nosewheel to the runway, he/she then initiates the reverse process by calling for "REVERSE". The flight engineer activates the martin bar and applies power in the reverse range. Once the reversing process is initiated, the flight engineer will call out "IN REVERSE" as indicated by the reverse blade angle indicator lights (amber). Normally the flight engineer will manage the throttles and limit power to approximately 30" MAP while maintaining 1200 to 1500 RPM, however, if required, a maximum of 50" MAP or 2600 RPM, whichever occurs first, may be used. As reverse is most effective at higher airspeeds, and if an outboard propeller fails to enter the reverse range, the unsymmetrical thrust applied to the aircraft will result in a violent yaw. Extreme caution must be used if reverse is activated when airspeed is in excess of 100 Knots. The first officer takes control of the control column as the pilot guards the nosewheel steering, maintaining a light forward pressure and wings level for the remainder of the landing roll. The first officer will call out "60 Kts", At 60 Kts the pilot discontinues reverse by calling "OUT". The flight engineer then returns the throttles to the forward idle range. The first officer will continue to hold forward yoke pressure and be alert for a rapid and forceful movement of the elevator (yoke) as the propellers change to forward thrust. The rudder is effective for steering control until approximately 40 Knots. Use of rudder over nosewheel steering for directional control is preferred due to the side loads imposed on the nose gear upper assembly. After completion of the landing roll and clear of the runway, call for the "AFTER LANDING" checklist. 3.8.32 Landing, Night

The procedures for night landings are basically the same as normal landings, with a few notable exceptions. The approach to the aiming point should be stabilized and conform to a normal 3o approach angle, the same as a normal approach. Use all available aids, such as the RUNWAY LIGHTING and a VASI system if available.

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DC-6 OPERATING MANUAL Using the RUNWAY EDGE LIGHTING only, correct tracking and slope is achieved when the RUNWAY PERSPECTIVE is the same as in daylight. For CORRECT TRACKING, the runway should appear symmetrical in the windshield. Guidance on achieving the CORRECT APPROACH SLOPE is obtained from the apparent spacing between the runway edge lights. If the airplane is getting to low on the slope, the runway lights will appear to be closer together. If the airplane is flying above the slope, then the runway lights will appear to be further apart. If no VASI is available, then the AIMING POINT during the approach should be a point selected somewhere between two to four runway edge lights along the runway from the approach threshold. If there is a VASI available, the AIMING POINT provided by this system should be used. Because it is an approach aid and not a landing aid, the VASI should be disregarded once below 200 feet HAA, and attention placed on the perspective runway edge lighting in anticipation of the flare. Following the landing flare the airplane will touch down some distance beyond the aiming point used during the approach. Once approaching the threshold, the runway lights near the threshold should start moving down the windshield, and certain runway features may become visible in the landing lights. The VASI guidance will become less valuable below about 200 feet and should not be used in the latter stages of the approach, and certainly not in the flare and landing. THE VASI IS AN APPROACH GUIDE ONLY it has no value in the flare and touchdown. It is pilot's judgment that counts in the landing. The best guide to FLARE HEIGHT AND ROUND OUT is the runway perspective given by the runway edge lighting. As the airplane descends towards the runway, the runway edge lighting that you see in your peripheral vision will appear to rise. The appearance of the ground can sometimes be deceptive at night so, even when using landing lights, USE THE RUNWAY LIGHTING AS YOUR MAIN GUIDE IN THE FLARE, both for depth perception as well as tracking guidance. When using landing lights do not stare straight down the beam, but to one side. There is a common tendency to flare and hold off a little too high in the first few night landings in the DC6, but this tendency can soon be modified with a little practice. Avoid trying to see the runway under the nose of the airplane, this will almost certainly induce a tendency to fly into the ground without rounding out.

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DC-6 OPERATING MANUAL

3-B Diagram:

Landing Normal

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DC-6 OPERATING MANUAL 3.8.33 Landing, Crosswind

There are three methods for crosswind landings, CRAB METHOD, WING DOWN METHOD, and the COMBINATION METHOD. Everts Air Cargo uses the combination method of a CRAB APPROACH followed by a WING DOWN LANDING. A distinct disadvantage of the wing down technique being used all the way down final is that the controls are crossed and the airplane is not coordinated. This is both inefficient and uncomfortable. A more comfortable approach can be flown if drift is controlled and the extended runway centerline is maintained by crabbing into the wind and the airplane is flown coordinated. An easier crosswind landing can be made if, prior to touchdown, the wing down method is employed by lowering the upwind wing and simultaneously applying opposite rudder to align the airplane. This aligns the wheels with the track of the airplane along the runway. The amount of wing down and opposite rudder required being determined by the strength of the crosswind. At just what point you transfer from the crab to the wing down depends upon your experience and the wind conditions. Initially, it may be better to introduce the wing down at about 100 ft. above ground level, but as you become more experienced this can be delayed until closer to the runway surface. However, IN GUSTY CROSSWINDS it is better to introduce the wing down earlier than in steady wind conditions. IT MUST BE REMEMBERED THAT YOU CAN HURT THE AIRCRAFT IF YOU ALLOW A TOUCHDOWN TO OCCUR IN A DRIFT OR CRAB. The touchdown will be made with the upwind main gear first; aileron should be held allowing the other main gear to be smoothly lowered to the runway. After the nose wheel is lowered, the pilot in the right seat will apply forward elevator pressure and keep the wings level with the aileron. As the main landing gear touches down during strong and gusty crosswinds, raise the wing flaps from the landing configuration to the up position, this will decrease the lift on the upwind wing. Under wind conditions that are extreme, landing with less than flaps (40o-50o) may be more desirable.
NOTE:

It is recommended that only the inboard engines be reversed in extreme crosswind conditions.

Proceed as in a normal landing. 3.8.34 Approach ILS Normal, All Engines Operating

1. Accomplish the "DESCENT" and "APPROACH CHECK LIST" prior to arrival over or within 3 minutes of the Initial Approach Fix (IAF). RPM is normally set at 2400 RPM for an approach in instrument conditions 2. After passing the initial fix outbound reduce to 160 KIAS. If a descent is required, a wing flap extension of up to 30 degrees may be used. Upon completion of procedure turn, set the WING FLAPS to 20 and allow the airspeed to stabilize at 140 KIAS. Proper interception of the localized and glideslope simplifies and increases the accuracy of an ILS approach. The localizer wind correction should be should be tied down prior to interception of the glideslope. The glideslope approached from below, in level flight, the WING FLAPS set at 20 and the GEAR UP, with power set for a stabilized airspeed of 140 KIAS. As the aircraft approaches the localizer or glide slope and the indicator departs from a full scale deflection and starts to close, the PNF will call, "LOCALIZER ALIVE" or "GLIDE SLOPE ALIVE". 1. Glideslope alive - Alerting Call by PNF, "GLIDE SLOPE ALIVE". 2. One dot above Glideslope - "GEAR DOWN", "BEFORE LANDING CHECK". 3. Glideslope centered - "FLAPS 30o". Stabilize at an approach speed of 125 KIAS.
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DC-6 OPERATING MANUAL The localizer should be flown with normally no more than 10 degrees of heading correction prior to the final approach fix and 5 degrees of heading correction or less after passing the final approach fix. Proper glide slope angle is maintained through good use of power control. Approaches are to be stabilized in the Approach Configuration; WING FLAPS 30 and GEAR DOWN, prior to 1000 feet above DH. For wind gust additions to the approach speeds, add 100% of existing wind gust factor, not to exceed 10 knots; example: wind 25 Kts. gusting to 35 Kts, add 10 knots to the approach speeds. If the runway environment is not insight as the aircraft approaches 200 Ft above minimums (DH), alert the crew for the possibility of a missed approach. When landing is assured (runway environment), extend "LANDING FLAPS", and establish the threshold speed plus 100% of any wind gust factor.

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3-C Diagram:

ILS - Normal, 3 or 4 Engines

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DC-6 OPERATING MANUAL 3.8.35 Non-Precision Instrument Approaches

The aircraft should be flown to the Initial Approach Fix (IAF) at normal cruise speed, do not start a reduction in speed until within 3 minutes of initial station passage. Complete the "DESCENT" and APPROACH" checklist prior to initial station passage. Use a rate of descent and aircraft configuration as necessary, taking into consideration the altitude and distance to the fix. Upon passing the (IAF) initial fix and turning outbound the aircraft speed is reduced to a maneuvering speed of 160 KIAS, the WING FLAPS may be extended to 30o if a descent is required. Upon completion of procedure turn and inbound to the final approach fix, reduce airspeed to 140 KIAS with the aircraft in the WING FLAPS 20, GEAR UP configuration. As the aircraft approaches the lead radial during a VOR approach and the course indicator departs full scale deflection, the pilot not flying will call, "LEAD ALIVE". As the lead radial centers the pilot not flying will call "LEAD RADIAL". At the final approach fix call for "TIME", "GEAR DOWN", "2400 RPM", "FLAPS 30o", "LANDING CHECK". Reduce power and use 30o of flaps or as necessary to insure a constant and stable sink rate, allow the airspeed to stabilize at 125 KIAS. Plan arrival at MDA in sufficient time to avoid being rushed as you approach time expiration or the missed approach point. When approximately 100 ft. above the MDA, retract the wing flaps to 20o and increase power to maintain the MDA and approach speed of 125 KIAS. DO NOT DESCEND BELOW THE MDA until the runway environment is in sight and the aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers, and unless that descent rate will allow touchdown to occur within the touchdown zone of the runway of intended landing. With the runway in sight lower flaps to the final setting and reduce airspeed so as to cross the runway threshold at the computed threshold crossing speed and conduct a normal landing.

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3-D Diagram:

Non-Precision Approach

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DC-6 OPERATING MANUAL 3.8.36 Circling Approach

If the final approach direction of an instrument approach procedure does not align the airplane within 30o of the landing runway, then it is technically no longer a straight-in procedure, and significant VISUAL MANEUVERING will be required to align the airplane with the landing runway. Visual maneuvering is also known as CIRCLING or as CIRCLE-TO-LAND, these terms being used to describe the VISUAL phase of flight after completing an instrument approach, with the aim of maneuvering an aircraft into position for a landing on a runway to which a straight-in approach is not possible. The flight path that the pilot chooses to fly will vary depending upon the situation, for instance, he might choose to circle in a direction that avoids high terrain, low clouds, a heavy shower, etc. A circling approach is a more difficult maneuver than a straight-in approach, because it often involves close-in maneuvering under low cloud bases and in poor or marginal visibility. It will require PRECISE ATTITUDE FLYING, with close attention to maintaining altitude, while flying a suitable flight path to position the airplane for a landing, keeping the runway environment in view, and maintaining a good LOOKOUT for obstructions and other aircraft. If you become visual at or above the circling MDA, then you MAINTAIN CIRCLING MDA OR HIGHER while you maneuver within the circling area, until you are in a position to commence descent to INTERCEPT A NORMAL FINAL APPROACH. A circling approach is a VISUAL flight maneuver, and you must remain VISUAL throughout. In the event visual contact can not be maintained a missed approach is to be initiated. Wind direction and speed usually determine which runway will be used for landing. Cloud bases usually determine what pattern altitude is flown. If there is a fog bank on one side of the airport, then a circling approach on the other side of the airport in good visibility is preferable, irrespective of whether a left or right traffic pattern is involved. If weather conditions permit, it is advisable to follow the normal traffic pattern which at most airports is left handed, this provides the captain in the left seat with a good view of the runway, and to fly at the normal pattern altitude. If the clouds are lower, however, then a circling approach is legal at heights down to the circling minimums. The term circling does not imply that the visual maneuvering should follow a circular pattern; but rather that the traffic pattern should be adjusted to suit the conditions. As a general rule, CIRCLING SHOULD BE AS CLOSE TO A NORMAL TRAFFIC PATTERN AS CONDITIONS ALLOW. This helps other aircraft in the pattern, as well as ATC, and keeps things as standard as possible for the pilot. Descent BELOW THE CIRCLING MDA should not be made until: Visual reference with the airport environment is established and maintained; The landing threshold is in sight; The required obstacle clearance can be maintained on approach and the airplane is in a position to carry out a landing.

The most appropriate time to commence the descent from the circling MDA for a landing is when the normal landing descent profile is intercepted. The lower the circling MDA, the closer this will be to the airport. If, for instance, the airplane is circling at 400 ft. HAA, the landing descent would not be commenced until on final. For higher circling MDA's, say 1200 feet HAA, the descent for a landing may be commenced earlier to avoid unnecessarily high descent rates on final. OBSTACLE CLEARANCE and CLOUD CEILING will govern the actual height flown while maneuvering in the circling area. It is unusual for cloud bases to be absolutely flat, normally they are rather irregular or ill defined, and fluctuate in height. For this reason, it is recommended that a vertical clearance of at least 200 feet is maintained between the airplane (flying at circling MDA or higher) and the actual cloud bases. This separation is impossible to measure accurately of course, so it requires REALISTIC ESTIMATION 3-58
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DC-6 OPERATING MANUAL BY THE PILOT who MUST REMAIN VISUAL and NOT DESCEND BELOW the CIRCLING MDA until in a position for a safe descent for landing. You MUST NOT circle at a lower height than the circling MDA, no matter what the clouds do. If you fly into clouds while circling at the MDA YOU MUST EXECUTE A MISSED APPROACH. If at any time during a circling approach you feel uncomfortable for any reason (such as lowering cloud bases, decreasing visibility, heavy rain or hail, turbulence, windshear, etc.), or if you lose visual contact, THEN DON'T HESITATE TO EXECUTE A MISSED APPROACH. If you lose visual reference when circling to land after an instrument approach, then the missed approach procedure for that particular instrument approach should be followed. The airplane may be in a slightly awkward position to follow the published missed approach procedure, depending upon its position in the pattern. It is expected that you MAKE AN INITIAL CLIMBING TURN TOWARDS THE LANDING RUNWAY TO TRACK OVERHEAD THE AIRPORT, and continue climbing on the published missed approach track to the required altitude. This should keep the airplane clear of obstacles, first of all in the circling area, and then in the missed approach area. The aircraft should be flown to the initial approach fix at normal cruise speed, do not start a reduction in speed until within 3 minutes of initial station passage. Complete the "DESCENT" and "APPROACH CHECKLIST" prior to initial station passage. Use a rate of descent and aircraft configuration as necessary, taking into consideration altitude and distance to the fix. Upon passing the initial fix and turning outbound the aircraft speed is reduced to a maneuvering speed of 160 KIAS, the WING FLAPS may be extended to 30 if a descent is required. Upon completion of procedure turn and inbound to the final approach fix, reduce airspeed to 140 KIAS with the aircraft in the WING FLAPS 20, GEAR UP configuration. At the final approach fix call for "TIME", "FLAPS 30", reduce power as necessary to insure a constant and stable sink rate, maintain a MANEUVERING SPEED OF 140 KIAS. Plan on arrival at the circling MDA in sufficient time to avoid being rushed approaching the time expiration or the missed approach point. When approximately 100 ft. above the circling MDA, retract the wing Flaps to 20o and increase power to maintain the circling MDA with a MANEUVERING SPEED OF 140 KIAS. Regardless when the runway environment is sighted, maintain the inbound track, DO NOT COMMENCE THE CIRCLING MANEUVER UNTIL THE AIRCRAFT IS WITHIN THE MANEUVERING AREA. The category "C" maneuvering area is a 1.7 NM radii. Within the maneuvering area the terrain clearance is 300 feet above the highest obstacle. CIRCLE MANEUVERING WITH THE DC-6 is accomplished at 140 KIAS WITH A BANK ANGLE OF NOT MORE THAN 30o. For training purposes the reported cloud base will be 100 feet above the circling MDA. If possible, enter a left traffic pattern, place the downwind leg at a reasonable distance from the runway (1.7 nm is 10,329 ft.). If the aircraft is to close in the base to final turn will result in an overshoot or an excessive amount of bank angle. If the runway is on the blind side use the pilot-not-flying for an ongoing update of the runway position and environment. Abeam the touchdown zone, call for "GEAR DOWN", "2400 RPM", "LANDING CHECK", as the aircraft passes abeam the landing threshold start timing in preparation for the base leg turn. Depending on ground speed (tailwind), the time will be approximately 30 seconds. Turns are not to exceed a 30o bank angle. Do not use VASI indications until within 10o of the runway centerline and preferably when aligned with the runway. DO NOT DESCEND BELOW THE CIRCLING MDA until the runway environment is sighted by the pilot flying, the aircraft is aligned within 30o of the runway and is continuously in a position from which a descent to a landing can be made at a normal rate of descent that will allow touchdown to occur within the touchdown zone of the runway. Lower flaps to the final setting and reduce airspeed so as to cross the runway threshold at the computed threshold speed and conduct a normal landing.
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3-E Diagram:

Circling Approach

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DC-6 OPERATING MANUAL 3.8.37 Approach Missed, General

If the airfield or runway environment is not in sight at the missed approach point; or if not aligned for a safe landing within the touchdown zone of the intended runway; or if during a circling approach the runway environment can not be maintained; or if directed by the controlling agency; or if the radio navigation aid or approach instrument fails below 500 feet above minimums; or if significant disagreement occurs between instruments tuned to the same navigational approach aid; EXECUTE AN IMMEDIATE MISSED APPROACH. For a precision approach, such as the ILS, the missed approach point is defined by the intersection of the glidepath with the pilot's decision height (DH), and therefore is not shown diagrammatically on the approach charts. Unless visual, the pilot should commence the missed approach upon arrival at the Decision height. For a non precision approach, the missed approach point (MAP) is defined by either a FIX, FACILITY or by TIMING, and is shown on both the plan and profile diagrams as a dotted line, it is also described in the text. If a turn is specified in the missed approach procedure, then it should not be commenced until the airplane has passed the MAP and is established in the climb. The pilot may not descend below his authorized minimum descent altitude (MDA) on a non-precision approach unless he becomes visual. However, (unlike a precision approach) he may track in as far as the (MAP) at or above this level in hope of becoming visual before having to commence a missed approach. It is possible that he may become visual in a position from which it is not possible to complete a straight-in landing safely, in which case some maneuvering to position the airplane will be necessary, known as a circle-to-land maneuver. The missed approach segment is completed at an altitude sufficient to allow either: Initiation of another instrument approach; Return to a designated holding pattern; or Resumption of enroute flight to a diversion airport.

For a non precision approach where the approach aid is away from the airport and acts as the final approach fix (FAF), a small table at the bottom of the approach chart shows the time from the final approach fix (FAF) to the missed approach point (MAP). On ILS charts this information is useful in situations where the electronic glideslope is not available, and a non-precision localized approach has to be made. Always start timing at the (FAF), even on an ILS approach. If the glide-slope fails after the (FAF) you can still proceed with a non precision localizer approach and recognize the (MAP). In summary, during final approach the pilot should have clearly fixed in his mind his AUTHORIZED MINIMUMS, and the MISSED APPROACH PROCEDURE. If not visual and with the runway environment in sight at the authorized minimum altitude: (DH) for a precision approach, a missed approach should be commenced immediately; Or At (MDA) for a non precision approach, the airplane may continue tracking at (MDA) to the missed approach point (MAP) in the hope of becoming visual. A missed approach must be commenced at or before the (MAP) if visual flight or runway environment is not established. Missed Approach Procedure When Circling

3.8.38

If you lose visual reference while circling to land during an instrument approach, then the missed approach procedure for that particular instrument approach should be followed. Depending upon its position in the circling pattern the aircraft may be in a slightly awkward position to follow the published missed approach procedure. However, it is expected that you will make an initial climbRev 0 01 December 2006 3-61

DC-6 OPERATING MANUAL ing turn towards the runway to track overhead the airport and continue climbing on the published missed approach track to the required altitude. This should keep the airplane clear of obstacles, first in the circling area, and then in the missed approach area. Since the circling maneuver may be accomplished in more than one direction, and the aircraft could be anywhere in the circling pattern when visual reference is lost, the pilot will have to devise and follow a suitable flight path to establish the airplane on the prescribed missed approach procedure. When the pilot decides to execute a missed approach, he must fly the airplane according to the procedures as set forth, and transition smoothly to a climb-out in a positive manner with prompt and precise attitude and power changes. 3.8.39 Approach Missed, All Engines Operating

Everts Air Cargo DC-6 Operating Manual outlines the normal all engines operating missed approach procedure as follows: 1. STOP SINK 2. 3. 4. 5. Arrest the aircraft descent with a positive rotation, rotate to approximately a 5o pitch altitude. "MAXIMUM POWER" The pilot will initiate and call for "MAXIMUM POWER". Maximum allowable power will be used. "FLAPS 20" The wing flaps are placed from a lift/drag condition to a maximum lift position. "POSITIVE RATE, GEAR UP" With the aircraft in a positive climb, the landing gear retraction will further reduce drag. "V2 + 15", "FLAPS UP"

As the aircraft accelerates through V2 + 15 KIAS and is clear of obstructions, a minimum of 200 feet AGL with a positive climb rate established. Retract the wing flaps. 6. "140 Kts, METO POWER, WATER OFF" Upon passing 140 KIAS call for "METO POWER" and "WATER OFF". Remember the two minute operating time limit at maximum power. Proceed as in a normal takeoff. 3.8.40 Parking and Securing

The "AFTER LANDING CHECK" will be accomplished after clearing the runway or when the aircraft has slowed to taxi speed. If conditions are such that all four engines are not required for taxiing the outboard engines may be shut down. Scavenge the engines by idling at 1000 RPM for 1 minute prior to shut down. It must be remembered that it is far more desirable to use 4 engines to taxi than a higher power that may be required on 2 engines. Immediately prior to approaching the ramp area, the brake pressure and hydraulic reservoir quantity will be checked and monitored until aircraft is parked. After the aircraft has been parked the appropriate shut down procedures will be accomplished by following the engine shut down and secure aircraft checklist. 3.8.41 Parking

Leave cowl flaps full open for a minimum of 15 minutes after engine shutdown. Just remember that excessive heat may COKE the upper cylinder valve guides which are one of the major contributing factors in valve strikes. Cold weather operation may require modification of this procedure. 3-62
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CHAPTER: 4
4.1

ABNORMAL FLIGHT PROCEDURES

Takeoff Rejected
If a crewmember detects any malfunction during the takeoff run, call out the type of malfunction, if it effects an engine give the engine number. The Captain makes the decision to reject the takeoff and calls "ABORT", "ABORT", "ABORT". Close all throttles, MAINTAIN DIRECTIONAL CONTROL THROUGH THE COORDINATED USE OF FLIGHT CONTROLS, NOSE WHEEL STEERING, DIFFERENTIAL POWER and BRAKES, in that descending order. If the First Officer is the pilot making the takeoff, the Captain will assume control of the aircraft at the initiation of the abort, at which time the First Officer will assume his normal duties. Use reverse (if available) as required. Continue as in a normal landing roll. If an emergency condition exists, stop the aircraft on the runway, initiate and complete the emergency check list. After clear of runway call for the After Landing Check List.

If any malfunction occurs prior to V1:

4.2

Takeoff with Simulated Powerplant Failure After V1, Prior to V2

Procedures, techniques, and the aircraft performance available depend upon numerous variables. Some of the variables that must be taken into consideration are the Aircraft Gross Weight, Center of Gravity location, whether Auto Feather is used, the Max Power setting, Outside Air Temperature, Surface Winds, Runway Surface Conditions, Departure Weather, which engine failed (Inb'd or Outb'd) and type of failure. CONFORM TO THE CREW BRIEFING and INSURE THAT FLIGHT CREW COORDINATION IS IN EFFECT during the critical phase of the emergency and subsequent departure. 1. Maintain directional control by an immediate rudder deflection away from the dead engine. The amount of deflection required will depend upon which engine failed, the amount of crosswind, the airspeed at time of failure and the available operating engine power output. In conjunction with the Rudder, apply full forward elevator pressure and roll aileron to the side with the operating engines as the wing starts to rise. 2. Place all concentration on maintenance of directional control and a smooth rotation. Use elevator backrotation to pressure smoothly so as to lift off at V2. The aircraft gross weight will dictate the rate of the lift off attitude, the heavier the aircraft the slower the rate. 3. Establish a pitch attitude (approximately 5 degrees) so as to maintain a climb at V2 speed. Maintain a 3 to 5 degree bank away from the failed engine. When the aircraft pitch attitude is established and with a positive rate of climb (VSI positive), call "POSITIVE RATE", "GEAR UP". 4. Call for feathering of the failed engine, i.e. "FEATHER ENGINE #1", "#1 MIXTURE IDLE CUTOFF", "#1 FIREWALL SELECTOR PULLED", etc. 5. During initial climb maintain V2 speed until clear of obstacles or upon reaching 400 feet AGL. 6. When 400 feet AGL is obtained, slow the rate of climb so that both altitude and airspeed are increasing. When Transitioning V2+15 KIAS call, "V2+15 FLAPS UP", do not allow the aircraft to descend. Call for "METO POWER", "WATER OFF" when 140 KIAS has been reached and the flaps are fully retracted. At 140 KIAS increase pitch attitude so as to climb maintaining 140 KIAS 7. Upon reaching 1500 feet AGL and 160 KIAS call for "CLIMB POWER". Continue to accelerate to and maintain a climb speed of 165 KIAS. Call for the "ENGINE FAILURE CHECKLIST", when it is complete and conditions permit, call for the "AFTER TAKEOFF PROCEDURE".
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4.3
4.3.1

Powerplant Failure
Engine Failure During Flight

Maintain directional control and flying speed, remember that AIRCRAFT CONTROL is critical. Perform all the Immediate Action Steps as outlined in the Engine Failure and/or Fire Emergency Procedure. As conditions permit, call for the Cleanup Items of the Engine Failure and/or Fire Emergency Procedure. Make an immediate assessment of the situation, then formulate a plan of action. Areas to be taken under consideration may be any one or a combination of the following: 4.3.2 Engine Inoperative: Landing (FAR 121,565(b))

If not more than one engine of an airplane that has three or more engines fails or its rotation is stopped, the pilot in command may proceed to an airport that he selects. If, after considering the following, he decides that proceeding to that airport is as safe as landing at the nearest suitable airport. 1. The nature of the malfunction and the possible mechanical difficulties that may occur if flight is continued. 2. The altitude, weight, and usable fuel at the time of engine stoppage. 3. The weather conditions en route and at possible landing points. 4. The air traffic congestion. 5. The kind of terrain. 6. His familiarity with the airport to be used. 4.3.3 Additional Considerations

Type of Instrument Approaches available and the Approach Minimums. Flight crew experience and fatigue level. THREE".

WARNING:"WHEN OPERATING ON FOUR ENGINES", "THINK "WHEN OPERATING ON THREE ENGINES", "THINK TWO".

The flight manual states that a three-engine approach and landing is the same as a normal four-engine approach and landing. However, variances in gross weights, airplane configurations, reported weather, type of instrument approach available or if a visual approach is to be used, will dictate how the approach and landing is to be conducted. Methods of operations that will affect engine(s) out operation are as follows: EXCESSIVE DRAG: The use of wing flaps and/or landing gear for descent purposes are understandable. However, at any gross weight, once the aircraft has leveled, it must be returned to a clean configuration or considerable power will be required in order to maintain airspeed. AIRSPEED CONTROL: As with any Douglas airplane, airspeed is very difficult to loose, however, once the airspeed is lost, it is very difficult to regain. ENGINE POWER: High power settings due to induced drag or low airspeed will only compound the problem by increasing cylinder head temp, oil temp, cowl flap position, and overall engine abuse. The heavier the airplane, the more critical the approach profile becomes. Preplanned aircraft configurations will result in proper airspeeds with minimal power requirements. A proper profile and execution are the key factors in a successful approach and landing. PLAN AHEAD!!! 4-2
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4.4

Landing with One Powerplant Failure - 3 Engines

Landing with one engine inoperative is accomplished utilizing the same procedures as a normal landing with the following exceptions: Flaps are not to be extended more than 30o until landing is assured. Brief the crew as to which engines will be reversed. Rudder trim will be set to zero when landing flaps are called for. Only symmetrical engines are reversed until obtaining positive directional control; then asymmetrical reverse thrust may be increased to the limits of directional control. Proceed as in a normal landing.

4.5

Landing with Two Engines Inoperative

Maneuvering to Land with Failure of 50% of the Available Power Plants 4.5.1 Visual Approach (VFR)

WARNING:Aircraft accidents do occur during simulated engine(s) out practice. Once power on the simulated engine(s) has been stabilized at (1500 RPM/17" MAP) for any period of time, the engine(s) must be considered unreliable and nonresponsive. DO NOT RELY ON THE SIMULATED FAILED ENGINE(s) AS A POWER SOURCE, Plan all approaches and landings accordingly. All two engines out approaches must terminate in a full stop. If the flight path does not look satisfactory, do not commit to the landing and execute a missed approach early. The flight crew must be continually alert as to the progress of the flight glide path in relation to airspeed and the rate of touchdown zone closure. It must be remembered that two engine out on the same side VMC speed is 115 KIAS. WARNING:WHILE APPROACHING THE RUNWAY, IF THE AIRCRAFT STARTS BELOW A SAFE GLIDE PATH SHORT OF THE TOUCHDOWN ZONE AND/OR APPROACHING THRESHOLD SPEED, THEN EXTREME CAUTION MUST BE USED WHEN POWER IS APPLIED TO THE OPERATING ENGINES. Set the operating engines at a power setting of 2600 RPM and whatever Manifold pressure is required to maintain a minimum maneuvering speed of 140 KIAS, preferably higher. When operating on two engines remain in the clean configuration until within the airport traffic area. Flaps should not be extended more than 30o or the airspeed allowed to be less than 140 KIAS until the landing is assured. During a two engine inoperative approach and landing, plan a larger than normal traffic pattern to allow yourself sufficient time during the approach to correct for any errors. Fly a wider than normal traffic pattern with an extended downwind leg at a normal traffic pattern altitude of 1500 feet AGL. Turning base leg call for "FLAPS 20o" degrees. When established on final call for "GEAR DOWN", "LANDING CHECK". When the landing is assured and at the pilot's discretion, call for "LANDING FLAPS", and return the rudder trim to zero. Reduce power so as to cross the runway threshold at 120 KIAS minimum. After touchdown, if reverse is required, reverse the operating inboard engine first, followed by the outboard engine as directional control permits.

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DC-6 OPERATING MANUAL Maintain directional control throughout the landing roll through the coordinated use of Flight Controls, Differential Power, Nosewheel Steering, and Braking, in that descending order. 4.5.2 Instrument Approach (IMC)

Set the operating engines to a power setting of 2600 RPM and whatever Manifold pressure is required to maintain a MINIMUM maneuvering speed of 150 KIAS. When operating on two engines, remain in the clean configuration until approaching the final approach fix. Have the descent and approach checklist completed. Upon crossing the final approach fix or at glide slope interception, extend the wing flaps to 20o and allow the airspeed to reduce to 140 KIAS. A ground speed of 140 KIAS will require a rate of descent of approximately 700 FPM to maintain a 3o glide slope or a rate of descent to approximate a 3o slope. When on the glide path or descending to (MDA) with a rate of sink established call for "GEAR DOWN", "LANDING CHECK". Flaps should not be extended more than 30o or the airspeed allowed to be less than 140 KIAS until the landing is assured. When the landing is assured and at the pilot's discretion, call for "LANDING FLAPS", and return the rudder trim to zero. Reduce power so as to cross the runway threshold at 120 KIAS minimum. After touchdown, if reverse is required, reverse the operating inboard engine first, followed by the outboard engine as directional control permits. Maintain directional control throughout the landing rollout through the coordinated use of Flight Controls, Differential Power, Nosewheel Steering, and Braking, in that descending order.

4.6

Approach Missed, with Powerplant Failure

The engine inoperative missed approach procedure is as follows: 1. STOP SINK 2. 3. 4. 5. Arrest the aircraft descent with a positive rotation, rotate to approximately a 5o pitch altitude. "MAXIMUM POWER" The pilot will initiate and call for "MAXIMUM POWER". Maximum allowable power will be used. "FLAPS 20" The wing flaps are placed from a lift/drag condition to a maximum lift position. "POSITIVE RATE, GEAR UP" With the aircraft in a positive climb, landing gear retraction will further reduce drag. "V2 + 15", "FLAPS UP" As the aircraft accelerates through V2 + 15 KIAS and is clear of obstructions, a minimum of 200' AGL with a positive climb rate established. Retract the wing flaps. When operating under IMC or with an obstruction, initially rotate so as to climb at V2 speed until reaching the Second Segment Climb termination altitude of 400' AGL. When clear of obstructions, reduce pitch attitude by 1/2 so as to accelerate. Allow the aircraft to accelerate to V2 + 15 KIAS prior to retracting the wing flaps. 6. "140 Kts., METO POWER, WATER OFF" Upon passing 140 KIAS call for "METO POWER" and "WATER OFF". Remember the two minute operating time limit at maximum power. 4-4
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DC-6 OPERATING MANUAL Proceed as in a takeoff with one engine failed.

4.7

Steep Turns

Steep turns are incorporated during flight training and included in proficiency flight checks to demonstrate the pilots instrument scan ability coupled with instrument interpretation. The pilot will make 45 degree bank turns while maintaining altitude and airspeed. One turn in each direction must be performed with a heading change of at least 180 degrees but not more than 360 degrees. The SECRET to a steep turn is to stabilize the aircraft ON SPEED, ON ALTITUDE, ON HEADING and in TRIM FLIGHT, prior to starting the turn. DO NOT RUSH YOURSELF! As the maneuver develops stay with it, don't accept anything but the absolute ALTITUDE, AIRSPEED, and BANK ANGLE. Set power to 2000 RPM and a MAP that will maintain 160 KIAS (approx 25 inches). Use caution during the turn and be alert for other aircraft. Always clear the area in the direction of the turn before beginning. Roll smoothly into the turn, cross checking with the Rate of Climb and Altimeter to maintain altitude. As angle of bank passes 30 increase MAP 2 inches to maintain 160 KIAS. Once the turn has been established avoid using elevator trim. Roll out should be led by approximately about 15o from desired heading using the same rate of roll as the turn entry. Start relaxing the back pressure as the angle of bank passes 30o, resume the original power setting.

4.8

Approach to Stalls

Primary consideration during approach to stalls will be a definite and positive recovery technique with a minimum loss of altitude. Configurations are as follows: 4.8.1 4.8.2 4.8.3 Clean Configuration Power 2000 RPM, 25" MAP. Gear UP, Flaps UP. 20 degree bank turn, with a 500 FPM minimum Rate of Climb. Takeoff Configuration Power 2000 RPM, 25" MAP. Gear UP, Flaps 20 degrees. 20 degree bank turn, with a 500 FPM minimum Rate of Climb, or Straight and Level. Landing Configuration Power 2400 RPM, 25" MAP. Gear DOWN, Flaps 50 degrees. Straight and level.

There are SECRETS to a successful approach to stall maneuver:

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DC-6 OPERATING MANUAL 1. Extract the stalling speed for your gross weight and stall configuration from the Stall Chart located in this manual, Chapter 6, page 11. The STALL WARNING BUFFET will occur at a approximately 7% higher speed than the actual stall speed. At normal aircraft training weights, the STALL WARNING BUFFET will be in the vicinity of 5 to 6 KIAS ABOVE THE STALL SPEED. 2. Select a BASE ALTITUDE and CARDINAL HEADING, then MAINTAIN IT. 3. The minimum altitude for approach to stall practice is 4000 ft. AGL or 4000 ft. over an undercast. 4. Disregard heading and altitude maintenance for Clean and 2nd Segment Climb approach to stall maneuvers. WARNING:MANEUVERS TO BE CONDUCTED AT 4000 FEET AGL OR ABOVE A CLOUD LAYER 5. Complete the Descent and Approach Check. 6. Establish aircraft configuration and stabilize the initial engine power setting. Make the FINAL TRIM SETTING as the aircraft decelerates through 1.4% of stall speed. DO NOT USE TRIM below this airspeed, USE ELEVATOR PRESSURES. At normal aircraft training weights this airspeed will be approximately: Clean Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130 KIAS. Takeoff Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 KIAS. Landing Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105 KIAS. 7. As airspeed continues to decrease concentrate on ALTITUDE and HEADING maintenance. During the Clean Configuration and Takeoff Configuration maneuvers, concentrate on maintenance of ANGLE OF BANK. 8. Recovery procedure is to be initiated at the first indication of pre-stall buffet. The approach to stall recovery procedure is as follows: "MAXIMUM POWER" "FLAPS 20" "POSITIVE RATE", "GEAR UP" "V2 + 15", "FLAPS UP" 140 KIAS, "METO POWER", "WATER OFF" 160 KIAS, "CLIMB PROCEDURES"

9. Approach to a stall in all configurations is first recognized by the aileron control starting to have a sluggish feel as the outer portion of the wing begins to stall. As airspeed continues to decrease the wing approaches the critical angle of attack, at which time there will be a flight control buffet onset. The STALL WARNING BUFFET RECOGNITION and the INITIAL phase of the STALL RECOVERY PROCEDURE is the KEY FACTOR in a successful recovery from an approach to stall. 4.8.4 Approach to Stall Recovery

1. At first indication of the stall warning buffet, initiate the stall recovery procedure by calling for "MAX POWER", "FLAPS 20o and simultaneously with the call, a positive elevator force must be applied to arrest the aircraft sink. In addition while applying initial throttle movement, begin EASING OFF the elevator BACK PRESSURE and allow the aircraft to PIVOT about the longitudinal axis. 2. For a Clean Configuration recovery, the wing flaps will be extended to 20o, simultaneously roll the wings level and level the aircraft. 3. Call "POSITIVE RATE, GEAR UP" when a positive rate of climb has been established. A positive rate is indicative of one of the following: 4-6
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DC-6 OPERATING MANUAL If vertical speed is NEGATIVE (below zero), DO NOT RETRACT the landing gear until the vertical speed reverses to a POSITIVE rate of climb (through the zero). If altitude and vertical speed are stabilized and AIRSPEED IS INCREASING, call for the retraction of the landing gear. If below the base altitude use the V2 speed as a climbing speed to regain lost altitude.

4. As the aircraft accelerates through V2 + 15 Knots, call "V2 + 15", "FLAPS UP". 5. Call for "METO POWER", "WATER OFF" as the aircraft accelerates through 140 KIAS. 6. All power applications are initiated by the pilot and finalized by the flight engineer to avoid over boosting engines.

4.9

Windshear Recovery

The primary recovery technique objective is to keep the airplane flying as long as possible in hope of exiting the shear. Studies show windshear encounters occur infrequently and that only a few seconds are available to initiate a successful recovery. Additionally, during high stress situations pilot instrument scan typically becomes very limited and in extreme cases, to only one instrument. Lastly, recovery skills are not exercised on a day-to-day basis. These factors dictate that the recovery technique must not only be effective, but simple, and easily recalled. 4.9.1 Encounter During Takeoff - After Liftoff, and Encounter on Approach

Windshear recognition is crucial to making a timely recovery decision. The recommended recovery procedure should be initiated any time the flight path is threatened below 1000' AGL on takeoff or approach. In certain instances where significant rates of change occur, it may be necessary to initiate recovery before any of the following are exceeded. Guidelines for unacceptable flight path degradation from a stabilized condition are listed below: Takeoff/Approach 15 KIAS 500 FPM Vertical Speed 5o Pitch Attitude Approach 1 dot glide slope displacement Unusual throttle position for a significant period of time.

If windshear is inadvertently encountered after liftoff or on approach, immediately initiate the recovery. If on approach, DO NOT ATTEMPT TO LAND. However, a normal missed approach procedure may be used when an early precautionary go-around is initiated in an increasing performance (headwind) shear or from a normal approach airspeed condition. The technique for recovery from a windshear encounter after liftoff or during approach is the same for both cases. This technique is described as follows:

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DC-6 OPERATING MANUAL 4.9.2 Thrust

"MAXIMUM POWER" - If windshear is anticipated, arm the ADI system. If ADI is armed use maximum wet power, if not armed use maximum dry power, it is permissible to select 2700 RPM X 55" MAP in order to achieve 2050 BHP. Avoid engine over-boost unless required to avoid ground contact. When airplane safety has been ensured, adjust thrust to maintain engine parameters within limits. 4.9.3 Pitch

The pitch control technique for recovery from a windshear encounter after liftoff or on approach is as follows: With a normal rate of pitch change, (typically 1 to 2 degrees per second), begin increasing pitch attitude to an initial target attitude of approximately 15o. For attitude indicators (gyro horizons) with out pitch reference markings, use a four bar initial target attitude. The kinetic energy of the aircraft coupled with the thrust application will have an immediate effect on vertical speed. Allow airspeed to reduce to computed V2 speed and then maintain V2 speed. If the vertical flight path or altitude loss is still unacceptable after reaching V2 speed and stall warning buffet is not encountered, further increase pitch attitude smoothly in small increments allowing airspeed to further decrease to a maximum of 4 knots below V2 (maximum Angle of attack) provided stall-warning buffet is not encountered. Maintain V2 speed until the flight path is acceptable at which time follow the published missed approach procedure or if on departure the departure instructions. 4.9.4 Procedure

Basically the calls and procedures are the same as the standard Missed Approach, All Engines Operating Procedure. With the exception of (pitch) and (power) which are discussed above.

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4-A Diagram:

Windshear Escape Maneuver

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DC-6 OPERATING MANUAL

4.10
4.10.1

DC-6 Normal Operating Policies and Procedures

Landing Rejected (At 50' Over Runway Threshold)

Initiate and call "MAX POWER", simultaneously rotate to approximately a 5 degree pitch attitude (STOP SINK). Call "FLAPS 20" degrees. Establish an initial pitch attitude of approximately 5 degrees and a positive rate of climb. With assurance that a positive rate of climb is established (VSI positive), call "POSITIVE RATE", "GEAR UP". Maintain an aircraft attitude throughout the climb that will insure both altitude and airspeed are increasing. Avoid an excessive climb rate with a corresponding slow rate of air speed increase as a two-minute time restriction on maximum power must be taken in consideration. Upon reaching V2 + 15 knots and 200 feet AGL with both altitude and airspeed increasing, call "V2 + 15, FLAPS UP". After the flaps are fully retracted and the aircraft has accelerated to 140 KIAS, call for "METO POWER", "WATER OFF". Continue acceleration and climb, call for "CLIMB POWER" as airspeed transits 160 KIAS. Accelerate to and maintain a climb speed of 165 knots.

4-10

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4-B Diagram:

Rejected Landing

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4.11

Approach & Landing, Zero Flap

Factors which must be taken into consideration when an actual zero flap approach and landing are to be made, include: Runway length available and surface conditions. Weather. Weight as light as possible considering all factors such as fuel remaining, reserve fuel, alternate possibilities, and missed approach possibilities. Fly the aircraft onto the runway. Do not flare.

Practice zero flap landings will terminate with a rejected landing commencing from a 50 foot height above the runway. All the pilot is required to do is demonstrate a zero flap approach procedure with an insurance of a touchdown in the runway touchdown zone. Refer to this manual, Chapter 6, page 12, Stalling Speed In a Coordinated Turn Chart. Enter at a zero flap angle with the gear down and proceed to the aircraft gross weight, then to a zero angle of bank, establish the aircraft stalling speed. Multiply the stalling speed by 1.30 to establish a runway threshold speed. Example; at a gross weight of 70,000 lbs, a zero flap, gear extended stalling speed with a zero bank angle is 94 KIAS. Resulting in 94 X 1.30 = 122 KIAS threshold speed. During the course of normal operations this may result in gross weights ranging from 92,360 to 60,000 lbs and threshold speeds ranging from 139 to 108 KIAS. Establish a long straight in approach at normal pattern altitude and extend the landing gear. While maintaining a constant altitude reduce airspeed to 140 KIAS. The resultant aircraft attitude will be the attitude used during the approach. During the approach, airspeed is controlled with attitude (elevator pressures) and sink rates are controlled with engine power. As you are approaching the threshold start reducing airspeed by a slight increase of back pressure so as to cross the threshold at the computed threshold speed. Maintain that aircraft attitude until touchdown. As the aircraft enters ground effect at about 1/2 the wing span in height, the sink rate will reduce. Allow the aircraft to settle in with out any further flare. As the touchdown speed will be higher than normal, caution must be used when reverse is initiated at high speeds due to the possibility of a propeller not going into reverse. If possible, a good rule to observe is to allow the aircraft to decelerate through 100 KIAS prior to reversal. Follow through as with a normal landing.

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CHAPTER: 5
5.1 General

EMERGENCY OPERATING PROCEDURES

This section contains procedures to be used in coping with various emergencies. A thorough knowledge of these procedures will enable the flight crew to rapidly perform their emergency duties and to judge more quickly the seriousness of the emergency. The immediate action steps are contained in a box and are items that must be performed in the order given to avoid aggravating the emergency. These items must be committed to memory by all crewmembers. Cleanup items should be accomplished as soon as practicable. There is no hurry to accomplish cleanup items but these actions should not be delayed unduly. Multiple emergencies, adverse weather, nearness to the ground, etc. may require modification of these procedures. Sound judgment and experience are your most important assets in any emergency. Regardless of the specific emergency: MAINTAIN AIRCRAFT CONTROL ANALYZE THE SITUATION TAKE THE PROPER ACTION

5.2

Crew Coordination

When an emergency occurs: The crewmember first recognizing the emergency announces it in a loud, clear voice (e.g. FIRE, NO. 2 ENGINE).
NOTE:

ONE PILOT MUST DEVOTE HIS FULL ATTENTION TO FLYING THE AIRPLANE. If the First Officer is flying when the emergency occurs, the Captain may choose to take the controls and fly the airplane while the other two crewmembers handle the procedural steps. The Captain may choose to turn the controls over to the First Officer so that he may with the Flight Engineer, handle the emergency himself. The Captain shall positively insure who is to handle the controls at the time. The Flight Engineer accomplishes the immediate action steps upon command from the Captain. The Captain will call out each immediate action step. When the procedure involves engine shut-down, or anything else that might significantly affect performance, the step will not be taken until it has been cleared with the Captain and VERIFIED BY THE PILOT NOT FLYING. The Flight Engineer refers to the appropriate emergency check list and reads all immediate action steps starting from the top, to assure completion of all immediate action steps, and accomplishes the cleanup items upon command of the Captain. Where operating a control from the Flight Engineers position (e.g., engine isolation sw.) is not practicable, it still is the Flight Engineers duty to insure that the item is accomplished.

NOTE: NOTE:

NOTE:

EXAMPLE: The Captain is at the controls when the fire bell rings. The First Officer is the first to identify the emergency. 1. The First Officer calls out: FIRE, NO. 2 ENGINE. 2. The Captain devotes his FULL attention to flying and calls out the immediate action steps or he may elect to turn the airplane over to the First Officer. 3. The Flight Engineer accomplishes the immediate action steps from memory at the direction of the captain.
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DC-6 OPERATING MANUAL 4. Those items requiring verification prior to activation, are verified by the pilot not flying.
NOTE:

The items requiring verification prior to activation are as follows: 1. FEATHER BUTTON 2. MIXTURE CONTROL 3. ENGINE FIRE WALL SELECTOR 4. IGNITION SWITCH 5. FUEL SELECTOR 5. After the immediate action steps are performed from memory, the complete procedure, both immediate action and cleanup items are read aloud (challenged) by the Flight Engineer and responded to by the Pilot Not Flying. It is recognized that certain circumstances may make an immediate following of the exact emergency procedure inappropriate. For example: if an engine should fail on takeoff, the Captain may not wish it shut down immediately if it is developing sufficient thrust to improve the safety of the takeoff. In such a case, the Captain will advise, DONT SHUT DOWN THE ENGINE, or as appropriate.

NOTE:

Basic emergency procedures and crew coordination is applicable to all flights whether operating under Part 121, Part 91 Training, or Checking and Testing for a certificate or rating.

5.3
5.3.1

Engine Failure and/or Engine Fire

Engine Failure on Takeoff

If below V1 or if sufficient runway remains, close the throttles and apply reverse thrust on symmetrical engines along with brakes to stop. If above V1 and the takeoff is continued, proceed as follows: 5.3.1.1 Immediate Action Steps 1. CLIMB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V2
NOTE:

Climb at V2 until obstacle clearance altitude is attained before retracting flaps.

2. GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP 3. FEATHER BUTTON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH h. CHECK FOR FEATHER i. CHECK FOR FIRE
NOTE: NOTE:

For FIRE also accomplish Engine Fire Procedure

If auto-feather does not occur, feather manually 4. MIXTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE CUT-OFF 5. FIRE WALL SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULLED 6. FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START RETRACTION AT V2 + 15 KIAS 5.3.1.2 Cleanup Items (Failed Engine) 1. Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 2. Cowl Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED 3. Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED Then OFF 4. ADI Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 5-2
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DC-6 OPERATING MANUAL 5. 6. 7. 8. 9. 10. 11. 12. 13. Boost Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Feather Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NEUTRAL Ignition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Fuel/Oil Pressure Isolation Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Fuel Selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINS Cross-Feed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Prop Master . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . # 2 or 3 On operating Engine Feathered Prop. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DECREASE Toggle to low RPM limit 14. CO2 Bank Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPPOSITE BANK AS/REQ 5.3.2 Engine Failure in Flight

If an engine fails or must be shut down in flight, proceed as follows: 5.3.2.1 Immediate Action Steps 1. FEATHER BUTTON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH a. CHECK FOR FEATHER b. CHECK FOR FIRE
NOTE: NOTE:

If auto-feather does not occur, feather manually

For FIRE also accomplish Engine Fire Procedure 2. MIXTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE CUT-OFF 3. FIRE WALL SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULLED 4. GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ 5. FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ 6. POWER (Remaining Engines) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ 5.3.2.2 Cleanup Items (Failed Engine) Complete items 1 to 14 on the ENGINE FAILURE ON TAKEOFF 5.3.3 Engine Fire

If an engine section or nacelle fire is indicated in flight either by a fire warning or visual check, perform the following steps immediately: 5.3.3.1 Immediate Action Steps 1. FEATHER BUTTON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH a. CHECK FOR FEATHER b. CHECK FOR FIRE 2. MIXTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE CUT-OFF 3. FIRE WALL SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULLED 4. COWL FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3o
NOTE:

Position gear and flaps UP unless landing is imminent. Delay extension of landing gear or flaps as long as possible before landing. This prevents fire damage to the landing gear system or flaps and insures maximum CO2 protection in zone 3.
01 December 2006 5-3

Rev 0

DC-6 OPERATING MANUAL 5. FIRST OFFICER OXYGEN MASK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/100% a. Check oxygen bottle ON (valve full OPEN) and crew demand regulators set for ON/100% flow. Put on the full-face demand masks (First Officer first, all crew members if necessary). 6. CO2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCHARGED Effectiveness of the fire extinguisher system is greater after the engine rotation has stopped. 5.3.3.2 Cleanup Items (Failed Engine)
NOTE:

Complete items 1 to 14 of the ENGINE FAILURE ON TAKEOFF. If fire is not out or reoccurs: 1. Fire Wall Shutoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL FULL OUT AGAIN 2. Other fire extinguisher discharge handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL CAUTION:Do not restart an engine in which fire has occurred. Land as soon as practicable. If fire is not out, land as soon as possible. On aircraft with a Fire Warning Bell Cutout Switch, cockpit communication may be improved by silencing the Fire Warning Bell. On some aircraft, a red warning light remains on after the bell is silenced as long as the bell circuit is activated by a fire. 5.3.3.3 General Notes A possible cause of a Zone 1 fire indication is a broken exhaust stack. If an immediate power reduction on the indicating engine results in a loss of fire warning, this is evidence of a broken stack. In event of a Zone 1 fire, the CO2 discharge handles will not illuminate. While Zone 1 has no protection, a fire may burn through this Zone into Zone 2 or 3; therefore, CO2 should be discharged regardless of the Zone indication. The CO2 discharged into Zone 2 and 3 will also serve to cool the heated surfaces in those areas and thus prevent the ignition of fuel and oil. The fire extinguisher selector valve handles (fire wall shutoff) and the CO2 discharge handles do not pull out an equal distance. When pulling these handles, pull firmly until the handle stops. The fire wall shutoff handle requires approximately 50 Lbs. of force, the CO2 discharge handle requires approximately 26 Lbs. of force. Two seconds (approx.) after the CO2 is discharged, the engine selector valve handle should automatically pull in 3/4 towards the open position.
NOTE:

CAUTION:If a Engine Selector Handle (fire wall shutoff handle) is pulled completely out and CO2 is not discharged to the area, the system remains open until the engine selector handle is manually returned to the FULL IN position. Pushing the handle into the spring-stop position will not close the system, and will permit a split shot if another engine selector valve handle is pulled out and CO2 is discharged. If the propeller of the dead engine cannot be feathered, and no fire exists, the engine selector valve handle (fire wall shutoff handle) must be pushed in to the spring-stop position. This (1) restores partial oil flow to the engine thus reducing the possibility of engine seizure and (2) restores an oil supply to the propeller governor thereby ensuring propeller control. (3) partially opens the generator cooling air shutoff valve. Once pulled, a CO2 discharge handle should always be left in that position to serve as a reminder of which bank has been used. Whenever crew oxygen is required, be certain the oxygen bottle ON/OFF valve is seated in the full open position to avoid damage to the valve. 5-4
Rev 0 01 December 2006

DC-6 OPERATING MANUAL 5.3.3.4 Engine Fire on the Ground

If a fire occurs in an engine section or nacelle while on the ground, as indicated visually or by fire warning, perform the following: Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED Mixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE CUT-OFF Fire Wall Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULLED CO2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DISCHARGED Engine Shut-down. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

5.4

Emergency Stop

In case of hydraulic system failure while taxiing, the airplane will be brought to a stop. There are three alternate sources for stopping the airplane: The use of the Emergency Hydraulic System. The use of the Air Brake System. The use of Reverse Thrust. CAUTION:It has been determined that the use of reverse for emergency stopping requires excessive distance. 5.4.1 Reverse Thrust Stopping Chart GW 83,000 lbs. SPEED 10 MPH 20 MPH 30 MPH Dry Surface MAP 40 DISTANCE TO STOP 100 ft. 286 ft. 499 ft. RPM 2500 TIME 9.5 Sec. 15 Sec. 19 Sec.

In case of loss of hydraulic pressure for nose wheel steering, the nose wheel will castor and direction can be maintained by differential power and brakes. With no main system hydraulic pressure available, DO NOT TAXI THE AIRPLANE.

5.5
5.5.1

Engine In-flight Shut-Down & Restart

Propeller Feathering

If it becomes necessary or you wish to shut-down an engine in-flight, follow the feathering procedure set forth in the ENGINE FAILURE IN-FLIGHT section. 5.5.2 Propeller Unfeathering

1. Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 KIAS 2. Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED Cockpit communication will be improved if the landing gear warning horn is silenced. 3. Propeller. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOGGLE LOW RPM LIMIT NOTE:Propeller RPM limit light is ON 4. Tank Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON 5. Firewall Shutoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN
NOTE:

Rev 0

01 December 2006

5-5

DC-6 OPERATING MANUAL 6. 7. 8. 9. 10. 11. Oil Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTOMATIC Cowl Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . POSITIONING/CLOSED Fuel/Oil Pressure Isolation Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Turn prop 8 blades with starter, then turn Starter Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

When unfeathering at night, use wing lights or landing lights to permit observation of propeller operation. 12. Feather Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
NOTE: NOTE:

NOTE:

To avoid unfeathering into reverse, use the following procedure. Hold the feathering button OUT for a maximum of 2 seconds. Watch for indication of propeller rotation as the feathering button is operated. Repeat steps a and b, if necessary. Do not continue to operate the feathering button after 800 to 900 RPM is attained, after which RPM will continue to increase to a minimum governing setting of (1200 + 50). In case over speeding occurs beyond minimum governing RPM, IMMEDIATELY PUSH THE FEATHER BUTTON IN. Allow governor to stabilize at minimum governing RPM before starting engine.

13. 14. 15. 16. 17. 18.

Oil Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Engine RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1250 RPM/STABILIZED Boost Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOW Ignition Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Mixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO RICH Engine Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Warm up engine gradually to insure complete circulation of oil. After the engine is warmed up, use the following procedure: Toggle prop to cruise RPM Set throttle as desired Oil Cooler AS/REQ Cowl Flaps AS/REQ

NOTE: NOTE:

5-6

Rev 0

01 December 2006

DC-6 OPERATING MANUAL

5.6
5.6.1
NOTE:

Propeller Malfunctions
Propeller Reversal/Runaway In Flight

In flight reversal is indicated by high RPM as the propeller passes through flat pitch, in addition the reverse warning light will illuminate. The reversal will be accompanied by a definite reversing sound and moderate to severe aircraft buffeting. The RPM of the engine with the reversed prop will be low, even at full throttle. The engine may stall and rotate backward as the throttle is reduced (tachometer will read zero). 5.6.1.1 Immediate Action Steps 1. DECREASE AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 KIAS 2. THROTTLE (AFFECTED ENGINE). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED 3. FEATHER BUTTON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH 5.6.1.2 Cleanup Items For Propeller Reversal 1. Feather Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD IN 2. Reverse Control C/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF, AFTER PROP FEATHERS When the Reverse Control Circuit Breaker is tripped, the opposite symmetrical propeller cannot be reversed. 3. Engine Shut-down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .COMPLETED Complete items 1 to 14 on the ENGINE FAILURE ON TAKEOFF.
NOTE:

5.6.1.3 Cleanup Items For Runaway Propeller 1. Engine Shut-down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .COMPLETED Complete items 1 to 14 on the ENGINE FAILURE ON TAKEOFF.
NOTE:

To reduce wind milling RPM, descend to the lowest safe altitude and maintain the lowest safe airspeed. Flat Pitch Procedure

5.6.2

CAUTION:This procedure is to be used as a last resort to cease propeller rotation on a engine that must be stopped. The reversing action of the propeller must be used to drive the blades into a pitch flat enough to produce turning in the opposite direction. 1. Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 KIAS 2. Mixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE CUT-OFF This is to prevent developing any power in flat pitch. 3. Reverse Control C/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Allows step 4 without starting reversing. 4. Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REVERSE This arms the system for controlled action. CAUTION:When pulling the Martin Bar, the throttles on the live engines MOVE EITHER TO THE CLOSED OR MAXIMUM POWER POSITION. 5. Reverse Control C/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOGGLE C/B CAREFULLY UNTIL 0 RPM Observe the RPM as you toggle. A small rise then fall indicates retraction of the low pitch stop. The blade angle must be below the low pitch stop or the prop may attempt to resume normal governing action.
Rev 0 01 December 2006 5-7

DC-6 OPERATING MANUAL When the Reverse Control Circuit Breaker is tripped, the opposite symmetrical propeller cannot be reversed. 6. Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FORWARD THRUST This is necessary to allow forward movement of blade with the Feather Button if required in step 7.
NOTE:

7. If reverse rotation is encountered, momentarily engage the Feather Button to obtain 0 RPM.

5.7
5.7.1

Emergency Rapid Descent

General

Emergency descents from altitude may be accomplished by any of the methods given below.
NOTE:

On practice emergency descents, DO NOT close throttles below 24 MAP. 5.7.1.1 Clean Descent 1. Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2400 RPM 2. Throttles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED 3. Flaps & Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP 4. Descend at. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VNE ABOVE 20,000 ft. 255 KIAS BELOW 20,000 ft.

Rate of descent is 4000 ft./minute (approx.) 5.7.1.2 Flaps & Gear Down 1. Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2400 RPM 2. Throttles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED 3. Flaps & Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN 4. Descend at. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149 KIAS (min. 137 KIAS)
NOTE: NOTE:

Rate of descent is 3300 ft./minute (approx.)

5.8
5.8.1

Combustion Heater Fires

Wing Anti-Icing Heater Fire

5.8.1.1 Immediate Action Steps 1. ALL COMBUSTION HEATERS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF When either wing anti-icing heater fire warning light goes ON, use the gang bar to turn OFF both the AIRFOIL and CABIN HEATER master switches. 2. WING HEATER FIRE SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH, WAIT 10 SECONDS Open the hinged plastic cover and PUSH IN the wing heater switch opposite the warning light. Then wait 10 seconds before accomplishing item d; accomplish item c in this interval. The 10 second wait is to clear the heater of fuel 3. FIRST OFFICER OXYGEN MASK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/100% Check that the oxygen bottle is ON and crew oxygen demand regulators are set for 100% flow and PUT ON the full-face demand mask (First Officer first, all crew members if necessary).
NOTE:

4. WING HEATER FIRE EXTINGUISHER BUTTON . . . . . . PUSH, HOLD 2 SECONDS MINIMUM 5-8
Rev 0 01 December 2006

DC-6 OPERATING MANUAL Holding the Wing Heater Fire Extinguisher Button in longer than two seconds will allow extra time for the solenoid mechanism to fully position and operate. 5.8.1.2 Cleanup Items 1. Bank Selector Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPPOSITE BANK
NOTE: NOTE:

If second discharge into the same heater is necessary, PUSH the WING HEATER FIRE EXTINGUISHER BUTTON and hold for a minimum of 2 seconds.

After using either bank of cylinders, pull out the discharge handle under the glare shield for that bank as a visual reminder that it is no longer available. 2. Heater Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OPEN PANEL, and OFF
NOTE:

To reset the Heater Selector in flight, loosen the winged fasteners at the top of the fire control panel, and PUSH the Heater Selector Switch back out to the deactivated position. The panel is then returned to its original position, and the winged fasteners re-engaged. 3. Do not restart any airfoil heaters or use heater crossfeed following an airfoil heater fire. If necessary, however, the cabin heater may be restarted, provided the heater fuel system crossfeed is not used.
NOTE:

4. Land as soon as practicable. If the fire is OUT, land as soon as practicable. 5.8.1.3 If the fire is NOT OUT, land as soon as possible. General Notes

Care must be exercised to make certain that the desired wing heater selector switch is pushed the first time. If the wrong switch is pushed first then the correct one, or the two switches are depressed simultaneously, CO2 when released will automatically discharge into both heaters. In the same way, if a discharge is made to one wing heater, followed later by a discharge to the other heater, the solenoid operated direction valve for the first heater will be reenergized and the discharge of CO2 will be split between the two heaters. 5.8.2 Tail Anti-Icing Heater Fire

5.8.2.1 Immediate Action Steps 1. ALL COMBUSTION HEATERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF When the tail anti-icing heater fire warning light goes ON, use the gang bar to turn OFF both the AIRFOIL and CABIN HEATER master switches. 2. TAIL HEATER FIRE SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH, WAIT 10 SECONDS Open the hinged plastic cover and PUSH IN the tail heater switch opposite the warning light. Then wait 10 seconds to clear the heater of fuel before accomplishing the next item. 3. CABIN & TAIL HEATER FIRE EXTINGUISHER BUTTON . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH, HOLD 2 SECONDS MINIMUM. 5.8.2.2 Cleanup Items 1. Do not restart any airfoil heaters or use heater crossfeed following an airfoil heater fire. If necessary, however, the cabin heater may be restarted, provided the heater fuel system crossfeed is not used. 2. Land as soon as practicable. If the fire is OUT, land as soon as practicable.
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If the fire is NOT OUT, land as soon as possible.

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DC-6 OPERATING MANUAL 5.8.3

NOTE:

Cabin Heater Fire

In the following procedure, it is assumed that only the CABIN HEATER fire warning light (on the overhead fire control panel) comes ON. However, if the HEATER COMP. fire extinguisher selector valve handle and both CO2 discharge handles also illuminate, proceed with the UNDERFLOOR COMPARTMENT FIRE PROCEDURES. 5.8.3.1 Immediate Action Steps 1. ALL COMBUSTION HEATERS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Use the gang bar to turn OFF both the AIRFOIL and CABIN HEATER master switches. 2. CABIN HEATER FIRE SELECTOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH, WAIT 10 SECONDS Open the hinged plastic cover and PUSH IN the cabin heater selector switch opposite the warning light. Then wait 10 seconds to clear the heater of fuel before accomplishing the next item.

3. CABIN & TAIL HEATER FIRE EXTINGUISHER BUTTON . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH HOLD 2 SECONDS MINIMUM. 5.8.3.2 Cleanup Items
NOTE:

1. 2. 3. 4. 5. 6.

If fire indications persist in the Cabin Heater and further discharge of CO2 becomes necessary, proceed with the UNDERFLOOR COMPARTMENT FIRE procedure. Heater Air Shut-off Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .EMERGENCY (DOWN) Hydraulic Bypass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP (system bypassed) Fuel Selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINS ON Fuel Cross-feed System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Alcohol System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Cockpit Temperature Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL Rotate control to NORMAL position. Rotate control to OFF ABOVE 10o position.

7. Windshield Heat Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 8. Fuel Boost Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF (UNLESS REQUIRED) 9. Do not restart cabin heater or use heater crossfeed. Do not restart the cabin heater following a fire. However, If it becomes necessary, to use the airfoil heaters, they may be restarted, provided the heater fuel system crossfeed is not used. 10. Land as soon as practicable. If the fire is OUT, land as soon as practicable. If the fire is NOT OUT, land as soon as possible.

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DC-6 OPERATING MANUAL

5.9
5.9.1 5.9.1.1

Fuselage Fires
Underfloor Compartment Fire General

If a fire is indicated in any lower fuselage compartment (evidence by illumination of the compartment fire extinguisher selector handle and both CO2 discharge handles), proceed as indicated in the following: 5.9.1.2 Immediate Action Steps 1. ALL COMBUSTION HEATERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Use the gang bar to turn OFF both the AIRFOIL and CABIN HEATER master switches. 2. COMPARTMENT FIRE EXTINGUISHER SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PULL 5.9.1.3 Cleanup Items 1. Heater Air Shut-off Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMERGENCY (DOWN) 2. First Officer Oxygen Mask . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/100% Check that the oxygen bottle is ON and crew oxygen demand regulators are set for 100% flow and PUT ON the full-face demand mask (First Officer first, all crew members if necessary). 3. Cockpit Temperature Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL Rotate control to NORMAL position. 4. Windshield Heat Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 5. 6. 7. 8. 9. 10. 11. 12. 13. Rotate control to OFF ABOVE 10o position. Fuel Boost Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF (UNLESS REQUIRED) Fire Extinguisher Discharge Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PULL (EITHER) Fuel Selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINS ON Fuel Cross-feed System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Hydraulic Bypass. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP (SYSTEM BYPASSED) Oxygen Mask. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED Emergency Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BEGIN (IF NECESSARY) Alcohol System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF If a 2nd CO2 Discharge is Necessary: Compartment Fire Extinguisher Selector . . . . . . . . . . . . . . . . . . . . . . . . . PULL OUT A 2nd TIME Other Fire Extinguisher Discharge Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PULL

WARNING:Do not discharge a 2nd bank of CO2 into the fuselage in less than 3 minutes after the 1st bank was discharged to prevent a dangerously high concentration of CO2 in the aircraft. The use of one bank on fuselage fires should provide adequate protective concentrations in most cases. 14. CO2 Bank Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPPOSITE BANK AS/REQ LAND AS SOON AS PRACTICABLE. If the fire is OUT, land as soon as practicable.Answer- The costs of an accident go well beyond the immediate cost. The University of Southern California School of Aviation Safety estimates the direct vs. indirect costs to be as high as 1 to 9. The direct cost can include the loss of your aircraft, injuries or death of flight crewmembers, Indirect costs include the loss of use of your aircraft, inconvenienced passengers, hotel rooms, misconnected flights, the impact of a airport closed to
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DC-6 OPERATING MANUAL your other flights, personal lawsuits against your operation, and ongoing negative media exposure among many other negative consequences. An additional large cost is the time of company personnel for the accident investigation. These investigations can require a year of time from key people. The people involved in the investigation will then be extensively involved in the lengthy legal process. If the fire is NOT OUT, land as soon as possible.

5.9.1.4 General Notes 1. Once pulled, a CO2 discharge handle should always be left in that position to serve as a reminder of which bank has been used. 2. The Compartment Fire Extinguisher Selector and the CO2 discharge handles do not pull out an equal distance. When pulling these handles, pull firmly until the handle stops. The Compartment Fire Extinguisher Selector handle requires approximately 15 Lbs. of force, the CO2 discharge handle requires approximately 26 Lbs. of force. 3. Two seconds (approx.) after the CO2 is discharged, the Compartment Fire Extinguisher Selector valve handle should automatically pull in 3/4 towards the open position. CAUTION:If the Compartment Fire Extinguisher Selector handle is pulled out and CO2 is not discharged into the area, the system remains open until the selector handle is manually returned to the FULL IN position. If another selector valve handle is pulled out and CO2 is discharged, the shot will be split between the two compartments selected. 5.9.2 Miscellaneous Cabin or Flight Compartment Fire

1. Hand fire extinguishers are located in the cabin and flight compartment to be used at the crews discretion on localized fires. 2. If fire or smoke is severe enough, follow the SMOKE EVACUATION procedure and/or EMERGENCY DESCENT procedure. 3. LAND AS SOON AS PRACTICABLE. If the fire is OUT, land as soon as practicable. If the fire is NOT OUT, land as soon as possible.

5.10
5.10.1

Landing Gear Fires

General

Landing gear fires can be caused by broken hydraulic brake lines or ruptured or leaking fuel and oil lines in the nacelles area which allow flammable fluids to come in contact with hot brakes. Fires in the nacelles or hot brakes alone may also result in landing gear or tire fires. The following is the recommended procedure for controlling landing gear fires on the ground. 5.10.2 Procedure

1. INFORM GROUND CONTROL AGENCY of type of fire. 2. STOP THE AIRCRAFT into the wind if taxiing and TURN THE NOSE WHEEL TOWARD THE LANDING GEAR WITH THE FIRE.
NOTE:

Turning the nose wheel to counteract the torque of the operating engine may eliminate the necessity for the use of brakes.

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DC-6 OPERATING MANUAL 3. KEEP THE ENGINE DIRECTLY AHEAD OF THE INVOLVED GEAR RUNNING AT A MINIMUM OF 2000 RPM to blow the fire back so that it will not enter the wheel well. STOP ALL OTHER ENGINES because of the danger to ground personnel. It may be desirable to run the engine at higher power in an attempt to blow the fire out. If higher RPM does not blow out the fire, it is suggested that operation be continued at a power setting which will keep the flames away from the nacelle and structure. 4. Use a crewmember to monitor the fire and advise the cockpit if the prop blast from the engine is strong enough to protect the structure. Continue this monitoring until the fire is definitely out. 5. If it is a hydraulic fire, use minimum or no brakes to limit hydraulic fluid flow to the area. If necessary, HOLD THE AIRCRAFT IN POSITION WITH THE UNAFFECTED BRAKE ONLY.
NOTE:

WARNING:If a tire is involved, keep the ground personnel at least 25 feet away from the tire. If the tire explodes, serious injury may result if ground personnel are too close. 6. RAISE THE FLAPS TO ASSIST IN FIRE FIGHTING. (Lower the flaps to 30o if the over wing exit must be used). 7. CUT THE OPERATING ENGINE ONLY AFTER ADEQUATE GROUND FIRE EQUIPMENT IS IN POSITION, and then ONLY AFTER A SIGNAL FROM GROUND PERSONNEL.

5.11

Electrical Fires N151, N251CE, N351CE, N888DG and N9056R

CAUTION:The emergency electrical systems for Aircraft N555SQ and N6586C are substantially different than the EAC standard DC-6 Aircraft. 5.11.1
NOTE:

Electrical Fire of Known Origin

If the smoke or fire is definitely identified as being of electrical origin and the source IS determined, proceed as follows: 1. Emergency Instrument Power Gang Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMERGENCY (DOWN) 2. Master Electrical Gang Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF (DOWN) 3. Crew Oxygen Masks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/100% Check oxygen bottle ON and crew demand regulators set for ON/100%. Put ON the full face demand masks. 4. Portable Fire Extinguishers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE AS/REQ 5. Circuit Breakers for affected equipment . . . . . . . . . . . . . . . . . . TRIP BEFORE RESTORING POWER 5.11.2
NOTE:

Electrical Fire of Unknown Origin

If the smoke or fire is definitely identified as being of electrical origin and the source is NOT determined, proceed as follows: 5.11.2.1 Immediate Action Steps 1. ENGINE RPM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ NOTE:If landing is imminent SET 2400 RPM otherwise set an RPM appropriate to the situation. 2. EMERGENCY INST POWER GANG BAR . . . . . . . . . . . . . . . . . . . . . . . . . EMERGENCY (DOWN) 3. MASTER ELECTRICAL GANG BAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF (DOWN)

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DC-6 OPERATING MANUAL 5.11.2.2 Cleanup Items 1. Crew Oxygen Masks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/100% Check oxygen bottle ON and crew demand regulators set for ON/100%. Put ON the full-face demand masks. 2. Emergency Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BEGIN (AS/REQ) 3. Call ATC on No.1 VHF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXPLAIN First Officer should call ATC and explain the problem with intentions to include the possibility of being NO RADIO. 4. Smoke Evacuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IF NECESSARY 5. All MJB C/Bs (except emergency C/Bs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
NOTE:

6. 7. 8. 9. 10. 11. 12.

Electrical power having now been eliminated in all circuits except for Emergency Cockpit Lights and emergency power, the following steps should be initiated progressively to determine the defective electrical circuit. Battery Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Generator Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Generator & Field C/Bs (one at a time). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Inverter Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Inverter C/Bs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Inverter Switches (one at a time) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Remaining C/Bs (one at a time) ON Turn remaining circuit breakers back ON one at a time in order of importance as circumstances require.

13. Malfunctioning Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF When the circuit causing the smoke and/or fire has been isolated by step 13., leave that circuit breaker OFF. 14. Master Electrical Gang Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL (UP) 15. Emergency Inst Power Gang Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL (UP) 16. Land as soon as practicable. If the fire is OUT, land as soon as practicable. If the fire is NOT OUT, land as soon as possible.

5.12
5.12.1
NOTE:

Electrical Fires N6586C and N555SQ

Electrical Fire of Known Origin

1. 2. 3. 4.

If the smoke or fire is definitely identified as being of electrical origin and the source IS determined, proceed as follows: ENGINE RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2400 N555SQ - EMER INST POWER & WHITE LIGHTING SWS . . . . . . . . . . . . . . . . . . . . . . . . . . . ON N6586C - EMER INST POWER GANG BAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER N555SQ - BATTERY & GENERATOR SWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF N6586C - MASTER ELEC GANG BAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN Crew Oxygen Masks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/100%
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DC-6 OPERATING MANUAL Check oxygen bottle ON and crew demand regulators set for ON/100%. Put ON the full face demand masks.

5. Portable Fire Extinguishers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE AS/REQ 6. Circuit Breakers for affected equipment . . . . . . . . . . . . . . . . . . TRIP BEFORE RESTORING POWER 5.12.2
NOTE:

Electrical Fire of Unknown Origin

If the smoke or fire is definitely identified as being of electrical origin and the source is NOT determined, proceed as follows: 5.12.2.1 Immediate Action Steps N555SQ 1. ENGINE RPM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2400 2. EMER INST POWER & WHITE LIGHTING SWS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON 3. BATTERY & GENERATOR SWSOFF 5.12.2.2 Cleanup Items N555SQ Cleanup items are the same as the standard procedure with the exception of items numbered 14. & 15. in Section 5.11.2.2. 14. Emer Inst Power & Cockpit White Lighting SWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL 15. Deleted 5.12.2.3 Immediate Action Steps N6586C 1. ENGINE RPM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2400 2. EMER INST POWER GANG BAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER 3. FLIGHT INSTRUMENT EMER POWER SWITCH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ 4. MASTER ELEC GANG BAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN 5.12.3 Cleanup Items N6586C

Cleanup items are the same as the standard procedure with the exception of items numbered 14. and 15.

5.13
5.13.1

Hydraulic System Emergencies

Procedure for Any Hydraulic Failure, Location of Failure Unknown

5.13.1.1 Isolation of Leak 1. All Hydraulic Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF or NEUTRAL 2. Landing Gear Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NEUTRAL 3. 4. 5. 6. Wing Flap Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5o POSITION (OFF) Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF (DO NOT DEPRESS) Windshield Wipers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Hydraulic Bypass. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP (SYSTEM BYPASSED)

Use of the auxiliary hydraulic pump forcing fluid into a broken circuit will dissipate all reserve fluid in 3.3 minutes. When it is operated in a normal circuit, there is no reduction in the supply source. 5.13.1.2 Prior to Approach (Emergency Gear Extension) 1. Check all Hydraulic Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF or NEUTRAL 2. Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FREEFALL (3 GREEN LIGHTS or 3 WHEELS)
NOTE:

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DC-6 OPERATING MANUAL a. Place the gear selector DOWN to free-fall the gear. Wait until the gear extends and locks as shown by the 3 green lights or 3 wheels, (free-fall requires about 1 minute). b. If the gear indication is unsafe (not down and locked): Raise the gear selector above NEUTRAL position. If necessary, push the gear selector solenoid pin. Return the selector to the DOWN position. c. If the gear uplocks do not disengage for free-fall extension: Move the gear selector to the FULL DOWN position. Place the auxiliary pump selector to SYSTEM. Build up full hydraulic pressure with the auxiliary pump to shear the uplock shear bolts and release the gear. d. If a main gear downlock fails to engage (target not visible but gear is down): Return the gear selector to the NEUTRAL position for a moment. Turn ON the auxiliary pump and place gear selector again to the DOWN position. This action should lock the gear. If the gear does not lock, make a normal landing but get the nose wheel down quickly as possible to keep the main gear from supporting the entire weight of the aircraft. e. If the nose gear downlock fails (bungee link not on center but wheel is down): Hold the nose off the ground as long as possible. Use brakes sparingly, take advantage of the entire available runway length to lose landing speed. 3. Gear Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NEUTRAL 4. Auxiliary Pump Selector. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BRAKES (FORWARD POSITION) 5. Auxiliary Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON FOR BRAKE CHECK, THEN OFF Hold the auxiliary hydraulic pump switch ON and depress the pedals to check for back pressure (which indicates the brakes are operable), then release the pump switch. Once checked, DO NOT depress the brake pedals again until needed for stopping. DO NOT PUMP BRAKE PEDALS BECAUSE TOTAL PRESSURE ON BRAKES MAY BE LOST. 5.13.1.3 Prior to Landing (Emergency Flap Extension) 1. Wing Flap Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DESIRED SETTING Select the wing flaps for prevailing landing conditions, keeping in mind the possibility of a goaround. 2. Hydraulic Bypass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN TO OBTAIN THE DESIRED FLAP EXTENSION (or max possible with remaining fluid), THEN UP. 3. If flaps did not extend to desired setting, accomplish steps d, e, and f. 4. Auxiliary Pump Selector. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SYSTEM (IF NECESSARY) 5. Auxiliary Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON TO OBTAIN REMAINING FLAPS 6. Auxiliary Pump Selector. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BRAKES (FORWARD POSITION)
NOTE:

With pressure available only from the auxiliary hydraulic pump, wing flap extension times are as follows: 0o to 20o........12 seconds (approx.) 20o to 50o......20 seconds (approx.)
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DC-6 OPERATING MANUAL 5.13.1.4 Approach & Landing 1. Gear Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN 2. Airbrake Safety Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BREAK 3. Auxiliary Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD ON DURING LANDING 4. Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REVERSE AS NECESSARY Use reversing as primary means of deceleration. 5. Hydraulic Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY AS NECESSARY If brakes are needed during the landing roll, apply them steadily and do not release. 6. Air Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE IF NECESSARY 5.13.2 Nose Wheel Shimmy

Nose wheel shimmy is an indication of an unbalanced condition of the nose wheel or failure of the steering system. Decreasing the load on the nose wheel will decrease the shimmy tendency. If shimmy occurs during the landing roll, decelerate gradually, since loading the nose wheel will increase the shimmy tendency. In landing with a known shimmy condition, keep the nose wheel off the ground as long as possible but touch down while elevator effectiveness allows gentle lowering of the nose.

5.14
5.14.1

Smoke Evacuation N151, N251CE, N351CE, N555SQ and N9056R

General

In event of heavy smoke concentrations in the cabin or cockpit, perform the following procedure: 5.14.2 Procedure

1. Oxygen Masks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/100% Check oxygen bottle ON and crew oxygen demand regulators set for 100% flow, PUT ON fullface demand masks. 2. Emergency Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ 3. Smoke Emergency Ventilation Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SMOKE EMERGENCY Pull out the Emergency Ventilation Control locking knob and allow the crank handle to rotate Clockwise from the NORMAL to the SMOKE EMERGENCY position. Use caution as the handle is spring loaded to the Emergency position. 4. Cockpit-to-Cabin Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED In flight, if cockpit windows are open, close them to prevent additional smoke from being drawn into the cockpit. 5. To reduce heavy smoke concentrations: IN COCKPIT
NOTE:

NOTE:

Crew Entrance Door Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN OR BREAK NOTE:Keep aircraft speed below 260 KIAS with the crew entrance door window open to avoid excessive negative pressure in the fuselage. IN MAIN CABIN Either or Both Overwing Emergency Exits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN Keep aircraft speed below 195 KIAS when opening the overwing emergency exits and 260 KIAS after these exits are open to avoid excessive negative pressure in the fuselage.
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DC-6 OPERATING MANUAL 6. Land as soon as practicable. CAUTION:A PBE (smoke hood) is mounted on the face of the forward bulkhead. The oxygen generator when activated will provide 15 minutes of oxygen, once the generator is activated it can not be turned off.

5.15
5.15.1

Smoke Evacuation N888DG and N6586C

General

In event of heavy smoke concentrations in the cabin or cockpit, perform the following procedure: 5.15.2 Procedure

1. Oxygen Masks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/100% Check oxygen bottle ON and crew oxygen demand regulators set for 100% flow, PUT ON fullface demand masks. 2. Cockpit-to-Cabin Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED In flight, if cockpit windows are open, close them to prevent additional smoke from being drawn into the cockpit. 3. Emergency Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ 4. To reduce heavy smoke concentrations: IN COCKPIT
NOTE:

Crew Entrance Door Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN OR BREAK NOTE:Keep aircraft speed below 260 KIAS with the crew entrance door window open to avoid excessive negative pressure in the fuselage. IN MAIN CABIN

Either or Both Overwing Emergency Exits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN NOTE:Keep aircraft speed below 195 KIAS when opening the overwing emergency exits and 260 KIAS after these exits are open to avoid excessive negative pressure in the fuselage. 5. Land as soon as practicable. CAUTION:A PBE (smoke hood) is mounted on the face of the forward bulkhead. The oxygen generator when activated will provide 15 minutes of oxygen, once the generator is activated it can not be turned off.

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DC-6 OPERATING MANUAL

5.16
5.16.1
NOTE:

Emergency Landings
All Gears Up

1. 2. 3. 4. 5.

IF necessary to land with all gear retracted due to inability to extend the gears, or because an emergency landing must be made in a field with no or inadequate runways, proceed as follows: Notify crew of intention to land wheels-up. Notify ground stations, giving positions. All combustion heaters OFF. If possible, move center of gravity to near aft limit. Secure all loose equipment in the cabin and cockpit.

The impact of the smoothest belly landing is severe. Take any precaution for protection of the crew. 6. Open emergency exits before or after landing, depending on conditions. 7. Fasten seat belts. 8. Select place to land. a. Selection of a spot to land is up to the Captains judgment; however, experience has shown that belly landings can be accomplished on paved runways with less resulting damage than belly landings made on dirt or grass. This is because: No tendency of earth to build up ahead of the structure which may result in rupture.
NOTE:

Deceleration is less, reducing the likelihood of injury to personnel. Aircraft is better situated for assistance of mobile safety equipment.

9. 10. 11. 12. 13.

14. 15.

b. Belly landings on paved runways result in sparks and dust, but will not necessarily cause fire. Heat generated by friction is no closer to the fuel tanks than normal intense heat of the exhaust stacks. If practicable, use up or dump fuel prior to landing with gear retracted in order to lighten the aircraft and reduce the possibility of rupturing the fuel tanks. Turn all boost pumps OFF. Extend Wing Flaps to FULL DOWN position when certain the landing area can be reached. BEFORE GROUND CONTACT, actuate the MASTER ELECTRICAL GANG BAR TO OFF. Engines should be shut off just before surface contact (by placing the MIXTURE CONTROLS in IDLE CUT-OFF). This reduces the possibility of potential injury from pieces of propeller blades broken off upon ground contact with power on. Furthermore, damage to engines and nacelles, etc. would be reduced. Before ground contact, place all FUEL TANK SELECTORS and IGNITION SWITCHES OFF. After the aircraft has come to a rest, EVACUATE PROMPTLY. Nose Wheel Up, Both Main Gear Down

5.16.2

1. If possible, shift cargo to move the center of gravity to near the AFT limit. 2. Make a normal landing in a slightly tail down attitude. 3. BEFORE GROUND CONTACT: Master Power Gang Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL DOWN Mixtures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALL TO IDLE CUT-OFF Fuel Tank Selectors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ALL OFF
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DC-6 OPERATING MANUAL Ignition Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALL OFF 4. On contact, raise the wing flaps and maintain level attitude. Before elevator control reaches full travel, lower the nose gently to the runway. 5. After the nose is on the ground, use brakes. 6. If fire is evident: Pull the appropriate ENGINE FIREWALL SELECTOR HANDLE.
NOTE:

Pull either FIRE EXTINGUISHER DISCHARGE HANDLE. If all 4 Engine Firewall Selector Handles have been pulled, CO2 discharge to any given engine will probably be ineffective. One Main Gear Up, Other Main Gear Down

7. If no fire is evident, pull all ENGINE FIREWALL SELECTOR HANDLES.

5.16.3

1. Retract entire landing gear, if possible, for a safer belly landing. 2. If the gear cannot be raised, then: 3. BEFORE GROUND CONTACT: Master Power Gang Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL DOWN Mixtures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALL TO IDLE CUT-OFF Fuel Tank Selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALL OFF Ignition Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALL OFF 4. Make a normal landing, carry the wing on the wheels up side high and held off the ground as long as possible. 5. If fire is evident: Pull the appropriate ENGINE FIREWALL SELECTOR HANDLE.
NOTE:

Pull either FIRE EXTINGUISHER DISCHARGE HANDLE. If all 4 Engine Firewall Selector Handles have been pulled, CO2 discharge to any given engine will probably be ineffective. Landing with Flat Tire(s)

If fire is evident, pull all ENGINE FIREWALL SELECTOR HANDLES.

5.16.4

5.16.4.1 Nose Wheel Tire Flat If possible, shift cargo AFT. Make a normal landing in a slightly tail down attitude. Upon contact, RETRACT flaps to 20o and hold the nose wheel off the ground. The forward pitching tendency and speed of nose wheel contact is reduced by retracting the flaps to 20o, but increases the required runway length. Decreasing the load on the nose wheel will decrease the shimmy tendency. If shimmy occurs during the landing roll, decelerate gradually, since loading the nose wheel will increase the shimmy tendency. In landing with a known flat nose wheel, keep the nose wheel off the ground as long as possible but touch down while elevator effectiveness allows gentle lowering of the nose.

NOTE:

NOTE:

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DC-6 OPERATING MANUAL 5.16.4.2 One Main Gear Tire Flat Make a normal gentle landing. To avoid overheating the failed tire, taxi slowly (if necessary to move the aircraft). 5.16.4.3 Both Main Gear Tires Flat (one side) If possible, shift cargo forward for more effective nose wheel steering. Choose point of touchdown so as to anticipate the airplane swerving or pulling towards the side with the flat tires. Make a normal landing with wing on the flat tires side up slightly and held off the ground as long as possible. To maintain directional control, use asymmetrical reverse as required and apply the brakes on the side of the good tires. When runway length permits, forward thrust from the outboard engine on the flat tires side, may be used to maintain directional control. 5.16.4.4 Landing with Unsafe Gear Indication If a landing must be made with all gears down in normal position but the indicating system shows an unlocked condition, execute a normal landing but the pre-landing preparations should be the same as if a belly landing were to be made. Consideration should also be given to dumping fuel to reduce weight.

5.17
5.17.1

Landing Procedure with Engine(s) Inoperative

3-Engine Approach and Landing

The 3-engine approach procedure is the same as for a normal approach with the following exceptions: HOLD with zero wing flap setting. When in the maneuvering approach configuration (wing flaps 30o, gear up or down), use 2600 RPM. Do not extend wing flaps more than 30o until the landing is positively assured.

During landing, prior to using reverse thrust, you must first obtain positive directional and lateral control of the aircraft. Apply reverse thrust to the symmetrical engines. As soon as corrective control action has been taken to compensate for unsymmetrical reverse thrust, power on the remaining unsymmetrical engine may be used to the limits of direction and lateral control. 5.17.2 2-Engine Approach and Landing

With 2 engines inoperative, the landing gear should not be extended nor the wing flaps extended more than 20o until a landing is assured.
NOTE:

With No. 2 and 3 engines inoperative, hydraulic pressure must be supplied by the auxiliary hydraulic pump. Allow for a slower wing flap extension under this condition, Refer to HYDRAULIC SYSTEMS EMERGENCIES.

Directional trim should be adjusted so as to prevent high rudder forces when power is reduced on the remaining engines. When landing with 2 engines inoperative on the same side, before using reverse thrust, first obtain positive directional and lateral control of the aircraft. Next, as the aircraft decelerates below normal landing speed, reverse the inboard engine; then after corrective control action has been taken, reverse the remaining

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DC-6 OPERATING MANUAL engine. Increase power in reverse thrust slowly to prevent exceeding the limits of directional and lateral control.

5.18
5.18.1

Buffeting
General

Most buffeting is caused by airflow separations over the wing or fuselage of the aircraft which reach the tail surfaces and induce shaking. The severity of the buffeting is directly proportional to the amount of turbulent airflow on the tail surfaces. The results of tests and tail buffeting incidents indicate buffeting alone is not usually severe enough to cause structural failure of essential flight structures. Some sources of the buffeting include extended landing lights, cowl flap opening, cowl or nacelle damage, damage to or objects stuck in the leading edge, open hatches on the upper wing, open landing gear doors, reversed or uncontrollable propeller, flight control surface or tab damage. 5.18.2 Corrective Action

The reducing of airspeed and the lowering of wing flaps is generally sufficient to eliminate all but sever buffeting. These actions may also improve aircraft and elevator performance. After severe buffeting, check flight control surface performance in the landing configuration before attempting an actual landing.

5.19
5.19.1

Ground Evacuation
Ground Exits

If an immediate evacuation of the aircraft is necessary, the following emergency exits may be used: Aft Cabin Door
NOTE:

Two overwing escape hatches Crew and Cabin Door Pilot and Copilot sliding side windows (opening measures 20 X 19 3/4). The forward and aft cargo doors may be used if electrical power is available for their operation.

At the crew entrance door, a rope is positioned to facilitate escape (see Diagram 5-A). If time and conditions permit, secure the cockpit and take emergency gear prior to leaving the aircraft. 5.19.2 Crew Duties for Evacuation After Airplane Comes to a Stop

5.19.2.1 Captain Open sliding cockpit windows. Advise crew and passengers to exit by using the sliding windows or crew door and emergency exit ropes. Assist in evacuation. 5.19.2.2 First Officer Check that the cockpit is secure. Combat fire with the portable fire extinguisher, use the extinguisher as conditions warrant.

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DC-6 OPERATING MANUAL 5.19.2.3 Flight Engineer Open the crew entrance door and extend the emergency escape rope. Assist the passengers in evacuation. 5.19.2.4 All Crewmembers Assemble forward of the airplane as soon as possible, immediately proceed with a head count to ensure all personnel are clear of the aircraft.

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DC-6 OPERATING MANUAL

5-A Diagram:

Evacuation Exits

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5.20
NOTE:

Fuel Dumping
Fuel dumping in itself, is not an emergency procedure, However, environmental and safety considerations dictate dumping of fuel be kept to an absolute minimum. Procedures for fuel dumping have been included in this section to allow easy access during any emergency that may require fuel to be dumped. General

5.20.1

Unsymmetrical fuel dumping is prohibited. TO REMAIN WITHIN STRUCTURAL LIMITATIONS OF THE WING, DUMP ALL FUEL TANKS SIMULTANEOUSLY, OR DUMP INBOARD TANKS SYMMETRICALLY BEFORE OUTBOARD TANKS. In addition to the procedure outline below, observe the following safety precautions: Smoking is not permitted. 5.20.2 Ensure the area is free of other traffic. If possible, advise on air traffic control agency of intentions to dump fuel. Discontinue fuel dumping when the aircraft comes near terrain because static discharge between the aircraft and the ground or a ground source may ignite the fuel being dumped. Compute a fuel dump time using dump rates in this section to make certain fuel for an approach and landing remains. Avoid changing power while dumping fuel. Procedure

1. Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187 KTS IAS MAX (ASSUME LEVEL ATTITUDE) 2. Gear and Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP CAUTION:DO NOT DUMP FUEL WITH GEAR AND/OR FLAPS EXTENDED. 3. Fuel Selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINS ON 4. Cross-Feed Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 5. All Combustion Heaters and Prop Deicers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 6. All unnecessary Electrical equipment (incl. radios) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
NOTE:

Only electrical equipment essential for operation during the dumping operation should remain operating. The following electrical equipment is specifically classified as nonessential during dumping. All radio, including interphone and weather radar. All exterior lights. Fuel boost pumps (unless needed for proper engine operation). Electrical switches must not be operated during dumping operations.

7. Fuel Dump Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL FULL AFT 8. When desired amount has been dumped: Dump Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRAIN (5 MINUTES) Dump Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED (FULL DOWN) 9. Inspect aircraft for presence of fumes.

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DC-6 OPERATING MANUAL

NOTE:

After dumping, inspect the aircraft to be certain that dumping has stopped and no fuel fumes are present before using radio and electrical equipment. Fuel Dumping Rates

5.20.3

1. Both inboard chutes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1344 lbs./min. 2. Both outboard chutes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1392 lbs./min. 3. Total, all 4 chutes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2736 lbs./min.

5.21
5.21.1

Ditching
General

The following is a general outline of considerations that may be used prior to ditching. 1. Empty fuel tanks aid in buoyancy, but maintain enough fuel for a power on approach and ditching. 2. Douglas flotation tests show at 107,000 lbs. the forward crew door sill will be four inches under the waterline and at 82,000 lbs. the door sill will be three inches above the waterline. The test were conducted in freshwater and assumed no structural damage. 3. BE PREPARED FOR A SECOND IMPACT AFTER CONTACTING THE WATER. This second impact may occur as the nose drops below the surface. Remain in a braced position until after the second impact. 4. The aircraft may float for a considerable time if not severely damaged, however rapid evacuation is critical. 5. Assistance from surface vessels or helicopter rescue can be vital to survival. If possible ditch in the vicinity of any ships, oil platforms with helicopters etc. ADVISE ATC OF YOUR LOCATION AND SITUATION TO SPEED RESCUE EFFORTS. 6. During approach to the water with flaps more than 30o, the landing gear warning horn blows constantly. To decrease the cockpit noise level, trip the landing gear warning horn CB to silence the horn. 5.21.2 Daylight Ditching Techniques

1. Determine the ditching heading by observation or by radio contact with rescue organizations. The swell systems usually consist of a primary swell with one or more secondary swells moving in a different direction. During daylight the best observation of the primary swells can be made from above 2,000 ft. Secondary swells are usually wind produced and can be observed at low altitudes below 2,000 ft. The best ditching heading is parallel to the major swell system and down the minor swells. The next best ditching is parallel to the minor swells and down the major swell system. Try to touchdown on the crest of a swell or just after it passes. When surface winds exceed 35 KTS, disregard swells and land into-the wind. However, NEVER LAND INTO THE UPSLOPE OF A SWELL.

2. Approach the surface at the lowest rate of descent (150 ft./min.) and the shallowest angle. USE FULL FLAPS AND HAVE THE GEAR RETRACTED. Approach speed should be 1.3 times stall speed (VS). Make contact with the surface with the nose up and DO NOT STALL THE AIRCRAFT ONTO THE SURFACE. The steep angle from a full stall approach may result in severe bottom damage to the fuselage. 3. Keep the wings level with the water surface not the horizon. Avoid landing with a crab angle to the surface. This is especially important with two engines out on one side. 4. Anticipate violent movement of the yoke. 5-26
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DC-6 OPERATING MANUAL 5.21.3 Night Ditching Techniques

Night ditching should be conducted with the aid of instruments to establish the proper airplane attitude. 1. Use landing lights to determine swell direction and ditching heading. 2. Make an instrument descent to the surface with FULL FLAPS AND LANDING GEAR RETRACTED using 1.3 VS as approach speed. One pilot should attempt to obtain visual contact with the surface while the other flies the approach on instruments. Decrease airspeed and rate of descent after you see the surface but DO NOT ALLOW THE AIRCRAFT TO STALL ONTO THE SURFACE. 3. If possible, level the wings with the water surface to avoid digging in a wing and cartwheeling. 5.21.4 Abandoning the Airplane

After it is certain the aircraft has come to a complete stop, take the emergency equipment and quickly exit the airplane. Some other considerations include: 1. Use only exits above the water line. Remember the pilots window may be used as exit but under many conditions the windows will be underwater and opening may cause severe flooding. 2. DO NOT INFLATE LIFE VESTS UNTIL OUTSIDE THE AIRPLANE. A vest inflated inside the airplane may make evacuation slow or impossible. 3. Once outside the aircraft inflate vests and life raft. Keep the raft near the aircraft for boarding. Cast off raft with crew aboard and recover survival kit container. Activate the floating water light distress signal and emergency radio beacon when required. Secure all equipment to raft to prevent loss in rough seas.

5.22

Fuel Line Failure

WARNING:If the fuel line breaks between the carburetor and the discharge nozzle, a NO COMBUSTION FUEL PATTERN will be indicated on the engine analyzer (See Diagram 5-B below). The first cockpit indication will be complete loss of BMEP accompanied by yawing of the aircraft. All other engine instruments will have normal readings except for cooling CHT. Immediately starting the feather pump under such conditions could start a fire or cause an explosion. If this occurs, use the following: 5.22.1 Procedure

1. Mixture Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE CUT OFF 2. Tank Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 3. First Officer Oxygen Mask . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/100% Check oxygen bottle ON and crew demand regulators set for ON/100% flow. Put on full-face demand masks (First Officer first, all crewmembers if necessary). 4. Firewall Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PULL 5. C02 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCHARGE 6. Feather Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH CAUTION:Maximum time interval from Firewall Selector PULL to Feather Button PUSH is 4 to 6 seconds.

Rev 0

01 December 2006

5-27

DC-6 OPERATING MANUAL

5-B Diagram:

Engine Analyzer Sweep

NOTE:

If complete loss of BMEP occurred with no ignition patterns on analyzer for that engine, a mag drive failure is present and normal feathering is sufficient.

If while the engine is operating, fuel pressure indication suddenly drops to zero and the warning light comes ON, but the engine continues to run, shut it down immediately using the above procedure. This is an indication the fuel line to the pressure transmitter may have broken. Continued operation will pump fuel into the nacelle area creating a dangerous fire hazard. If the fuel pressure indication fails but the warning light does not come ON and the fuel flowmeter shows a normal flow rate, the fuel pressure transmitter has probably failed.

5.23
5.23.1

Door Warning
General

If any door warning light illuminates prior to takeoff, do not depart until: The door warning light which is ON has been definitely established as a warning system malfunction. 5.23.2 All exterior doors are checked, latched and securely locked. Inflight Procedures

WARNING:With a Cabin or Cockpit Door Warning light ON, do not remain in the vicinity of the door. All crewmembers return to their duty station and fasten Seat Belts. For the illumination of any door warning light inflight proceed as follows: Land as soon as practical.
NOTE:

No inflight door check can be made for a Belly Compartment Door Warning light which is ON.

5-28

Rev 0

01 December 2006

DC-6 OPERATING MANUAL

5.24
5.24.1

Emergency Procedures Abbreviated Checklist

Engine Failure On Takeoff

1. CLIMB. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V2 2. GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP 3. FEATHER BUTTON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH CHECK FOR FEATHER CHECK FOR FIRE 4. MIXTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE CUT-OFF 5. FIREWALL SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULLED 6. FLAPS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .START RETRACTION AT V2+15 KIAS 5.24.2 Engine Failure and/or Fire

1. FEATHER BUTTON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH CHECK FOR FEATHER CHECK FOR FIRE 2. MIXTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE CUT-OFF 3. FIREWALL SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULLED 4. COWL FLAPS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3o 5. FIRST OFFICER O2 MASK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/100% 6. CO2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCHARGED 5.24.3 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. Cleanup Items - Failed Engine

Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Cowl Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED THEN OFF ADI Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Boost Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Feather Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NEUTRAL Ignition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Fuel/Oil Pressure Isolation Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Fuel Selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINS Cross-Feed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Prop Master . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(2 or 3) ON OPERATING ENGINE Feathered Prop. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DECREASE CO2 Bank Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPPOSITE BANK AS/REQ

Rev 1

26 September 2008

5-29

DC-6 OPERATING MANUAL 5.24.4 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. Propeller Unfeathering

Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 KIAS Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED Prop. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TOGGLE LOW RPM LIMIT Tank Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Firewall Shutoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Oil Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTOMATIC Cowl Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .POSITIONING/CLSD Fuel/Oil Press ISO Sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Turn prop 8 blades w/starter then starter selector. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Feather Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL, 2 SEC Oil Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Engine RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1250/STABILIZED Boost Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOW Ignition Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Mixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO RICH Engine Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Propeller Reversal/Runaway In Flight

5.24.5

1. DECREASE AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .136 KIAS 2. THROTTLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED 3. FEATHER BUTTON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PUSH 5.24.5.1 For Propeller Reversal 1. Feather Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD IN 2. Reverse Control C/B. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 5.24.5.2 After Prop Feathers 3. Engine Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETED 5.24.5.3 For Runaway Propeller 1. Engine Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETED 5.24.6 1. 2. 3. 4. 5. 6. 7. Flat Pitch Procedure

Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 KIAS Mixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE CUT-OFF Reverse Control C/B. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REVERSE Reverse Control C/B. . . . . . . . . . . . . . . . . . . . . . . . . . . . .TOGGLE C/B CAREFULLY UNTIL 0 RPM Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FORWARD THRUST Reverse Rotation. . . . . . . . . . . . . . . . . . . . .USE FEATHER BUTTON, TOGGLE INTO FLAT PITCH

5-30

Rev 1

26 September 2008

DC-6 OPERATING MANUAL 5.24.7 Emergency Rapid Descent

5.24.7.1 Clean 1. Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2400 RPM 2. Throttles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED 3. Flaps & Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP 4. Descend At: VNE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ABOVE 20,000 FT 255 KIAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .BELOW 20,000 FT 5.24.7.2 Flaps & Gear Down 1. Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2400 RPM 2. Throttles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED 3. Flaps & Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN 4. Descend . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149 KIAS (137 KIAS MIN) 5.24.8 1. 2. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. Underfloor Compartment Fire

ALL HEATERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF COMPARTMENT FIRE EXT SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL Heater Shutoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMERGENCY First Off. O2 Mask . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/100% Cockpit Temp Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL Windshield Heat Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Fuel Bst Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF or AS/REQ CO2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DISCHARGED Fuel Selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINS Fuel Cross Feeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Hyd Bypass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP(SYSTEM BYPASS) Oxygen Mask. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ Emergency Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ Alcohol System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF CO2 Bank Sel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPPOSITE BANK

WARNING:DO NOT DISCHARGE SECOND BANK OF CO2 INTO FUSELAGE IN LESS THEN 3 MINUTES. 5.24.9 1. 2. 3. 4. Engine Fire on the Ground

Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED Mixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE CUTOFF Firewall Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PULL CO2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCHARGE

5. Controlling Agency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INFORM 6. Engine Shutdown. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .COMPLETED

Rev 1 26 September 2008 5-31

DC-6 OPERATING MANUAL 5.24.10 Wing Heater Fire 1. ALL HEATERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 2. HEATER FIRE SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PUSH WAIT 10 SECONDS 3. FIRST OFFICER O2 MASK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/100% 4. CO2 DISCHARGE BUTTON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PUSH HOLD 2 SECONDS MINIMUM 1. Bank Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OPPOSITE BANK 2. Heater Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN PANEL,OFF 5.24.11 Tail Heater Fire 1. ALL HEATERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 2. TAIL HEATER FIRE SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PUSH WAIT 10 SECONDS 3. TAIL HTR FIRE EXT BUTTON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PUSH HOLD 2 SECONDS MINIMUM 5.24.12 Cabin Heater Fire 1. ALL HEATERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 2. CABIN HTR FIRE SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PUSH WAIT 10 SECONDS 3. CABIN HTR FIRE EXT BUTTON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PUSH HOLD 2 SECONDS MINIMUM
NOTE:

1. 2. 3. 4. 5. 6. 7. 8. 9.

If fire conditions persist accomplish UNDERFLOOR COMP FIRE Heater Shut-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .EMERGENCY Hydraulic Bypass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP Fuel Selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINS ON Fuel Crossfeed System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Alcohol System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Cockpit Temp Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL Windshield Heat control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Fuel Boost Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Cabin Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DO NOT RESTART

5-32

Rev 1

26 September 2008

DC-6 OPERATING MANUAL 5.24.13 Landing Gear or Brake Fire 1. 2. 3. 4. 5. 6. Controlling Agency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INFORM Nose Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TURN TOWARD FIRE Engine Ahead Of Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2000 RPM Brake Opposite Fire. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD Other 3 Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE CUT-OFF Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP (Flaps 30o if using overwing exit) 5.24.14 Smoke Evacuation N151, N251CE, N351CE, N555SQ and N9056R 1. 2. 3. 4. 5. 6. Oxygen Masks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/100% Emergency Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ Smoke Emer Ventilation Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SMOKE EMERGENCY Door to Cabin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED Cockpit windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED Cabin Smoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN OVERWING EMERGENCY EXITS

5.24.15 Smoke Evacuation N888DG and N6586C 1. 2. 3. 4. 5. Oxygen Masks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/100% Door-to-Cabin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED Emergency Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ Door Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN OR BREAK Cabin Smoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN OVERWING EMERGENCY EXITS

5.24.16 Electrical Fire N151, N251CE, N351CE, N888DG and N9056R 1. 2. 3. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. ENGINE RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ EMER INST POWER GANG BAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .EMER MASTER ELEC GANG BAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN Crew Oxygen Masks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/100% Emergency Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ Call ATC on VHF #1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXPLAIN Smoke Evac . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IF NECESSARY All MJB CBs (except Emer CBs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Battery Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON Generator Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON Generator Field CBs (one at a time). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON Inverter Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Inverter CBs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON Inverter Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON Malfunctioning CB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Remaining CBs, One at a time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON
26 September 2008 5-33

Rev 1

DC-6 OPERATING MANUAL 14. Master Elec Gang Bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL 15. Emergency Instrument Power Gang Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL 5.24.17 Electrical Fire N555SQ 1. ENGINE RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2400 2. EMER INST POWER & WHITE LIGHTING SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . ON 3. BATTERY & GENERATOR SWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 5.24.18 Electrical Fire N6586C 1. 2. 3. 4. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. ENGINE RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2400 EMER INST POWER GANG BAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER FLIGHT INSTRUMENT EMER POWER SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AS/REQ MASTER ELEC GANG BAR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DOWN Crew Oxygen Masks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/100% Emergency Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ Call ATC on VHF #1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXPLAIN Smoke Evac . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IF NECESSARY All MJB CBs (except Emer CBs). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Battery Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Generator Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Generator Field CBs (one at a time) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Inverter Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Inverter CBs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Inverter Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Malfunctioning CB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Remaining CBs, One at a time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Emer Inst Power & Cockpit White light Sws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL

5.24.19 Inflight Door Warning Land as soon as practical 5.24.20 Hydraulic Failure 5.24.20.1 Leak Isolation 1. Landing Gear Sel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NEUTRAL 2. 3. 4. 5. Wing Flap Sel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5o POS, OFF Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF, DO NOT DEPRESS Windshield Wipers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Hydraulic Bypass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP

5-34

Rev 1

26 September 2008

DC-6 OPERATING MANUAL 5.24.21 Prior to Approach-Emergency Gear Exit 1. Hydraulic Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF/NEUTRAL 2. Gear Handle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN (Freefall Down, Three Green Lights/Wheels) 3. Gear Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NEUTRAL 4. Aux Pump Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .BRAKES 5. Aux Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON, BRAKE CK, OFF 5.24.22 Prior to Landing-Emergency Flap Exit 1. Wing Flap Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET 2. Hydraulic Bypass. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN IF FLAPS DO NOT EXTEND: 3. Aux Pump Sel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GEN SYSTEM 4. Aux Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON 5. Aux Pump Sel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .BRAKES 5.24.23 Approach and Landing 1. 2. 3. 4. 5. 6. Gear Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN Air Brake Safety Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BREAK Aux Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HOLD ON Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .REVERSE Hydraulic Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY Air Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE IF NECESSARY

5.24.24 Fuel Dumping Airspeed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187 KIAS MAX Gear & Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP Fuel selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAIN Fuel Cross-feed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Heaters/Deicers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Unnecessary Elect Equipment (including radar, exterior lights and radios) . . . . . . . . . . . . . . . . . . . OFF Fuel Dump Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL AFT Fuel Dump Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRAIN (drain 5 min. - visual check) 9. Fuel Dump Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED 10. Visual Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NO FUMES Dump Rate - 2736 Lbs/Min. 5.24.25 Fuel Line Failure 1. Mixture Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE CUT-OFF 2. Tank Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Rev 0 01 December 2006 5-35

1. 2. 3. 4. 5. 6. 7. 8.

DC-6 OPERATING MANUAL 3. First Officer O2 Mask . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/100% 4. Firewall Selector. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL 5. CO2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DISCHARGE 6. Feather Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH CAUTION:Maximum time from firewall handle PULL to feather BUTTON PUSH is 4 TO 6 Seconds.

5-36

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01 December 2006

DC-6 OPERATING MANUAL

CHAPTER: 6
6.1
6.1.1

PERFORMANCE

General
Purpose

Performance data is provided for flight planning and to aid in an understanding of airplane operating parameters. The basis of this information is flight testing conducted by the manufacturer. Regulations pertaining to transport category aircraft minimum performance are based on a NACA standard atmosphere. Variations in performance based on differences from standard temperatures are included on performance charts or appear as an indicated correction to standard temperature performance. All performance data in this section assumes the use of 100/130 or 100LL fuel. All airspeed references, unless otherwise noted, are indicated airspeeds as observed on the Captain's airspeed indicator. A separate Airport Analysis Manual is considered a part of this Operating Manual and contains tabulated takeoff and landing data for specific runways including obstacle clearance information and operational restrictions. 6.1.2 Chart Explanation

Standard Atmosphere (Diagram 6-A)

The Standard Atmosphere table is provided to show standard values of atmospheric properties. The standard temperature is +15C (59F) and a pressure of 29.92 inches of mercury (in Hg) as standard sea level conditions. The temperature variation (lapse rate) with altitude is approximately a constant at -2C per 1,000 feet from sea level to the stratosphere (about 36,089 ft.). Values are given in 1,000 ft. intervals in altitude and include temps in degrees Fahrenheit and Celsius. Temperature Conversion (Diagram 6-B) Density Altitude Chart (Diagram 6-C and Diagram 6-D) Is for conversion of pressure altitude to density altitude using true outside air temperature. Density Altitude Table (Diagram 6-E) Gives highly accurate values of SMOE (based upon 100 ft. altitude increments) for use in computing true airspeed. Altitude Pressure Correction Table (Diagram 6-G) Provides the correction necessary to determine pressure altitude when field elevation and altimeter setting (in Hg) are known. Stalling Speed Versus Gross Weight (Diagram 6-I) Allows the stall speed to be computed in various aircraft configurations. a. VSO Stall Speed - denotes the indicated stall speed or the minimum steady flight speed at which the airplane is controllable with: Engines idling, throttles closed (or not more than sufficient power for zero thrust set at a speed not greater than 110% of the stalling speed.
Rev 0

Propellers in position normally used for takeoff. Landing gear extended. Wing flaps in the landing position as indicated on the chart. Cowl flaps closed.
01 December 2006 6-1

DC-6 OPERATING MANUAL Center of gravity in the most unfavorable position within allowable landing range. Weight of the aircraft equal to the weight in connection with which VSO is being used as a factor to determine a required performance.

b. VS1 Stall Speed - denotes the stalling speed, or the minimum steady flight speed at which the airplane is controllable with: All engines idling, throttles closed (or not more than sufficient power for zero thrust set at a speed not greater than 110% stall speed). Propellers in position normally used for takeoff, the airplane in all other respects (flaps, gear etc.) set for the test being performed. Weight of the aircraft equal to the weight in connection with which VS1 is being used as a factor to determine a required performance.

Stalling Speed in a Coordinated Turn (Diagram 6-J)

Is used in determining the increase in stall speed with reference to the angle of bank. Airspeed Calibration Chart (Diagram 6-K) Supplies correction factors for position and compressibility errors to allow calculation of true airspeed from indicated airspeed. Altimeter Calibration Chart (Diagram 6-L) Supplies correction factor to allow computation of true pressure altitude from indicated pressure altitude. Oat Calibration Cockpit Indicator (Diagram 6-M) Supplies correction factor to change indicated air temperature to true air temperature (in C).

6-2

Rev 0

01 December 2006

DC-6 OPERATING MANUAL

6-A Diagram:

Standard Atmosphere

Rev 0

01 December 2006

6-3

DC-6 OPERATING MANUAL

6-B Diagram:

Temperature Conversion

6-4

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6-C Diagram:

Density Altitude Chart

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6-D Diagram:

Density Altitude Chart

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6-E Diagram:

Density Altitude Table

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6-F Diagram:

Density Altitude Table

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6-G Diagram: Altitude Pressure Correction Table

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6-H Diagram:

Compressibility Correction to Calibrated Airspeed

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6-I Diagram:

IAS Stalling Speeds vs. Gross Weights

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6-J Diagram:

Indicated Stalling Speed in Coordinated Turn

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6-K Diagram:

Airspeed Calibration Chart

CORRECT INDICATED AIRSPEED FOR POSITION ERROR & COMPRESSIBILITY CAPTAIN'S NORMAL STATIC SOURCE (ALL GEAR AND FLAP POSITIONS) PRESSURE 80 100 120 140 160 180 200 220 240 260 280 ALTITUDE KIAS KIAS KIAS KIAS KIAS KIAS KIAS KIAS KIAS KIAS KIAS S.L. 2 2 3 3 3 3 3 3 3 3 3 5,000 2 2 3 3 3 3 3 3 3 2 2 10,000 2 2 3 3 3 3 2 2 2 1 1 15,000 2 2 3 3 2 2 1 1 O O O 20,000 2 2 3 2 2 1 1 O -1 -2 -3 25,000 2 2 2 2 1 O -1 -2 -3 -5 -7 NOTES: 1. To convert from IAS to TAS: a. Enter appropriate chart with Indicated Airspeed and Pressure Altitude. b. Extract airspeed correction and apply to Indicated Airspeed to obtain Equivalent Airspeed. Multiply Equivalent Airspeed by SMOE to obtain True Airspeed. IAS + CHART CORRECTION* = EAS EAS X SMOE = TAS Chart correction includes both installation and compressibility factors thus the change of IAS to Calibrated Airspeed (CAS) is included in the chart correction 2. To convert TAS to IAS: a. Divide TAS by SMOE to obtain EAS. b. Enter appropriate chart with EAS and Pressure Altitude. c. Read airspeed correction, REVERSE THE SIGN, and apply to EAS to obtain IAS. CORRECT INDICATED AIRSPEED FOR POSITION ERROR & COMPRESSIBILITY FIRST OFFICER'S NORMAL STATIC SOURCE FLAPS 50 FLAPS 20 FLAPS ALL AND AND GEAR GEAR AND FLAP POSITIONS GEAR DOWN GEAR DOWN UP PRESS INDICATED AIRSPEEDS IN KNOTS ALT 80 100 120 100 110 120 120 140 160 180 200 220 240 260 280 S.L. 1 2 4 1 2 3 2 4 5 5 5 5 6 6 6 5,000 1 2 4 1 2 3 2 4 5 5 5 5 5 5 5 10,000 1 2 4 1 2 3 2 4 5 5 4 4 4 4 4 15,000 2 4 4 4 3 3 3 3 2 20,000 2 4 4 3 3 2 2 1 0 25,000 1 3 3 2 1 1 0 -2 -4

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CORRECT INDICATED AIRSPEED FOR POSITION ERROR & COMPRESSIBILITY CAPTAIN AND FIRST OFFICERS ALTERNATE STATIC SOURCE FLAPS 50 FLAPS 20 FLAPS ALL AND AND GEAR GEAR AND FLAP GEAR DOWN GEAR DOWN UP POSITIONS PRESS INDICATED AIRSPEEDS IN KNOTS ALT. 80 100 120 100 110 120 120 140 160 180 200 220 240 260 S.L. 5,000 10,000 15,000 20,000 25,000 1 1 1 1 1 1 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 1 2 2 2 2 2 1 2 2 2 1 1 0 2 2 1 1 0 -1 2 2 1 0 0 -2 2 2 1 0 -1 -3 3 2 1 0 -1 -4 3 2 1 0 -2 -5

280 3 2 1 -1 -4 -7

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6-L Diagram:

Altimeter Calibration Chart

TO CORRECT FROM INDICATED PRESSURE ALTITUDE TO TRUE PRESSURE ALTITUDE 1. Enter appropriate table with indicated pressure altitude and indicated airspeed. 2. The corrections are given in feet. Add corrections to indicated pressure altitude to obtain true pressure altitude.
NOTE:

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6-M Diagram: Outside Air Temperature Calibration Cockpit Indicator

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6.2
6.2.1 6.2.1.1

Performance Requirements
Takeoff Requirements General

Douglas DC-6 aircraft were originally certificated under the performance requirements as set forth in Airplane Airworthiness; Transport Categories, CAR part 4b. The takeoff performance definitions and requirements of CAR 4b differ from the current performance requirements as outlined in the Airworthiness Standards: Transport Category Airplanes, FAR part 25. The definitions, takeoff performance requirements and takeoff flight path profile for CAR 4b are shown on page 17. The definitions and takeoff performance requirements for FAR 25 combined with CAR 4b are shown on page 18. The Takeoff Performance as presented in the performance section of this manual (21 through 26), reflect the original data as presented by Douglas Aircraft Company and approved during the certification of the DC-6 under CAR part 4b, and those standards of FAR part 25 which require all aircraft certificated under CAR 4b to perform in accordance with FAR 25. 6.2.1.2 Takeoff Path Requirements CAR 4b.116 The takeoff path shall be considered to consist of the following five consecutive elements: 1. Distance required to accelerate the airplane to V2, assuming the critical engine to fail at the speed V1. 2. The horizontal distance traversed and height attained by the aircraft in the time required to retract the landing gear when operating at V2 speed. 3. If applicable, the distance traversed and height attained by the aircraft in the time elapsed from the end of element 2 until the rotation of the inoperative propeller has been stopped. 4. The horizontal distance traversed and the height attained by the aircraft in the time elapsed from the end of element C until the time limit on the use of takeoff power is reached while operating at the V2 speed. 5. The slope of the flight path followed by the aircraft in the configuration of "D" but drawing not more than maximum METO power on operating engines.

6-N Diagram:
1st Segment A B

Takeoff Requirements
2nd Segment C 3rd Segment D 4th or Final Segment E Enroute Climb

50 Height Start Feather

Prop Feathered

2 Min Max

Accelerate 140 KIAS

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6-O Diagram: CAR 4B.116 and FAR 25 - Takeoff Path Requirements

CAR 4B.116 AND FAR 25 - TAKEOFF PATH REQUIREMENTS 1ST SEGMENT 2ND SEGMENT 3RD SEGMENT 4TH OR FINAL ENROUTE CLIMB SEGMENT 50' HEIGHT 50' HEIGHT ENDS AT 2 MIN V2 CLIMB 140 KIAS WINDMILLING START - FX MAXIMUM METO POWER METO POWER ENDS-FULL FX POWER TO 1500' AGL TO 400' AGL V2 CLIMB GEAR DN FLAPS 20 50 FPM MINIMUM 1.7% GEAR UP GEAR UP GEAR UP FLAPS 20 FLAPS 20 FLAPS 20 ONE ENGINE INOPERATIVE REQUIRED RATE OF CLIMB 0.035VS12 0.035VS12 0.035VS12 GEAR UP FLAPS UP

(0.06-0.08)VSO2/N 1.6%

ONE ENGINE INOPERATIVE REQUIRED GRADIENT OF CLIMB 1.7% 1.7% 1.7%

6.2.1.3 Takeoff Path Requirements - Definitions 1. Specific Definitions of V1 and V2 The runway length required for takeoff is based on two speeds V1, Critical Engine Failure Speed and V2, Takeoff Safety Speed and is the greater of the following: The distance to accelerate to V1 and stop on the runway. The distance to accelerate to V1 and then, with the most critical engine inoperative, accelerate from V1 to V2 and climb to a 50 ft. height above the runway on a standard day.

2. Accelerate and Stop Distance - composed of the following segments ALL ENGINE ACCELERATION TO V1 - Distance beginning with the main wheels at the end of the runway and Max Power applied before brake release. PROPELLER INERTIA DISTANCE - From the time the engines are cut until the aircraft begins to decelerate. A small interval is allowed for pilot reaction time (1.6 sec.) and release of kinetic energy by the props (215') for a DC-6. STOPPING DISTANCE - Distance during the stop when maximum braking is applied, regardless of damage to tires or brakes. The aircraft is stopped with the main wheels on the runway. 3. Distance to Reach a 50 Foot Height - composed of the following segments: ALL ENGINE ACCELERATION TO V1 - same as above. ONE ENGINE OUT ACCELERATION DISTANCE FROM V1 TO V2 - The most critical engine (#1) fails and the aircraft accelerates from V1 to V2 with that engine out and that propeller windmilling or feathered if auto feather is operative. the operating engines remain at Max Power. 4. MINIMUM RUNWAY LENGTH - This distance occurs when the ACCELERATE - STOP distance and the DISTANCE TO 50 FT. HEIGHT are equal. This is Optimum V1 and all minimum lengths are based on this figure, (also known as a Balanced Field). NOTE: Vl and V2 LIMITS - If the runway slope is increased on uphill takeoffs, the aircraft requires a greater distance to reach a 50 foot height than it does to accelerate and stop. V1 increases with increasing slope until it reaches or theoretically exceeds V2. A V1 greater than V2 is a undesirable operating condition and therefore is not considered in runway minimum length computations. 6-18
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DC-6 OPERATING MANUAL 6.2.2 Corrections

1. Temperature Corrections - apply temperature corrections as follows: Accelerate and Stop - full effect of nonstandard temps are used. Distance to 50 ft. Height - One half the non-standard temp are applied in determining the distance to reach 50 ft. height. These corrections are only applied to MINIMUM RUNWAY LENGTH calculations and are not considered beyond the 50 ft. height or during other climb requirements.

2. HUMIDITY - No correction for humidity is considered in the calculations. However, humidity does degrade performance by replacing part of the air drawn into the engine with water vapor and since power is dependent on air volume, power is reduced. Also, carburetor metering is based on dry air volume. Some of the air is replaced by water vapor and the mixture becomes richer. Since the engine is operating at a mixture richer than best power prior to this richening by water vapor, it moves further from best power and performance is further reduced. 3. RUNWAY SLOPE CORRECTIONS - The runway slope effect is included in calculation. The slope of a line from one end of the runway to the other is the runway slope unless the runway surface deviates more than five feet from this line. In that case, the slope of the portion of the runway required to accelerate to V2 is used as the runway slope. 4. WIND CORRECTIONS - By FAR, use 50% of the reported headwinds and 150% of the reported tailwinds in determining wind effect on runway length and flight path. Because 26 knots of crosswind was the highest value available during certification test, 26 knots is the maximum value of cross wind component that can be used in any performance data computation. Takeoffs are limited to a tailwind component of not greater than 10 knots. 6.2.3 Climb Requirements

Climb requirements are based on minimum climb rates necessary during takeoff, en-route and landing phases. The following components affecting aerodynamic characteristics are referred to collectively as "configuration": Engine power output (Takeoff, METO, Windmilling or Feathered) Landing gear position (up or down) Flap Setting Cowl flap setting

1. Enroute Climb On a four engine aircraft, the enroute weight limitations are usually determined by the one engine out enroute requirements. The two engine out requirements may become limiting on very long flights without an intermediate landing area available. 6.2.4 Landing Requirements

1. Landing Distance - Landing distance is composed of the air run distance from a 50 ft. height to contact and ground run distance from contact to stop. 2. Air Run Distance - The air run distance is the horizontal distance traversed while the main gear are descending from a 50 ft. height to ground contact. This distance is based on the use of a calibrated air speed equal to 130% of stalling speed, (calibrated for the landing flap setting in use). 3. Ground Run Distance - This distance is measured from the ground contact point to where the main gears stop on a dry hard runway.

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DC-6 OPERATING MANUAL 4. Temperature and Slope Accountability - Neither non-standard temperature or slope must be included in computation of minimum effective landing runway length. 5. Wind - The maximum landing weight for which an airplane may be dispatched to land at a given airport must be determined on the basis of a zero head wind component on the principle runway. The effect of the wind may be used: To determine the wind component required at the maximum landing weight when landing on runways other than the principle runway. To determine the maximum tail wind component that can be used for landing on a given runway. To determine for sloped runways the wind component speed at which the landing direction should be changed from uphill with a tail wind to downhill with a head wind.

Not more than 50% of the headwind or 150% of the tailwinds may be used in determining the mean effective runway length. LANDING WITH TAILWINDS ARE LIMITED TO REPORTED TAILWIND COMPONENTS NOT GREATER THAN 10 KNOTS. 6.2.5 Definitions

Minimum Control Speed - VMC: The minimum control speed is the calibrated air speed at which when the critical engine is suddenly made inoperative, it is possible to recover control of the airplane and maintain it in straight flight either with zero yaw or with an angle of bank not exceeding 5. The pilot must be able to maintain a heading change of less than 20 (without exceptional skill or alertness). This speed shall not exceed 1.2 VS1 with maximum power on all engines, rear most center of gravity, flaps in takeoff position and rudder pedal force not to exceed 180 lbs. This speed is 83 knots KIAS at sea level, except at weights where the zero thrust stall speed is higher. Above 69,000 pound gross weights, the zero thrust stall speed is greater than VMC and therefore must be observed as the minimum value of VMC. Critical Engine Failure Speed/Accelerate Stop/T.O. Decision Speed: The speed from which the airplane may be brought to a stop with the main wheels on the runway or accelerate to V2 and climb to a 50 ft. height before passing the end of the runway should an engine become inoperative at V1. It is possible for V1 to be less than VMC on a tricycle gear aircraft since VMC is measured in flight where the direction control of the nose wheel is not available. Optimum V1 Speed: The V1 speed at which the distance to ACCELERATE AND STOP is equal to the DISTANCE TO REACH A 50 ft. HEIGHT. This distance is the MINIMUM TAKEOFF RUNWAY LENGTH, (Balanced Field Length). Minimum Takeoff Climb Speed/T.O. Safety Speed - V2: The calibrated airspeed used for establishing the takeoff runway length and the rate of climb in the second segment. V2 must be not less than 110% of VMC and 115% of VS

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DC-6 OPERATING MANUAL 6.2.6 6.2.6.1 Performance Parameters Landing Performance

Landing information is presented for both full (50) flap and (40) flap configurations. Landing flaps at 40 permits operation at higher landing weights with dry power. Landing weight limitations are shown on the landing charts for various takeoff power conditions. 6.2.6.2 Takeoff Performance Takeoff information is based on use of 100/130 fuel. No ground effect is included in any takeoff climbs. As a safety factor, propeller reversing is not used in determining the distance required to stop after engine failure at V1 speed.

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6-P Diagram:

Takeoff Airport Limitations

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6-Q Diagram: Takeoff Performance: First Segment Climb

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6-R Diagram:

Takeoff Performance: Second Segment Climb

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6-S Diagram:

Takeoff Performance: Third Segment Climb

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6-T Diagram:

Takeoff Performance: Fourth Segment Climb

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6-U Diagram:

Takeoff Performance: Enroute Climb

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6-V Diagram:

Crosswind Component Chart

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6.3

Takeoff Performance

6-W Diagram: Takeoff Power Chart

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6-X Diagram:

V1 and V2 Speed Charts

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6-Y Diagram:

V1 and V2 Speed Charts

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6-Z Diagram:

Second Segment Climb Gross Weight Limitations

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6-AA Diagram: Second Segment Climb Gross Weight Limitations

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6-AB Diagram: Landing Climb Gross Weight Limitations

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6-AC Diagram: Minimum Takeoff Runway Length

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DC-6 OPERATING MANUAL 6.3.1 6.3.1.1 Take-Off Performance Temperature Accountability Corrections to Takeoff Runway Length

The takeoff charts are prepared to determine the allowable takeoff gross weight based on field elevation runway length and wind. In addition, corrections must be applied for nonstandard temperature and runway slope. 6.3.1.2 Temperature Accountability for Takeoff Gross Weight at Constant Takeoff Runway Length Correction to gross weight at temperatures Above standard = - 70 lbs/ 1oF Below standard = + 55 lbs/ 1oF 6.3.1.3 Temperature Accountability for Minimum Take-Off Runway Length at constant Take-Off Gross Weight Correction to runway length required + 12 ft./ 1oF at Sea Level to 3,000 ft. increases at temperatures above standard = linearly to 22 ft./ 1oF at 8,000 ft. altitude Correction to runway length required - 6 ft./ 1oF at temperatures below standard = 6.3.1.4 Temperature Accountability for Critical Engine Failure Speed (Windmilling propeller)

Correction to critical engine failure speed = 0 Knots/ 1oF 6.3.2 Correction for Uphill or Downhill Slope

To correct takeoff runway length for slope, enter the following chart with level runway length (A). Proceed to center line (zero slope) (B) and then follow guidelines to appropriate slope value (C). Read down to corrected distance (D).

6-AD Diagram: Corrected Runway Length

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DC-6 OPERATING MANUAL 6.3.3 Procedures for Extreme Runway Gradient

1. Whenever the runway slope exceeds an UPHILL or DOWNHILL gradient of 2%, it is considered to be an EXTREME GRADIENT. 2. When departing a runway with an EXTREME DOWNHILL GRADIENT the following procedures will be used: a. The Captain will specifically brief the crew that this is a SPECIAL TAKEOFF PROCEDURE. The briefing will include the following: Prior to brake release, the ABORT decision will be made at the 30 barometric check if any deficiencies are noted. V1/V2 speed will be 110kts. No abort after brake release.

b. The aircraft will do a static power take off from the departure end ramp with the abort decision made if the aircraft is deficient in any parameter of the 30 barometric check. If no deficiencies present at the point, power is advanced to maximum and the brakes are released. No abort after brake release. After reaching a V1/V2 speed of 110kts., make a normal rotation and lift off. 3. Limitations a. Day VFR operations only b. Maximum take off weight 81,000 pounds or as further limited by effective length (maximum take off weight for three engine ferry) c. V1/V2 speed will be 110kts (two engine VMC) d. Fully qualified crew

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6-AE Diagram: Runway Slope Correction

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6.4
6.4.1

Climb Performance
General

Climb power is set primarily by RPM and manifold pressure corrected for temperature and altitude. As the aircraft climbs, manifold pressure must be reduced, because of the decreasing back pressure as the air becomes less dense. During climb the minimum fuel flow is very important because operation with the proper climb manifold pressure and less than minimum fuel flow approaches the detonation range. Fuel flow must be checked only after setting the correct manifold pressure for the existing altitude and carburetor air temperature. Manual leaning may be used to bring unusually high fuel flows down into the desired range. 6.4.2 Maximum Power Control CB-16/WET 2400 59.5" 2800 243 1500 CB-16 ALT DRY* 2050 55.0" 2700 215 1760 CB-16 DRY 1950 53.0" 2800 197 1940

1. The following maximum takeoff power settings powers are used during DC-6 operations: BHP MAX MAP UNCORRECTED RPM BMEP MAX FUEL FLOW (NOM)

*NOTE:To use the alternate dry power setting, the propeller governor low pitch stop must be reset by maintenance. 2. Consult fuel flow charts for minimum and maximum fuel flow limits. 3. Desired CHT before takeoff is 140C. Maximum CHT is 170C. During takeoff run, be alert for manifold pressure increases due to ram effect. 6.4.3 Four Engine Climb Methods

1. A 1500 HP climb is normally used for all takeoff gross weights and altitude situations. The 1400 HP climb may be used for takeoff gross weights of less than 92,500. Climb airspeed is 165 KIAS as read on the Captain's airspeed indicator. 2. Two basic methods for climb management is presented. The first simply gives CLIMB PARAMETERS as sea level values for climb power in low blower, critical altitude for blower shift and high blower climb parameters. Corrections must be made to MAP for altitude increase and CAT temperatures above standard and these values are also included. The second method shows climb POWER SETTINGS as a function of pressure altitude and indicates blower shift altitudes with a chart division line. Either of these methods is suitable for climb power management.

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6-AF Diagram: Four Engine Climb Parameters

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6-AG Diagram: Power Settings for 1500 HP Climb

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6-AH Diagram: Power Settings for 1400 HP Climb

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6-AI Diagram: Time and Distance to Climb - 1500 HP

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6-AJ Diagram: Time and Distance to Climb - 1400 HP

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6-AK Diagram: Fuel to Climb - 1500 and 1400 HP

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6-AL Diagram: Meto Power Chart

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6.5
6.5.1

Cruise Performance
General

Power settings, airspeeds and fuel consumption information for 1100 HP cruise, 1200 HP cruise, three and two engine cruise and long range cruise are provided in this section. The two basic cruise configurations are 1100 BHP Cruise for gross weights less than 90,000 lbs. and 1200 BHP Cruise for gross weights above 90,000 lbs. The three and two engine cruise charts are used when engines are shutdown. Though Long Range Cruise is seldom applicable to flight profiles, it is included to allow cruise planning when fuel conservation is a prime objective. All charts are applicable to 100/130 or 100LL fuel. All power settings in this section are based on using the aircraft setting. Select the chart value nearest to the observed Pressure Altitude and CAT, round out the selected MAP to the nearest lower whole or half number i.e.; 52.2" selected, 52.0" is used; 57.9" selected, 57.5" is used, etc. Interpolation should be used, but care must be exercised to avoid over-boosting the engines. The BMEP drop is specified on each chart. Auto Rich operation when mandated is also indicated on the chart. Using density altitude, refer to the appropriate airspeed chart to determine cruise airspeed. Setting the BMEP drop After leveling at cruise altitude maintain climb power and allow the airspeed to increase to the approximate cruise IAS. Allow the aircraft to settle at cruise speed and wait 5 minutes for the AMC in the carburetor to stabilize. Determine the aircraft pressure altitude and then set the appropriate MAP and RPM. Close the Cowl Flaps and leave the mixture in Auto Rich and adjust CHT not to exceed 175C. Upon the completion of the five minute stabilization period, note the BMEP reading and begin leaning from the AUTO-RICH position. Watch for the BMEP to peak as the mixture control is moved toward lean (Best Power). Continue leaning until BMEP has been reduced from its maximum value (Best Power) by the amount of specified BMEP drop. The pressure carburetor is designed for manual leaning and a distinct rise in BMEP should be seen during the initial leaning process. If this initial BMEP rise is not observed but instead an immediate decrease in BMEP is noted, the carburetor is at or slightly lean of best power in cruise, even with the mixture control in Auto Rich. In this case, intermittent prime may be used to determine best power, Refer: page 50.

NOTE:

Since the BMEP drop is based on a constant manifold pressure, airspeed and altitude must be held constant when accomplishing this procedure. An airspeed change at a constant throttle setting affects ram air pressure and thereby manifold pressure and BMEP. An airspeed variation of 10 knots can result in as much as a five BMEP change. Adjust cowl flaps to provide the desired CHT (175C). When stabilized cross check the engine instruments. With equal MAP, RPM, CAT and CHT, an equal air flow through the engine is normally obtained. With identical BMEP drop settings and fuel to air ratio's, fuel flows will then also be equal. Any difference in fuel flow under these conditions must be due to instrument inaccuracy or a mechanical malfunction. During cruise operations readjust the fuel/air ratio by re-leaning. Re-leaning is required once each hour of operation or whenever any of the following conditions exist:
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Increase in cruise altitude Change in cruise power setting 5C change in CAT Suspect the engine is excessively lean (fluctuating BMEP and/or Fuel Flow).

Readjust the Cowl Flaps as necessary to maintain a CHT of 175C.

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6-AM Diagram: Effect of Prime on Power

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6-AN Diagram: Density Altitude Chart

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6-AO Diagram: Power Settings for 1000 HP Cruise Low Blower

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6-AP Diagram: Power Settings for 1100 HP Cruise Low Blower

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6-AQ Diagram: Power Settings for 1100 HP Cruise High Blower

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6-AR Diagram: Airspeeds for 1100 HP Cruise

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6-AS Diagram: Power Settings for 1200 HP

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6-AT Diagram: Airspeeds for 1200 HP Cruise Manual Lean Operation

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DC-6 OPERATING MANUAL 6.5.2 Cruise Control Fuel Planning

TAS Corrections for Enroute Ambient Temperatures For all Flight Planning Tables. When enroute temperatures are forecast to be standard use TAS figures as shown. When enroute temperatures are forecast to be colder than standard, subtract knot TAS for each degree below standard. When enroute temperatures are forecast to be above standard, use the correction chart below. +5 -2 -2 -3 100,000 +10 -4 -4 -5 +15 -5 -5 -6 +5 -2 -2 -3 90,000 +10 -4 -5 -5 +15 -6 -7 -7 +5 -3 -3 -3 80,000 +10 +15 -5 -7 -5 -7 -6 -8

GROSS WEIGHT TEMP VAR FROM STD C 10,000 DENSITY 15,000 ALTITUDE 20,000
NOTE:

Determine temperature deviation from standard by subtracting standard temperature from forecast temperature for proposed cruising altitude. Enter the above table with the Temperature variation from Standard in C and use the appropriate weight and altitude. Read the Correction to TAS and subtract this value from the TAS given in the Flight Planning Tables. Fuel Planning Procedure

6.5.3

As extracted from FAR 121.643, Supplemental Operations, Fuel Supply 121.643 FUEL SUPPLY: NONTURBINE AND TURBO-PROPELLER POWERED AIRPLANES: SUPPLEMENTAL OPERATIONS 1. Except as provided in paragraph (b) of this section, no person may release for flight or takeoff a nonturbine or turbo-propeller Powered airplane unless, considering the wind and other weather conditions expected, it has enough fuel a. To fly to and land at the airport to which it is released; b. Thereafter, to fly to and land at the most distant alternate airport specified in the flight release; and c. Thereafter, to fly for 45 minutes at normal cruising fuel consumption or, for certificate holders who are authorized to conduct day VFR operations in their Operations Specifications and who are operating non-transport category airplanes type certificated after December 31, 1964, to fly for 30 minutes at normal cruising fuel consumption for day VFR operations. 2. If the airplane is released for any flight other than from one point in the contiguous United States to another point in the contiguous United States, it must carry enough fuel to meet the requirements of paragraphs (a)(1) and (2) of this section and thereafter fly for 30 minutes plus 15 percent of the total time required to fly at normal cruising fuel consumption to the airports specified in paragraphs (a)(1) and (2) of this section, or to fly for 90 minutes at normal cruising fuel consumption, whichever is less. 3. No person may release a non-turbine or turbo propeller powered airplane to an airport for which an alternate is not specified under 121.623(b), unless it has enough fuel, considering wind and other weather conditions expected, to fly to that airport and thereafter to fly for three hours at normal cruising fuel consumption.

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6-AU Diagram: Example for IFR Operations

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6-AV Diagram: Example of Fuel Planning Procedures

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DC-6 OPERATING MANUAL 6.5.4 Fuel Planning Chart

1. Extract enroute fuel required for gross weight at takeoff and flight density altitude by entering enroute fuel table with ETE and density altitude. 2. Interpolate to the nearest minute using interpolation table. 3. Resulting figures include: a. Taxi, Run-up and Takeoff fuel of 316 lbs. b. Climb fuel as specified by the 1500 HP Climb Power Chart for all aircraft gross weights over 92,500 lbs. and 1400 HP Climb Power for all other weights. c. Cruise according to Cruise Power Setting indicated in the upper R/H corner of each chart i.e., 1200 BHP (Normal Cruise), 1100 BHP (Normal Cruise) and 1000 BHP (Normal Cruise). Cruise according to the 1200 BHP charts at weights above 90,000 lbs., 1100 BHP charts at weights below 90,000 lbs. 1000 BHP cruise may be used at gross weights less than 75,000 lbs. d. Cabin Heater fuel consumption is 24 lbs. per hour. 4. Increase enroute fuel by 72 lbs for each hour of anticipated icing conditions. 5. Increase fuel by 270 lbs. for each 10 minutes of anticipated holding. 6. Add 220 1bs. for an instrument approach or VFR approach and landing. 7. Obtain alternate fuel requirements by entering the 87,500 lbs. 1100 HP enroute fuel table with ETE and altitude. Use 6000' if MEA to alternate is below 6000'. Instrument approach fuel is built in as Taxi, Run-up and Takeoff fuel not consumed. 8. When enroute temperature is forecast to be other than standard Refer to Cruise Control Fuel Planning Chart, page 58, to correct TAS. 9. Interpolation Table: TIME (in min.) :01 :02 :03 :04 FUEL (in lbs) 45 90 135 180 TIME (in min.) :05 :06 :07 :08 :09 FUEL (in lbs) 225 270 315 360 405

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6-AW Diagram: Departure Gross Weight - 97,500 lbs

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6-AX Diagram: Departure Gross Weight - 92,500 lbs

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6-AY Diagram: Departure Gross Weight - 87,500 lbs.

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6-AZ Diagram: Departure Gross Weight - 103,800 lbs

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6-BA Diagram: Departure Gross Weight - 97,500 lbs

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6-BB Diagram: Departure Gross Weight - 92,500 lbs

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DC-6 OPERATING MANUAL 6.5.5 Alternate Fuel Planning

Obtain the Alternate fuel required from this chapter, Diagram 6-AY, (87,500 lbs 1100 BHP, OFF TO OVER chart). Enter the chart with ETE and altitude, use the 6,000 ft. column if the cruise altitude to the alternate is below 6,000 feet. The instrument approach and landing fuel of 220 lbs is built in as Taxi, Run-up, and Takeoff fuel not consumed.

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6-BC Diagram: Three Engine Cruise Control - GW 103,800-100,000 lbs

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6-BD Diagram: Three Engine Cruise Control - GW 80,000-75,000 lbs

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6-BE Diagram: Two Engine Control - GW 89,000-86,000 lbs

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6-BF Diagram: Two Engine Cruise Control - GW 74,000-71,000

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6-BG Diagram: Power Settings and Airspeeds for Long Range Cruise Manual Lean Operation - GW 102,500-97,500 lbs

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6-BH Diagram: Power Settings and Airspeeds for Long Range Cruise Manual Lean Operation - GW 87,500-82,500 lbs

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6-BI Diagram: Airport Limitations

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6.6
6.6.1

Landing Performance
Definitions

Landing Distance: Landing distance is composed of the air run (glide) distance from a runway threshold crossing height of 50 ft. to ground contact and a ground run distance from ground contact to a full stop. Air Run Distance: The air run distance is the horizontal distance traversed while the main gear are descending from a 50 it height to ground contact. This distance is based on the use of a calibrated air speed equal to 130% of stalling speed (calibrated for the landing flap setting in use). Ground Run Distance: This distance is measured from the ground contact point to where the main gear stop on a dry hard runway. Temperature and Slope Accountability: Neither nonstandard temperature nor slope must be included in computation of minimum effective landing runway length. Wind: The maximum landing weight for which an airplane may be dispatched to land at a given airport must be determined on the basis of a zero head wind component on the principle runway. The effect of the wind may be used: To determine the wind component required at the maximum landing weight when landing on runways other than the principle runway. To determine the maximum tail wind component that can be used for landing on a given runway. To determine for sloped runways the wind component speed at which the landing direction should be changed from uphill with a tail wind to downhill with a head wind.

Not more than 50% of the headwind or 150% of the tailwinds may be used in determining the mean effective runway length. LANDING WITH TAILWINDS ARE LIMITED TO REPORTED TAILWIND COMPONENTS OF NOT GREATER THAN 10 KNOTS. 6.6.2 General

1. Approach and Landing Speeds Chart (page 77) The data used in the construction of this chart is from the Douglas DC-6 FAA Approved Flight Manual. 2. The Landing Data Charts combine the factors of airport altitude, aircraft gross weight, and winds at a 50 ft. height above threshold altitude into a single chart to produce required landing distance. 3. Everts Air Cargo maintains a deviation to FAR 121.185 and 121.187 from the 60% destination and 70% alternate requirements to that of 80% for destination and alternate. Provided the following conditions are met: Fully Qualified Crew Reverse thrust is operational The airport is surveyed The airport is listed in the airport analysis manual

4. 50% of reported headwinds and 150% of reported tailwinds at a 50 ft. height was used in chart construction and therefore no correction of reported winds is necessary. 5. To use the Runway Length Charts proceed as follows: Enter the chart with the aircraft gross weight in lbs. 6-76 Read up to airport altitude
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DC-6 OPERATING MANUAL For no wind, read left to the distance scale (0 wind base line), read required runway length in feet. To apply winds, read left to zero wind guide line, then left for head wind or right for tail wind. Where the horizontal line from the zero wind guide line meets vertical line from wind, read the required runway length in feet. Approach and Landing Speeds

6.6.3

The recommended speeds and configurations used during approach and landing are as follows: Initial approach with gear up and 20 degrees flap equals 150% of the stalling speed in that configuration. Approach Speed with gear down and 30 degrees flap equals 140% of the stalling speed in that configuration. Threshold Speed with gear down and 50 degrees flap equals 130% of the stalling speed in that configuration. Touchdown with gear down and 50 degrees flap equals 120% of the stalling speed in that configuration.

These speeds are high enough to provide the necessary margin above stall to withstand turbulence and to provide adequate maneuverability throughout the approach pattern.

6-BJ Diagram: Charted Approach, Threshold and Touchdown Speeds

APPROACH, THRESHOLD AND TOUCHDOWN SPEEDS (with flap position) GROSS WEIGHT APPROACH THRESHOLD TOUCHDOWN VSO (LBS) 92,360 124K (30) 111K (40) 102K (40) 86K 92,000 123K 108K (50) 99K (50) 84K 90,000 122 107 98 83 88,000 121 106 97 82 86,000 119 104 96 81 84,000 118 103 95 81 82,000 116 102 94 80 80,000 115 100 93 79 78,000 114 99 92 78 76,000 112 98 90 77 74,000 110 97 89 76 72,000 109 95 88 75 70,000 107 94 86 74 All Airspeeds are in Kias as read on the Captains Indicator. 6.6.4 Procedures for Ice Runways

Based on a 92,000 lb. landing weight, the minimum required fresh water ice thickness for Everts Air Cargo DC-6 aircraft is 48" and a minimum saline (sea ice) thickness of 54" is needed. For landing on frozen fresh water on tundra 12" is required. The Runway surface will be prepared by grooving or cat tracking to enhance traction. Minimum runway length's are to be 5000 feet.
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DC-6 OPERATING MANUAL Runways will undergo normal airport analysis for layout, topography and obstruction clearance data. Thresholds other than those indicated by the prepared landing surface must be prominently marked, but may not be more 500 feet prior to the prepared landing surface, and the area must be free of obstructions. Additionally, runways will be pre-inspected by qualified Everts Air Cargo personnel to verify ice thickness, runway surface condition, braking action and general suitability in regards to seasonal considerations. Properly prepared runways shall be considered to have a runway surface condition equal to but not better than an ICAO Medium or RCR 12 rating. Obtain the LANDING GROUND ROLL or LANDING DISTANCE from a 50' height as appropriate from the LANDING GROUND ROLL - BRAKES ONLY chart on page 79. (NOTE: 50% of reported headwinds and 150% of tailwinds ARE NOT built into this chart. Use 1/2 of reported headwinds and 1 1/2 of reported tailwinds). With the appropriate value, enter the EFFECT OF UNUSUAL RUNWAY CONDITIONS ON LANDING GROUND ROLL, page 80. Determine the minimum length required for a medium RCR condition. This value must not exceed 80% of the total runway length available. Reverse thrust must be operational and used for landing.

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6-BK Diagram: Landing Ground Roll - Brakes Only

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6-BL Diagram: Effect of Unusual Runway Conditions on Landing Ground Roll

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6-BM Diagram: Runway Length for Intended Destination - Wing Flaps Full Down

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6-BN Diagram: Runway Length for Intended Destination - Wing Flaps 40o

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6-BO Diagram: Runway Length for Alternate Destination - Wing Flaps Full Down

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6-BP Diagram: Runway Length for Alternate Destination - Wing Flaps 40o

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6-BQ Diagram: Runway Length for Intended Destination - Wing Flaps Full Down

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6-BR Diagram: Runway Length for Intended Destination - Wing Flaps 40o

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6.7
6.7.1

Takeoff and Landing Data Card

General

The Takeoff and Landing Data (TOLD) Card is intended as a ready reference for departure and/or arrival airport information. When completed the card is to be placed in a position for quick reference i.e. instrument panel, pedestal, etc.
TOLD CARD Date __________

DEPARTURE APT ________ ARRIVAL APT________ MAN PRESS __________(W) MAN PRESS __________(D) TOTAL GROSS WEIGHT _______________ V1 ___________ V2 ___________ FUEL DUMP _______ MIN_________ LBS OR GAL LANDING GROSS WEIGHT____________ MAN SPD______ LDG SPD ______ TD SPD ______ THREE ENGINE VMC 83 KIAS TWO ENGINE VMC 115 KIAS

NOTE:

MAN PRESS (W) INDICATES USE OF ADI MAN PRESS (D) INDICATES NO ADI

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CHAPTER: 7
7.1
7.1.1

WEIGHT AND BALANCE

Loading Information
General

All DC-6B, DC-6A and C-118 aircraft are to be loaded so that maximum allowable takeoff gross weight, zero fuel weight, various cargo compartment weight limits, floor limits and center of gravity limits are not exceeded. In addition, the aircraft is to be loaded so that fuel usage during flight does not cause the C.G. to move out of limits. Weight & Balance will be computed in this manner in this section. 7.1.2 Maximum Allowable Weights

1. Zero Fuel Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87,360 lbs. (cargo only) All weight above maximum zero fuel weight (MZFW) must consist of consumable fluids, i.e.; nacelle oil, usable fuel, and ADI. 2. Landing Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92,360 lbs. (cargo only) All weight above maximum landing weight must consist of dumpable fuel. 3. Maximum Takeoff Weight 87,600 lbs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(Max) using 100 grade fuel 2800 RPM, Auto-feather inoperative Without water/alcohol injection use on takeoff Ref. Vol.II Chap. 2 pg. 3 92,200 lbs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(Max) using 100 grade fuel 2700 RPM, Auto-feather inoperative Without water/alcohol injection use on takeoff Ref. Vol.II Chap. 2 pg. 3 96,500 lbs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (Max.) using 100 grade fuel 2800 RPM, Auto-feathering inoperative With water/alcohol injection on three (3) engines Without water/alcohol injection on one (1) engine Ref. Vol.II Chap. 2 pg. 3 100,000 lbs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (Max.) using 100 grade fuel Auto-feathering inoperative With water/alcohol injection use on takeoff Ref. Vol.II Chap. 2 pg. 3 103,800 lbs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(Max) using 100 grade fuel Auto-feathering operative With water/alcohol injection use on takeoff Ref. Vol.II Chap. 2 pg. 3
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DC-6 OPERATING MANUAL CARGO COMPARTMENT LIMITS, DC-6A (MAX) COMPARTMENTS Compt A, Lower Compt, Sta. 89 to 221 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Compt B, Sta. 122 to 221 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . With Compt A loaded a Max weight in B Compt is . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

WEIGHT 1,960 lbs. 5,440 lbs. 3,480 lbs.

Compt C, Lower Compt, Sta. 221 to 341 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,780 lbs. Compt D, Sta. 221 to 341 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,600 lbs. With Compt C loaded a Max weight in D Compt is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,820 lbs. Compt E, Sta. 341 to 421 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,400 lbs. Compt F, Sta. 421 to 520 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,920 lbs. Compt G, Sta. 520 to 600 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,400 lbs. Compt H, Lower Compt Sta. 600 to 668 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,000 lbs. Compt J, Sta. 600 to 668. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,440 lbs. With Compt H loaded a Max weight in J Compt is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,440 lbs. Compt K, Lower Compt Sta. 668 to 752 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,540 lbs. Compt L, Sta. 668 to 792 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,440 lbs. With Compt K loaded a Max weight in L Compt is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,900 lbs. Compt M, Lower Compt Sta. 792 to 843 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 390 lbs Compt N, Sta. 792 to 866 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,960 lbs. With Compt M loaded a Max weight in N Compt is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,570 lbs. Compt P, Sta. 866 to 938 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,880 lbs. With Compt O loaded a Max weight in P Compt is. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.510 lbs.

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COMPARTMENT Lbs Per Running Ft Lbs S/F Compt A, Sta. 89 to 221 168 75 Compt B, Sta. 122 to 221 372 *200 Compt C, Sta. 221 to 341 168 75 Compt D, Sta. 221 to 341 792 200 Compt E, Sta. 341 to 421 960 200 Compt F, Sta. 421 to 520 960 200 Compt G, Sta. 520 to 600 960 200 Compt H, Sta. 600 to 668 168 75 Compt J, Sta. 600 to 668 792 200 Compt K, Sta. 668 to 792 168 75 Compt L, Sta. 668 to 792 552 200 Compt M, Sta. 792 to 843 84 30 Compt N, Sta. 792 to 866 396 200 Compt P, Sta. 866 to 938 396 200 * (100 LBS/SQ.FT. IN LIEU OF 2OO LBS/SQ.FT. DC-6B) 7.1.4 Tie-Down Fitting Load Restrictions

The main compartment cargo must be tied down in such a manner that allowable tie-down ring loads will not be exceeded when cargo is subjected to design load factors. The allowable simultaneous fitting loads are as follows: Cargo tie-down rings in the floor may be loaded up to a total simultaneous load of 2300 lbs vertically and 3800 lbs horizontally in any direction. Floor fittings in seat tracks simultaneous loads of 1500 lbs upward or 750 lbs in any direction in a plane parallel to the floor. Seat tracks may be loaded up to a total of 3000 lbs vertically and 1500 lbs horizontally per 20 inches of track. Wall fittings if installed is 1050 lbs in any direction and not to exceed 1050 lbs on any one frame. 7.1.5 Loading Instructions

The airplane must be loaded so that the operating weight plus cargo does not exceed the MZFW of 87,360 lbs. With that weight, plus fuel, oil and ADI fluid, it does not exceed the certificated takeoff weight as noted under Weight and Balance Data Limitations. 7.1.6 Loading Restrictions

Load the airplane so that the summation of the basic weight subtotal, plus cargo and oil index units, vs. weight, fall within the forward and aft balance limits for both takeoff and landing. Retraction of the landing gear need not be taken into account since the balance limits have been adjusted to compensate for this. All undumpable fuel is considered in the landing weight. The total of the following weights: Fuel, Nacelle oil, ADI fluid, and actual ZFW, must not exceed the Maximum Landing Weight of 92,360 lbs. Landing center of gravity must be computed prior to takeoff compensating for fuel usage during flight. The most adverse change of C.G. would be an empty aircraft with only fuel use. In which case, the C.G. would

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DC-6 OPERATING MANUAL move forward. Thus, summation of the weights and indices of the empty operating weight, cargo, crew and miscellaneous items, must fall within the forward balance lines. Minimum gallons of oil to be carried must be equal to gallons of fuel carried divided by 30 when nacelle tanks only are used. Or, it must be equal to gallons of fuel carried divided by 40, if nacelle and fillet tanks are used.

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7-A Diagram:

Fuel - Oil - ADI - Weight Charts

AUXILIARY OIL Cap. 26 Gallons 6.75 lbs/Gal Gallons Weight 2 13.5 4 27.0 6 40.5 8 54.0 10 67.5 12 81.0 14 94.5 16 108.0 18 121.5 20 135.0 22 148.5 24 162.0 26 176.5 FUEL Total Cap. 3842 Gal. System Tanks (Each) Gallons 1 & 4 Mains 360 2 & 3 Mains 508 1 & 4 Alts 526 2 & 3 Alts 527 Total Cap. 5404 Gal. System Tanks (Each) Gallons 1 & 4 Mains 695 2 & 3 Mains 719 1 & 4 Alts 526 2 & 3 Alts 762 Total Cap. 5512 Gal. System Tanks (Each) Gallons 1 & 4 Mains 695 2 & 3 Mains 719 1 & 4 Alts 580 2 & 3 Alts 762

NACELLE OIL Cap. 35 Gal ea./Tank 7.5 Lbs./Gal. Gallons Weight 40 300.0 45 337.5 50 375.0 55 412.5 60 450.0 65 487.5 70 525.0 75 562.5 80 600.0 85 637.5 90 675.0 95 712.5 100 750.0 105 787.5 110 825.0 115 862.5 120 900.0 125 937.5 130 975.0 135 1012.5 140 1050.0 ADI WATER/ INJECTION) FLUID Cap. 40 Gallons 50% Alcohol, 50% Water 7.5 Lbs/Gal Gallons 4 8 12 16 20 24 28 32 36 40
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Weight 2,160 3,048 3,156 3.162 Weight 4,170 4,314 3,156 4.572 Weight 4,170 4,314 3,480 4.572

Weight 30.0 60.0 90.0 120.0 150.0 180.0 210.0 240.0 270.0 300.0

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7.2
7.2.1

Weight and Balance Record

Introduction

The "Weight and Balance" form presented is a graphical chart which permits a rapid determination of the airplane's weight and center of gravity position as required for Air Carrier Operations. The form consists of two related sections. On the left side of the page is the configuration table arranged to facilitate the determination of the various compartment loads and also the operational weights for the specific flight. The right side consists of moment scales for the various compartments and a center of gravity weight grid which is used, in combination with the configuration table for the determination of the C.G. location of the airplane. 7.2.2 Notes on Chart Construction

All data relating to weights, C.G.'s, compartment maximum placard loads, airplane center of gravity limits, are taken from Douglas Report SM-13912, CAA approved "Loading Chart, Actual aircraft "Weight and Balance", and Douglas Bulletin No. 787. The chart indicates the horizontal location of the airplane C.G. in relation to the Mean Aerodynamic Chord of the wing. Construction of the scales and C.G. grid are based on the index system of Mh/C=I. To facilitate construction of the chart and more important, to simplify certain features for use of the operator, the horizontal reference axis about which the chart is constructed is located at the average C.G. of the usable fuel. This prevents the calculation of a separate moment for each fuel load, thus simplifying the computation of that moment. The effect of various fuel tank configurations on moment calculations is discussed later in this Section. The layout of the Basic Operating Weight Index Scale and the Compt. Loading Scales, as well as the Weight-Center of Gravity Grid, is based on 0.1 inch equals 100,000 inch pounds. The vertical or Weight Scale for the grid, is based on 0.1 inch equal 4,000 pounds. The zero point of the index scale has been moved to the left 70 units to eliminate the use of negative numbers. The basic index formula is as follows: Index Units = 70 (W (458.0-C.G.)) 100,000 Where: W = Basic Airplane Weight C.G. = Fuselage Station of Basic Airplane Center of Gravity

Station 458.0, with respect to the official Datum Line, is used as the average C.G. of the usable fuel. The use of station 458.0 as a center of gravity of the fuel tanks is only an approximation and will require a correction for some aircraft fuel tank configurations. The center of gravity of the fuel tanks in the 5404 gal. system is located at station 457.7. In the layout of the compartment loading scales the following data shows the derivation of the linear values for the indicated weight increments used for each compartment.

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7-B Diagram:
Compt

Scale Unit Length Derivation

Compt C.G. Fus.Sta. -55.0 155.0 281.0 381.0 470.5 560.0 634.0 730.0 829.0 910.0 565.0 435.0 364.0 Chart Arm Compt C.G. 458.0 -403.0 -303.0 -177.0 - 77.0 12.5 102.0 176.0 272.0 371.0 452.0 107.0 - 23.0 - 94.0 Load Increment (lbs.) 200 400 500 1,000 5,000 1,000 500 500 200 200 176 291 1,050 Scale Unit Length (w) .080 .121 .089 .077 .062 .102 .088 .136 .074 .090 .010 * .002 * .099

Crew A&8 C&D E F G H&J K&L M&N P Aux Oil ADI Nac Oil
NOTE:

Due to very small moment increments for the auxiliary oil and ADI fluid, these scales were omitted from the chart. Their effect on balance can be considered as negligible.

Since the Weight-Center of Gravity Grid must coordinate with the basic operating weight index scale, the same formula used for the index scales also applies to the grid. In order to determine the fuselage station corresponding to any C.G. location, in percent of the mean aerodynamic chord, the following formula was employed: FS = 163.6 (%MAC) + 395.2 WThe forward center of gravity limit for DC-6A cargo aircraft is 11.0%, from the empty weight up to HERE: FS = Fuselage Station of the Airplane Center of Gravity % MAC = percent mean aerodynamic chord location of airplane C.G. Substitution of the fuselage station, corresponding to a given percent MAC, and airplane weight into the index formula determines the weight-grid envelope and it's relation to the index scale. 85,600 lbs. With a straight line variation from 11.0% to 14.1% at 102,200 lbs. Then a straight line variation between 14.1% at 102,200 lbs. and 14.6 at 103,000 lbs. These limits are based on wheels down operation. The forward C.G. limit is allowed to shift further forward with the landing gear up. However, since a wheels down take off or landing is the most restrictive case, only those limits are shown. The aft loading limit is the same for both wheels up and wheels down operation. The maximum aft center of gravity is 33.0%. 7.2.3 Using the Chart

Heading Data, Lines 1 and 2 for trip. The Basic Operating Weight, line 3, is obtained from the weight control records and is the weight of the airplane in the configuration previously set up by the operator commensurate with the requirements of the route. Addition Crew, line 4 at 200 pounds each. Lines 5 to 19, are used to enter the weight of the load in each compartment. The areas marked (L) are lower compartments. The maximum weight columns shows the placard load for each compartment. Where
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DC-6 OPERATING MANUAL there are upper and lower compartments with fuselage sta. boundaries identical, the weights shown in parentheses are max allowable upper compartment loads when the corresponding lower compartments are loaded to their max. The sum of the weights in the upper and corresponding lower compartments should not exceed the max allowable weight shown for the upper compartment. The number entered under the "Compartment Totals" column should never exceed the number shown in the maximum weight column. Auxiliary Oil, line 20, is included in the items that make up the airplane "Zero Fuel Weight", the sum of this weight and the basic "Operating Weight" Will equal Zero Fuel Weight, which is entered on line 21. The maximum is indicated in parentheses. Next, the addition of Nacelle Oil, line 23, and ADI Fluid, line 22, will give the Total Weight Less Fuel, line 24. The weight of the Fuel, line 24, is then added to obtain the "Takeoff Gross Weight shown on line 25. The maximum allowable takeoff gross weight on line 25 as taken from the airport analysis manual, should not be greater than the actual takeoff gross weight entered. The Fuel Burn Off, line 26, should be subtracted from line 25 to determine the "Estimated Landing Weight", shown on line 27. The max landing weight entered on line 27 should not be greater than that from the airport analysis manual. Lines 25 and 27 are also provided with spaces to enter the center of gravity location of the airplane, which is obtained from the C.G. grid. The Center of gravity determination will be explained later. In order to facilitate the adjustment of weight and C.G. location, lines 28 to 32 are used to show the necessary data. The Weights, when shifting the loading form one compartment to another, are recorded and the corrected information entered in the proper spaces. The use of the index and compartment moment scales on the right hand side of the chart are best illustrated by presenting an example loading problem using the Everts Air Cargo DC-6 A/B Flight Weight and Balance Chart and checking the results against the Douglas furnished index loading chart. Assume the airplane in the cargo configuration, has a basic operating weight of 56,669 lbs., and the C.G. is at fuselage station 413.4. Substituting these values in the EAC chart basic operating weight index formula gives the following: 56.669 (458.0 - 413.4) 100,000 I = 70 - 25.3 = 44.7 I = 70 Place a "dot" at 44.7 on the basic operating weight index scale. Using the loads noted for each compartment in the configuration table, the following operating steps are preformed to determine the center of gravity location as required for flight: From the dot at 44.7 on the basic operating weight index scale, draw a line vertically downward until it contacts a diagonal line on the crew compartment scale. Draw a horizontal line, in the direction indicated by the arrow at the end of the scale, a distance determined by the total weight in the compartment (assume one additional crewmember @ 200 lbs) and the weight value for each diagonal space. In the same compartment as additional crew members, add 100 lbs. when over water survival gear is carried. In this case each diagonal space is equal to 200 lbs. as shown, therefore the line will be one space long. From the left end of this line draw another vertical line downward to the next compartment scale where there is a load, (in this case assume compartment A & B has a total of 215O lbs), until it contacts a diagonal line. Draw a horizontal line, again to the left as indicated, the length being determined by the total weight in compartments A & B and where each diagonal space represents 400 lbs. The total weight in compartment A & B Is 2,150 lbs., therefore the horizontal line on this scale will be just under 5 1/4 spaces long.

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DC-6 OPERATING MANUAL This operation is repeated for each scale where there is a load shown for the compartment, progressing from one to the other and drawing the horizontal lines in the directions located by the arrows at the end of the scales. For the nacelle oil scale at the bottom, each mark represents full nacelle oi1 for the airplane, 1,050 lbs total. Care should be exercised to make sure that only one mark on this scale is used and that the horizontal line is drawn in the correct direction. Next from the end of the mark on the nacelle oil scale, draw a vertical line downward into the balance, or C.G. grid. Put a small cross line or "tick mark, at the take-off weighs and another at the landing weight taken from lines 29 and 31 of the configuration table. The center of gravity of the airplane can be determined by noting the position of the takeoff and landing weight marks, on the vertical line, in relation to the center of gravity lines which appear to follow a radial pattern across the weight scale. Moreover, the change in C.G. as fuel is consumed down to the landing weight is shown by the vertical line between take off and landing weights. Keep in mind however, that this is the C.G. with the landing gear down; when the gear is retracted the C. G. moves forward from one to two percent of the MAC depending on the airplane gross weight. Both the forward and aft center of gravity limits are shown as heavy lines on the C.G. grid. The forward limit and the aft limit have been adjusted to compensate for gear retraction. Thus, if the airplane C.G. according to the chart, is within limits gear down, it also is within limits when the gear is up. Where the chart indicates the airplane C.G. to be outside the limits, the load must be adjusted to bring it back within range. For instance, if the airplane is tail heavy, the load can be removed from the rear compartments and shifted to the forward compartments. This can be done without going through the complete procedure as outlined previously by merely determining the distance required on the grid to bring the C.G. to the desired percent MAC. Then moving the requisite cargo from rear to front to equal the corrective distance on the compartment scales involved. As stated previously, the record of this correction is noted on lines 34 and 37 inclusively.
NOTE:

Consumption figures for weight & balance purposes only are: 1. Takeoff fuel is ramp fuel load minus 316 lbs consumed in start, taxi and run-up. 2. For Weight & Balance purposes EAC uses 150 lbs total for ADI. 3. For Weight & Balance purposes EAC use 750 lbs total for nacelle oil.

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7.3

Loading Schedule

It is the responsibility of the Captain to see that the ground crew assigned to loading the airplane is adequately supervised in how to load the aircraft within the parameters of the weight & balance data. The Everts Air Cargo loading schedule is to be completed by the loading crew supervisor, to define how the airplane was loaded so the Flight Crew is provided with accurate information to complete the Weight & Balance Form. Should there appear to be a discrepancy in the loading schedule, the Captain is responsible for inspecting the loaded aircraft to insure compliance. INSTANCE WHERE THE FLIGHTCREW DID THE ACTUAL LOADING, THE LOADING SCHEDULE IS REDUNDANT AND THOSE COMPARTMENT WEIGHTS CAN BE ENTERED ONTO THE WEIGHT AND BALNCE FORM DIRECTLY.

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7-C Diagram:

Loading Schedule

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7-D Diagram:

Weight & Balance Form

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7.4

Weight and Balance Indexes of Individual Aircraft

Basic Operating Weights (BOW) includes the empty weight of the aircraft, two pilots, one flight engineer, emergency equipment, door protector, pallet jack, rollers, dunnage, deice alcohol and tie down equipment. The index is computed using the BOW and is the index used in all weight and balance computations in this manual. An Operations Bulletin providing flight-planning personnel with current Basic Operating Weight information for company aircraft is issued each time an aircraft undergoes a weight change. The Operations Bulletin contains a reference chart that mirrors the information maintained in each aircraft Log Book Can and is the controlled document displayed in flight planning locations. At away stations, Weight and Balance data should be extracted from the information in the Log Book Can. Procedures for issuing updated BOW information using the Operations Bulletin process is outlined in the General Operations Manual, Chapter 6, pages 29 & 30. CAUTION:Always verify the currency of the Operations Bulletin when referencing BOW values. Any conflict between the reference chart and values listed in the Log Book Can will be immediately brought to the Director of Operation's attention.

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CHAPTER: 8
8.1

SPECIAL PROCEDURES

Extreme Cold Weather Operation

The following are instructions for cold weather operation in temps below +30F (-1C). This information supplements other sections of this manual. 8.1.1 Before Starting Engines

At temperatures below +30F (-lC), preheating is required for the engine power and accessory sections. When ground heaters are used, the engine covers should be installed. Make certain that all airfoil surfaces are clear of ice/frost and the controls are completely free through their full travel. Accumulation of moisture in the tank sumps and fuel strainers can cause fuel stoppage to the engines when it freezes. It is important to drain all tank sumps and fuel strainers daily and after each servicing to prevent possible ice accretion in these locations. Inflation of shock struts should be closely inspected when operating from an area of mild temperatures to one with low temperatures to prevent bottoming of struts because of air contraction. 8.1.2 Starting

Use a fifteen (15) blade count prior to turning on Mag/Prime/Induction Vibe switches as engine pre-oiling is critical in cold weather operation. When starting a cold engine, ice may form on spark plugs and parts of the combustion chamber after unsuccessful starts. The ice is a mixture of fuel, oil and water and may prevent the spark plugs from firing.
NOTE:

Cowl flaps may be kept closed for engine start during extremely cold and windy conditions but must be opened immediately after engine start. This procedure is to be used only when no preheat source is available and weather conditions are so unfavorable that an engine start may not be possible with the cowl flaps open. Warm-Up

8.1.3

Immediately after starting, engine operation is frequently rough with backfiring and after firing. This is due to a lean carburetor idling mixture and reduced vaporization of the fuel. As a corrective measure, carburetor heat may be applied as soon as the engine stops backfiring. After the engine has warmed up, adjust the carburetor heat as required. Do not allow CAT to exceed +38F while operating Carb Heat. After the engine first starts, maintain a low idle RPM (700-800) until oil pressure falls below 100 PSI and oil temperature starts to increase. DO NOT ALLOW RPM TO EXCEED 1000 UNTIL OIL TEMPERATURE REACHES +40C. The cowl flaps must be full OPEN for run-up and all other ground operations to prevent damage to ignition coils, wiring, and rubber lines. Do not attempt to heat the engine more quickly by closing the cowl flaps. Oil congealing in an oil cooler radiator produces unusual and often misleading indications. The usual indication is extremely high oil temps together with a reduction in pressure, often followed by a sudden drop in oil temperatures accompanied by extremely high pressure as the congealed oil is forced into the system. Manually closing the oil cooler doors will help to alleviate this congealing. After a cold weather start, check oil temperatures and pressures carefully during the warm-up and run-up. Do not take off with congealed oil in the radiator.

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DC-6 OPERATING MANUAL 8.1.4 Pre-Takeoff

The following items will be accomplished in addition to the normal run-up and pre-takeoff procedures. 1. Warm up engine at 1000 RPM or less until a minimum of +40C oil temp is obtained and oil pressures are stabilized within the normal range. Control oil cooler doors manually. 2. During normal propeller check, accomplish the following items: a. Exercise propellers from full low to full high pitch three or four times, but MAKE ONLY ONE FULL CYCLE WITH THE MASTER LEVER. b. Conduct a feathering check for each engine individually; pull out the feather button when a 200 300 drop in RPM is observed. The above steps insure that propeller and feathering lines are completely flushed of any oil that may have congealed while the engines were not running. This action also insures that the bleeds, which are provided to keep the propeller and feathering line oil warm, will work properly in flight.
NOTE:

As the RPM is increased during run-up, check for a normal increase and stability in engine oil pressure. Continue the engine warm-up if pressure does not remain stable. Be sure pressure increase is not abnormally high, thus indicating congealed engine oil. During Flight

8.1.5

When takeoffs are made from slushy fields, the landing gear should be cycled after takeoff because of the danger of the doors freezing shut because of slush buildup. The nose door is especially susceptible to this condition. If the gear is lowered with the doors frozen shut, structural damage to the doors and landing gear will occur. When extreme icing conditions are encountered, it is considered good practice to periodically exercise the carburetor heat controls to break away any ice that may form and prevent their operation.

8.2
8.2.1

Three Engine Takeoff Procedure

General

Three engine takeoffs are permitted by Operations Specification D84 and are for movement of the aircraft from an airport where no maintenance is possible or practical to a maintenance base with one engine and or propeller inoperable. Crewmembers must have had initial training for three engine takeoffs and remain proficient in three engine takeoffs. Refer to GOM Chapter 7, Pages 17-19, and the DC-6 Operating Manual Chap 8, page 2 and page 3. 8.2.2 1. 2. 3. 4. Takeoff Restrictions

No revenue cargo shall be on board. Only the crew necessary for flight operations will be on board. Max gross takeoff weight must not exceed 81,000 pounds. Adjust takeoff weight to meet requirements for runway length and elevation in accordance with 3 Engine Ferry TAKEOFF DISTANCE TO A 50FT. HEIGHT chart on page 4 of this chapter. The V1 & V2 speeds are combined speeds and to be no less than 110 knots. Project to aircraft gross weight for required runway length. Adjust for wind and temperature. 5. Weather conditions at the take off and destination must be VFR. 6. A complete engine run-up ground check on operative engines shall be accomplished to assure their serviceability.

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DC-6 OPERATING MANUAL 7. The propeller of the inoperative engine must be removed or feathered prior to takeoff. If removed, the prop shaft should be covered to prevent inadvertent draining of oil. 8. Close the cowl flaps on the inoperative engine. 8.2.3 Prior to Takeoff

Observe the following safety precautions: 1. Adjust the seat and rudder pedals so that FULL RUDDER can applied. 2. The propeller of the inoperative engine must be FEATHERED or REMOVED, the IGNITION SWITCH OFF, and the cowl flaps FULLY CLOSED. 3. Set trim tabs to ZERO TRIM. 4. Extend WING FLAPS to the 20-degree DOWN position. 5. DO NOT RAISE THE NOSE WHEEL from the ground until V2 speed. 8.2.4 Take Off Procedure

1. After lining up with the runway, hold the brakes and perform the 30inch check on the three operating engines. On gravel runways if runway length and conditions permit perform the 30 inch check on the roll. 2. On paved surfaces hold brakes and accelerate symmetrical engines to max power. 3. As soon as the airplane is rolling and AS RUDDER BECOMES EFFECTIVE gradually accelerate the remaining engine up to max power. 4. Maintain direction with the nose wheel steering as required. Apply slight down elevator to obtain greater traction of the nose wheel. (With an aft CG, down elevator is required throughout the takeoff run). 5. Apply full rudder away from the inoperative engine until a speed is reached were rudder is effective and then, decrease rudder application to the amount required to hold the airplane straight. 6. As crosswinds vary in direction and intensity, a general rule is to apply about 2/3 aileron toward the side with two engines operating. 7. Directional control must be maintained by the use of nose wheel steering until rudder becomes effective. From this speed to the lift-off speed of not less than 110 knots directional control is maintained by a combination of displacement of the rudder and ailerons. At the lift-off speed lift the airplane off the ground cleanly and simultaneously hold the wing down 5 degrees away from the inoperative engine. This will decrease the amount of rudder required to hold the airplane straight. Call GEAR UP. 8. At 400 feet or obstruction clearance altitude reduce pitch attitude one half, for acceleration to 140 knots. 9. Transitioning V2 + 15 knots call flaps up. Do not allow aircraft to descend. 10. At 140 knots increase pitch attitude so as to climb, maintain 140 knots call METO POWER, WATER OFF. 11. After 1500 feet AGL airspeed may be increased to 165 knots. Call CLIMB POWER & AFTER TAKEOFF PROCEDURES.
NOTE:

139 knots is best rate of climb speed, CB-16 METO POWER/low blower.

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8-A Diagram:

Takeoff Distance to a 50-Foot Height

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8-B Diagram:

Three Engine Enroute Climb

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8.3
8.3.1

Special Inspection Procedures

General

It is inevitable, that during the service life of a transport airplane, occasions arise when landings are made in an overweight condition, or part of a flight must be made through severe turbulence. Rough landings are also experienced for various other reasons. INSPECTION OF AIRCRAFT SUBJECT TO TURBULENCE. OVERWEIGHT LANDING OR ROUGH LANDINGS The structural stress induced by a landing depends not only upon the gross weight at the time but on the severity of the impact. However, because of the difficulty in estimating vertical velocity at the time of contact, and because of the crew's location, it is hard to judge whether or not a landing has been sufficiently severe to cause structural damage. For this reason, a special inspection should be carried out after a landing is made at a weight known to exceed the designed landing weight, or after a rough landing, even though the latter be made when the airplane does not exceed the designed landing weight. In the event an aircraft is subject to turbulence in flight, or if a hard or overweight landing is made, the pilot will note this in the log book. Any aircraft encountering the above conditions will be subject to a thorough structural inspection prior to dispatching for flight. This inspection must be noted in the log book under the signature of a licensed mechanic or inspector.

8.4
8.4.1

Bulk Fuel Tank Procedures

General

The procedures as set forth are for the operation of the Bulk Fuel Tank installation as approved in Everts Air Cargo aircraft. The procedures are for specific systems as described. System I3 Tank configuration A/C approvedN251CE & N888DG 8.4.2 Conditions and Limitations

Authorization to transport Explosives, Combustible and Flammable liquids as identified in the table of CFR 49 175.320, is predicated on adherence to the conditions and limitations specified in Part V of the company Hazardous Materials Operations Manual, G.O.M. Vol. I, Chapter 10, Pages 12 to 12b. 8.4.3 Responsibilities

It is the responsibility of the flight crew to ensure that safe fuel handling practices are followed. To ensure adequate knowledge, each Everts Air Cargo flight crewmember must attend the Everts Air Cargo ground training program for bulk tanker operations prior to an assignment as a flight crewmember. Prior to commencing fueling operations while on-loading or off-loading, the aircraft will be electrically grounded. All Camlock ears will be safety wired closed. The volume of the receiver Tank(s) will be checked and monitored to determine if the entire load can and will be accommodated. Crewmembers will standby the external Drylock in readiness to terminate off-loading operations.

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NOTE:

3 Tank Systems N251CE & N888DG Loading Procedure

1. 2. 3. 4. 5. 6.

It is the responsibility of the flight crew to ensure that the maximum allowable payloads are not exceeded and that the following procedures are followed: Electrically ground the airplane. Airplane power OFF, observe NO SMOKING and that there are NO spark producing devices within 50 feet of the airplane. All valves should be CLOSED. Connect the external loading hose to the Drylock fitting on the right side of the fuselage, aft of the rear belly door. Open ALL sight gauge valves and open the front tank valves. Open the Drylock valve and begin pumping the product to fill the front tanks. As the front fill near to capacity, open the center tank valve, prior to closing both front tank valves.

WARNING:AT NO TIME SHOULD ALL TANK VALVES BE CLOSED WHILE THE PRODUCT IS BEING PUMPED INTO THE AIRPLANE. 7. Open a rear tank valve prior to closing the center tank and begin to fill the rear tank. 8. Shut off the pump and close the Drylock when the proper amount of product has been pumped onboard the airplane in accordance with the Weight and Balance Limitations. 9. Close the rear tank valve and all sight gauge valves. CAUTION:ALL VALVES MUST BE CLOSED WHEN LOADING IS COMPLETED 10. Disconnect the external loading hose and electrical ground wire. 8.4.4.2 Unloading Procedure 1. Electrically ground the airplane. 2. The airplane power must be OFF, observe NO SMOKING, and there are NO spark producing devices within 50 feet of the airplane. 3. Connect the external loading hose to the Drylock fitting on the right side of the fuselage, aft of the rear belly door. 4. Open the rear tank valve, including the sight gauge valves, and unload the rear tank. 5. When the rear tank is empty, close the rear tank valve. 6. Open the front and center tank valves, including the sight gauges, and unload the front and center tanks. 7. When the front and center tanks are empty, close all the tank valves and sight gauge valves. CAUTION:ALL VALVES MUST BE CLOSED AFTER UNLOADING 8. Disconnect the external hose from the Drylock fitting and remove the ground wire when the unloading is completed.

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DC-6 OPERATING MANUAL 8.4.4.3 Weight and Balance Procedures

The forward and center bulk tank will hold a combined capacity of 3600 gallons. Any bulk fuel above this value will be carried in the aft tank in accordance with the percentages outlined below. The compartment weights that are listed below are for #1 fuel oil at 6.7 lbs/gallon, #2 fuel oil at 6.9 lbs/gallon and gasoline at 6.0 lbs/gallon. COMP B D E F G J L N CAP (gal) 143 1075 582 851 716 233 + 13%* 78% * 9% * #1 FUEL OIL(lbs) 958 7203 3899 5702 4797 1561+13%* 78% * 9% * #2 FUEL OIL(lbs) 987 7417 4016 5872 4940 1608+13%* 78% * 9% * GAS (lbs) 858 6450 3492 5106 4296 1398+13%* 78% * 9%*

*NOTE:Percent of fuel carried in rear tank.

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8.5

DC-6 Deicing Procedures

Deicing is the removal of snow, ice or frost from airplane surfaces using mechanical means, hot water, or a heated mixture of water and deicing/anti-icing fluid. Anti-icing is the application of deicing/anti-icing fluid with a useful holdover time to prevent the accumulation of snow, ice or frost on airplane surfaces after deicing. Everts Air Cargo does not conduct deice/antiicing using holdover times on the DC-6. All flight crews will operate in accordance with the Everts Air Cargo FAR 121 approved deice program. Pertinent general portions of the program are contained in the Everts Air Cargo Deice/Anti-ice Program Manual. The entire deicing program revolves around the clean wing concept. In all cases, the Captain is the final authority for the airworthiness of the aircraft. During winter operations, certain areas of the aircraft need particular attention due to snow and ice that can collect in and around critical parts of the aircraft. Before entering the airplane, a thorough inspection of critical surfaces must be made to determine the extent of contamination on them. This inspection is made by the Captain or crewmember as directed by the Captain. This point is made to emphasize that deicing and anti-icing are in the strict sense flight operations, subject to the same discretionary authority the Captain exercises during other flight operations. Specific areas of attention during an inspection are: Flight Deck Windows All Airfoil Surfaces All Control Surfaces and Hinge Areas Propeller Blades and Spinners Engine Inlets and Throats Nose Radome Pitot Tubes Static Ports Antenna Fuel Vents Landing Gear

Snow, frost, and ice accumulation on the critical surfaces can be very difficult to detect. Depending on the airplanes design and the environmental and lighting conditions it may be difficult for a pilot to see ice on the upper wing surface from the ground or through the cockpit or other windows. The following guidelines should be followed when conducting the preflight inspection: Distance: The checker should position himself as close to the surface being inspected as possible. Lighting: Artificial lighting should be utilized to assist the checker when conditions are less than normal available daylight. Available lighting should be supplemented with a direct source of good lighting at an intensity deemed appropriate for the conditions. Tactile: When looking for clear ice, the surest detection method is a close visual examination combined with a "hands on" check of the wing. This, combined with vigilance and proper lighting, should ensure a high probability of detecting clear ice.

8.6

Mechanical Removal of Loose Contamination

If a significant amount of loose snow is on the airplane, the expenditure of a relatively large amount of deicing fluid can be avoided if the snow is removed mechanically. Subject to the results of an inspection as outlined below, this may achieve complete deicing of the airplane.

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8.7

Communications During Deicing

Communications between flight crew and maintenance (or contract agents when away from home stations) will be via hand signals. The sequence of hand signals are as follows: ACTION HAND SIGNAL Prepare for deicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . shield eyes with hands Deicing started . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . None: Pilot notes HOT start and expiration times on Flight Release. Deicing finished/Post Deice Check Satisfactory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . thumbs up signal OR Deicing Finished/Post Deice Check Unsatisfactory . . . . . . . . . . . . . . . . . . . . . . . . . thumbs down signal

8.8

Fluid Application Procedures

For best efficiency and economy, heated fluids should be used for deicing. To avoid excessive cooling, heated fluid should be applied in a coherent stream rather than a spray. A nozzle discharge temperature of 60 C (140 F) is desired for efficient heating action on frozen contamination. Application of fluid should begin at the left wing and continue down the left side of the aircraft to the tail, then up the right side to the right wing. This procedure identifies the left wing as the representative surface. Prior to departure, a flight deck crewmember must assure by visual inspection that the left wing is free of any frost, snow or ice. The rationale for this is that since the left wing was deiced first, if it remains clean, then all other surfaces having been deiced subsequently can be assumed clean. On flight control surfaces, application should always be from leading edge to trailing edge and from outer panels to inner panels. CAUTION:AVOID DIRECT SPRAY OF DE-ICING SOLUTION INTO ANY HOLE OR OPENING WITH EMPHASIS ON PITOT TUBES AND STATIC VENTS. USE EXTREME CAUTION TO PREVENT DE-ICING SOLUTION FROM BEING SPRAYED IN SUCH A MANNER THAT IT CAN ENTER ANY OF THE DUCTS, AIR INTAKES OR EXHAUSTS OF ENGINES OR COMBUSTION HEATERS AS THERE IS A POSSIBILITY THAT AN EXPLOSION MAY OCCUR. DO NOT SPRAY DE-ICING SOLUTION DIRECTLY ON HOT BRAKES, WHEELS OR EXHAUST CONES. DE-ICING SOLUTION IS VERY SLIPPERY. USE EXTREME CARE TO AVOID WALKING ON SURFACES TO WHICH IT HAS BEEN APPLIED. DO NOT APPLY GREASE TO SWITCH PLUNGERS AND LINKAGES AS THE GREASE WILL BECOME STIFF AND CAUSE BINDING. DO NOT USE HARD OR SHARP TOOLS TO SCRAPE OR CHIP ICE FROM AIRCRAFT SURFACES - TO DO SO CAN RESULT IN DAMAGE.
NOTE:

Starting deicing at any location other than the left wing must be communicated to and approved by the Captain. Deicing the aircraft in a different direction other than described above must also be communicated to and approved by the Captain. Direct spray occurs when the fluid jet impinges on an object without contacting an intervening object. A spray trajectory of 3 meters (10 feet) is recommended to ensure that direct spray does not damage airplane surfaces.

NOTE:

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8.9

Post Deice Check

Ground crews will inspect critical areas listed below to confirm that they are free from frozen contaminants and/or residual anti-ice fluids and report their findings to the Captain: Wings leading edges, upper and lower surfaces Vertical and horizontal stabilizers leading edges, upper/lower surfaces and side panels Flaps and flap tracks Ailerons, elevators, rudder and associated hinge areas Pitot tubes Antennas Landing gear and landing gear bays Windshield, windows, and door sills

8.10
NOTE:

Alternate Procedure - High Pressure Water

1. 2. 3. 4. 5. 6. 7.

Normally water pressure should be used only in the hangar. However, water may be used outside the hangars, PROVIDING THE OUTSIDE TEMPERATURE IS SUCH THAT THE WATER DOES NOT FREEZE TO AIRCRAFT SURFACES due to aircraft cold soak, wind, etc. Install Pitot and Static vent covers prior to removing snow and ice, as required. Install engine inlet plugs. Apply water through hose, as necessary, to melt ice. Water shall be removed from all hinge areas by heat and/or air. After all water is removed, the areas may be sprayed with approved glycol type de-icing fluid. Landing gear latches and switches shall be dried with heat and/or air. Remove pitot and static vent covers after aircraft de-icing has been completed. Check and accomplish the following items as required: a. Blow all moisture/snow out of hinge fittings, bearings, and recesses with an air hose. b. Blow moisture/snow out of clearance areas above the main entry doors and other exits. c. Blow moisture from trim tab pulleys, brackets, etc., in the tail cone with an air hose. d. Blow moisture/snow from left and right elevator trim tab drive drums and recesses with an air hose. e. Drain static manifolds (if appropriate).

8.11

Alternate Procedure - Hudson Sprayer

Light deposits of frost may be removed from surfaces with the use of a hand operated Hudson Sprayer filled with approved Type I de-icing fluid. The de-ice fluid mixture should be no lower than room temperature and must be inspected after use to assure that the light coating of frost has been removed and the applied de-icing fluid remains liquid and will flow easily from the surface.

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CHAPTER: 9

MINIMUM EQUIPMENT LIST

PLEASE SEE EVERTS AIR CARGO VOLUME VI

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CHAPTER: 10 ENGINES
10.1
10.1.1

Power Plant
General

The power plant is a complete power unit forward of the firewall. This unit, without the accessory cowling, can be removed and installed as a complete assembly. All items, with the exception of the cabin supercharger drives in the outboard nacelles, can be detached at the nacelle firewalls. Information concerning the various units which make up the power plant is located in the following chapters of this manual. 10.1.2 Antidrag Ring

The antidrag ring is composed of three aluminum alloy segments held together by quick-attach fasteners, interlocking extrusions, and three adjustable latches. The fasteners secure the two lower segments to the top segment; the latches join the two lower segments together and also serve to tighten the ring about the antidrag ring supports. The antidrag ring is supported by a bow ring at the forward section and by the cowl flap support ring at its aft edge. Eighteen brackets on the bow ring attach through links to 18 brackets connected to the front cylinder rocker box lug. The links contain rubber bushings which shock mount the antidrag ring from the engine and provide for expansion factors. The forward bow ring transmits antidrag ring thrust and radial forces to the cylinders; however, the cowl flap support ring, which centers the rear section of the ring, assumes negligible antidrag ring loads. 10.1.3 Inner Ring and Inner Ring Fire Seal

The inner ring or diaphragm assembly is attached to a row of nut plates around the inside of the forward face of the engine mount ring. The inner ring serves primarily as a fire seal between the power section and the accessory section, and assists in supporting the air induction system, the leading edge of the accessory cowl panels, the oil cooler, and the oil cooler airscoop. Inner rings have been made interchangeable between engine positions by the provision of four exhaust stack wells and removable covers for the two unused wells on the inboard side of the rings. An inner ring fire seal, which is connected to the engine mount, contacts the engine fire seal, thereby providing a seal between the engine and the engine accessory sections. 10.1.4 Accessory Cowling

The accessory cowling is composed of five detachable stainless steel side panels, which provide access to the accessory section of the engine. The upper and lower outboard panels are fabricated to conform to the contour of the two exhaust stack wells in the inner ring. The center outboard panels are provided for quick access. The two inboard panels consist of an upper and lower panel. The top and bottom accessory panels are formed by the rear fairings of the carburetor and oil cooler airscoops, respectively. Quickattach fasteners connect the forward ends of the panels to the inner ring, the aft ends to the accessory cowling trailing edge support assembly (which is attached to the engine mount just forward of the firewall), and the sides to the adjacent cowl panels, or other supports.

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DC-6 OPERATING MANUAL

10-A Diagram: Power Plant Egg

10-2

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DC-6 OPERATING MANUAL 10.1.5 Description

General - The DC-6 is powered by Pratt & Whitney CB-series (R-2800), 18 cylinder, 2-row, radial engines equipped with single-stage 2-speed superchargers, water injection and low tension ignition. The engines are designated as CB-16 when grade 100/130 or 100LL fuel is used. Engine Supercharger - The engine supercharger is shifted by oil pressure operating a cone clutch. The clutch is controlled through an electrical actuated selector valve. The valve is spring loaded towards LOW position. Engine Accessories - Each engine drives accessories as indicated below: Sketch shows only type and quantity of accessories, not actual relative locations.

NOTE:

10-B Diagram: Engine Switches

10.2
10.2.1

Systems - Normal Operation

Starting Procedure

When starting engines, make sure the propellers are clear and that a fire guard is in place. Extend your hand out of the window where it is clearly visible to ground personnel with the number of fingers to indicate the engine, and in a loud clear voice call CLEAR NUMBER THREE. When you are positive that the engine is clear, and it is safe to start, proceed as follows: 1. The flight engineer normally will handle all the engine controls during the start cycle. 2. The normal start sequence is 3, 4, 2, 1. 3. Comply with the following engine start procedures. a. Engine Isolation Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON b. Throttle Interlock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR c. Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET d. Cowl Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN e. Ignition Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF f. Boost Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOW (Check engine fuel pressure) g. Clear Engine for Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEARED
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DC-6 OPERATING MANUAL h. Engine Start Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECTED i. Starter and Safety Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED Propeller Blade count will be as follows: 1. Engine shut down for less than one hour. (6 Blades, Hydraulic Lock check) 2. Engine shut down for more than one hour with OAT more than +30oF. 12 Blades, 6 Blades Hyd Lock, 6 Blades Pre-oil) 3. Engine shut down for more than one hour with OAT less than +30oF. (15 Blades, 6 Blades Hyd Lock, 9 Blades Pre-oil) Extreme Cold is considered less than +30oF. Upon completion of the blade count, turn the ignition ON and depress the ignition booster switch.

j.

Engine Priming will be as follows: 1. For HOT engine starts no prime should be necessary as the engine will normally fire. However, if the engine does not fire immediately, then prime for approx one second. 2. For COLD engine starts depress the primer switch after the ignition switch is turned ON. 3. As the engine fires, hold primer down. DO NOT DEVELOP THE HABIT OF INTERMITTENTLY FLICKING THE PRIMER SWITCH. DO NOT ADVANCE THE THROTTLE DURING STARTS UNTIL THE PRIMER IS DEPRESSED. k. Release the ignition boost switch when you are assured of a continual increase in RPM (300 to 500 RPM). l. Release the starter and safety switch as soon as the engine is firing smoothly, adjust throttle to maintain 800 to 1000 RPM. m. Insure the following occurs: 1. Oil Pressure an indication of oil pressure within 10 seconds and 40 PSI within 20 seconds. 2. Fuel Pressure increases to engine fuel pump pressure of 22-24 PSI. 3. Hydraulic Pressure and Quantity an indication of pressure by the time the engine is stabilized at idle RPM, Engines number 2 or 3. n. With the engine stabilized on Prime, move the Mixture Control to the Auto Rich position, after an observed drop of 100 to 200 RPM release the primer switch. In extreme cold weather standby the primer until the engine is running smoothly. o. Fuel Boost Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF (No change in the Engine fuel pressure) 10.2.1.1 Engine Starting Notes 1. Cowl flaps must be open for all ground operation except after engine shut-down. 2. Set engine starter selector to the proper engine. Only select the engine after it has been cleared. 3. If the ignition boost is energized with the magneto in the ON position and the engine is not rotating, damage will occur to the segment plate in the distributor. 4. If the engine stops rotating once the start and safety switches have been engaged, stop the start sequence and investigate for a possible liquid lock. 5. Start and run the engine on prime until RPM is stabilized at a low idle RPM (approx 800 RPM). DO NOT ALLOW RPM TO EXCEED 1000, this is to prevent momentary oil starvation of the propeller reduction gear pinion bearings due to inadequate lubrication immediately after the engine starts. With an oil temperature of +40C indicated, adequate lubrication is assured.
NOTE:

10-4

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DC-6 OPERATING MANUAL 6. Starter use time limits are: a. 45 seconds ON b. OFF for 1 minute c. 45 seconds ON d. OFF for 5 minutes The 45 seconds ON is an accumulative time and may be from more than one start attempt. 10.2.2 Taxi Operation

Carburetor Heat Check: Apply full hot carburetor heat.

NOTE:

Observe CAT for an indication of heat rise. Return carburetor heat to the full cold position. A minimum of two minutes at full cold operation is required for temperature stabilization of the Automatic Mixture Control (AMC). During engine operations below 1000 RPM, manually lean the mixture control to prevent spark plug fouling. With the use of 100LL fuel, lead fouling of the spark plugs is not as critical as with 100/130 fuel. However, oil fouling is still a major concern. With the mixture control in manually lean, the engine will not take any appreciable throttle advancement. Where engine acceleration becomes necessary, momentary enriching of the mixture will be necessary. Engine Run-up

NOTE:

10.2.3

1. Engine instrument temperatures and pressures. Prior to exceeding 1000 RPM check the following temps & press: Fuel Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 PSI Min. Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 PSI minimum at idle RPM Oil Temp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +40C minimum 2. Propeller Governor, Manual Feather, Synchronizer, Reverse, and Auto Feather Checks: Refer to Chapter 3, page 25 through page 28. 3. Barometric Power Check THROTTLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MAP TO FIELD BARO PRESS a. Set mixture to FULL RICH position prior to advancing throttle. b. Engine Indicating Instruments MAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Field Baro Press RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2050 to 2150 BMEP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 to 140 PSI FUEL FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 600 +/- 50 PPH RPM variation between engines should not exceed 100 RPM. 4. Engine Indicating Instruments Fuel Press . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22-24 PSI Oil Press . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75-95 PSI @ 75C Oil Temp
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DC-6 OPERATING MANUAL Oil Temp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40C Min., 85C Max CHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232C Max CAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No Preheat Low Blower, No Limit With Preheat Low Blower, 38C Max MAGNETO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECKED Maximum permissible drop is 100 RPM, and/or 12 BMEP, with a maximum differential of 40 RPM between mags. ADI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS & DERICHMENT Turn ADI ON, Note: derichment (drop in fuel flow), water pressure light ON, momentary flicker and water pressure of 27-32 PSI, no flow. Turn ADI switch OFF, note enrichment (fuel flow increase), light OFF. 10.2.3.1 Engine Run-up Notes 1. Perform the barometric power check into the wind whenever possible. When operating on slippery surfaces i.e. snow, ice or wet, it may be preferable to use symmetrical engines when at high power settings. 2. Headwind, tailwind and crosswind effects must be taken into consideration in evaluating a barometric power check and the resultant engine indications. A rule of thumb is 2 RPM per Knot. For each Knot of headwind an increase of 2 RPM is allowable, for each Knot of tailwind a decrease of 2 RPM is allowable. 3. For aircraft equipped with AC alternators on engines #2 and #3, with the engine operating at field barometric pressure select the Captain and First Officer emergency power and check for a positive AC output of alternators on the AC voltmeter. 4. Whenever an engine or engines are running, it is imperative the operator be continually aware of activity in the vicinity of the aircraft and/or operating engine(s). 10.2.4 Spark Plug Fouling

The combating of spark plug fouling consists of two basic procedures, a Low Power Anti-Fouling procedure, and a High Power Burn-Out procedure. Consistent use of the Anti-Fouling Procedure should normally keep the plugs from becoming fouled; the Burn-Out Procedure has been designed to bring the plugs to a satisfactory operating level once they have been fouled. 1. Low Power Anti-Fouling Procedure This procedure must be used whenever possible. a. Adjust throttles to 800 to 1000 RPM, b. Lean mixtures to obtain 25 to 75 RPM drop. c. After every 10 minutes of ground idling, place mixtures in AUTO-RICH and operate engine at 35 MAP for one (1) minute or until CHT reaches 200 C (whichever occurs first). 2. Burn-Out Procedure This procedure is to be used when fouled plugs are experienced or when there is good reason to suspect that the plugs will foul at higher power settings. a. Set mixture at AUTO-RICH. b. Set field barometric pressure MAP and monitor analyzer for fouled spark plugs. c. Set 35 MAP and monitor analyzer for fouled plugs. d. Set 40 MAP and monitor analyzer for fouled plugs. e. Set 45 MAP and monitor analyzer for fouled plugs.

10-6

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DC-6 OPERATING MANUAL If fouled plugs are observed, reduce MAP until plugs are firing at least intermittently and maintain MAP until the plugs are firing consistently, then proceed to the next step. When a plug has a shorted secondary (will not fire intermittently), a plug change is indicated. 10.2.4.1 Spark Plug Fouling Notes Do not permit CHT to exceed 200C. If the spark plugs will not fire consistently after twice trying the 45 MAP step for 45 seconds, a plug change is indicated. 10.2.5 Take-Off

1. An Oil temperature of 40C is the absolute minimum of the oil inlet temperature which will ensure proper lubrication and flow of oil to critical bearings. No takeoff should be made until the oil has warmed to this point, 60C is preferable. 2. Do not use to rapid of power advancement during the takeoff run, limit throttle movement to a ninesecond application when possible. Be aware of the RAM rise (manifold pressure increase) during the takeoff run. 3. The maximum dry power listed for a governor setting of 2800 RPM is 53 inches. During the takeoff run, do not reduce or limit the RPM to 2700. 4. When ADI is in use, be watchful for a water pressure drop prior to 40 MAP, If there is any doubt that water is not being supplied to the engine, immediately call for DRY power on that engine and limit MAP to the maximum dry power MAP, then turn off the malfunctioning ADI pump and verify an increase in fuel flow. 5. Set cowl flaps at 3 if spinners are installed and 4 if spinners are not installed. 6. Whenever a selected MAP exceeds a half or whole number, i.e. 51.3 or 51.8, round out and use the next lower half or whole value, i.e. 51.0 or 51.5. 7. Maximum power use is limited to two minutes. 10.2.6 Climb

1. During transition from maximum power to climb power to prevent the possibility of an inadvertent over-boost during high power operations, power reductions are to be made in definite steps as follows: a. Retard throttles to reduce manifold pressure to 2 below that for METO Power, (approx. 46, Standard day). b. Then retard the RPM to 2600. c. For all subsequent power reductions lower manifold pressure by a minimum of 4, then lower the RPM by a maximum of 100. d. Continue in successive alternate steps until the desired engine speed is reached. e. Do not reduce both manifold pressure and RPM simultaneously. 2. Maintain a cylinder head temperature of 175C. a. If AUTO-RICH climb fuel flows are 45 Lbs. Or more below the following chart values, reduce MAP 5 inches and note the condition in the log book. b. It is important that care be taken when writing up a lean fuel flow to include MAP, CAT, altitude and corrected fuel flow as well as any other associated engine indications such as high CHT or excessive cowl flap opening.

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DC-6 OPERATING MANUAL

10-C Diagram: Climb Power Fuel Flow

BHP MIXTURE RPM MAP CAT -25 -15 -5 +5 +15 +25 +35 CB-16 1400 1500 A/R A/R 2400 2400 (MAX CAT & ALT LIMITED) Minimum Fuel Flow (lbs/hr.) 995 1120 975 1095 960 1075 940 1060 935 1040 910 1025 895 1005

3. During climb manual leaning may be required when an excessive over-rich mixture is encountered (malfunctioning AMC). a. If during normal climb power, corrected Auto-rich fuel flows are more than 100 PPH above chart values and a loss of power (low BMEP) confirms that an excessively rich mixture exists, lean to corrected chart flow values. CAUTION:Do not lean to a fuel flow below corrected chart values or serious engine damage can occur. 10.2.7 Cruise

1. Wait a minimum of 5 minutes with stabilized cruise power established prior to leaning for AMC and engine temperature stabilization. This will prevent a combination of a lean mixture and a warm engine. 2. Leaning procedure is as follows: a. Set RPM and manifold pressure for cruise horsepower, mixture in auto-rich. b. With the mixture control, lean to best power. (note BMEP rise & value). c. Continue leaning with mixture control to a 12 BMEP drop. d. Relean each hour or 5C change in CAT, do not use the primer as a lean check procedure. 3. Maintain a cruise cylinder head temperature of 175C. 4. The fuel booster pumps are to be operated in low pressure whenever any of the following conditions exist: a. When selecting a new fuel supply. b. Anytime fuel pressure drops below 22 PSI or fluctuates. c. If fuel pressure and flow fluctuates or the engine starts to surge, return the pumps back to low pressure. 10.2.7.1 Cruise Notes Do not use fuel flow indications as a basis for establishing cruise lean mixture settings. Use the fuel specified BMEP drop unless the engine becomes noticeably unstable. If this condition occurs and the booster pump is off, turn the booster pump to the low position. If this does not correct the condition, place the mixture in Auto-rich and continue operation. 10-8
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DC-6 OPERATING MANUAL BMEP gauges should be periodically checked for abnormal readings or any indications of a torque meter malfunction. If an abnormal reading occurs, the cause should be isolated and, if found to be a torque meter malfunction, place the mixture in Auto-rich and continue operation. Descent, Approach and Landing

10.2.8

10.2.8.1 Descent 1. If cruise lean has been used for more than 30 minutes prior to descent, relean prior to Top of Descent. 2. Power reductions are to be made in definite steps as follows: a. A 2 MAP manifold reduction to occur at two minute intervals until 100 BMEP is established, maintain the established power setting while utilizing a planned descent profile. b. A 100 BMEP reduced power setting for descent is recommended whenever a descent can be initiated under the 7 NM per 1000 foot criteria, (from 10,000 feet @ 70 NM, 5,000 feet @ 35 NM, etc.). c. Normally a 2000 RPM X 26 MAP at 10,000 feet will result in a 100 BMEP power setting. d. Maintain 100 BMEP with decreasing throttle during descent. As the aircraft descends into denser air the BMEP will increase and will require a decrease in MAP. e. Maintain a minimum cylinder head temperature of 140C and a minimum oil temperature of 40C. f. When passing 5,000 feet MSL, place mixtures to Auto-rich for the remainder of the descent. g. During descent continuously monitor fuel flow and BMEP for indications of fluctuation and/or engine roughing (AMC not enriching). If condition exist, place mixture control in auto-rich for the remainder of the descent. 10.2.8.2 Approach 1. Start a reduction in cylinder head temperature so as to arrive at the final approach fix with and maintain 150C CHT during the final approach. 2. Maintaining a 5 MAP over RPM spread is most desirable, a 2 spread as long as possible, and never less than square (1 per 100 RPM). 10.2.8.3 Landing 1. Upon crossing the runway threshold maintain a minimum of 15 manifold pressure to touchdown. 2. Limit reverse power to 30 MAP. However, 2600 RPM is available if required. 3. After landing a. Manually lean mixtures. b. Open the cowl flaps fully. c. Scavenge the engines @ 1000 RPM for 1 minute prior to shutdown. d. Cowl flaps must not be closed after shutdown until the CHT has cooled to at least 100C.

10.3

Emergency Operation

1. Shutdown an engine (Ref: Chap 5, page 3 for procedure) whenever any of the following conditions exists: An extreme or abnormal engine and/or propeller vibration occurs.
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An excessive or uncontrollable power loss. A sudden or uncontrollable rise in oil temperature. A sudden or uncontrollable rise in oil pressure. A sudden or uncontrollable rise in CHT occurs.
01 December 2006 10-9

DC-6 OPERATING MANUAL One or more cylinders are inoperative. A heavy discharge of oil from the engine breather or exhaust system. Oil temperature or CHT cannot be maintained within limits. An engine fire or fire warning, actual or indicated. Both spark plugs in a cylinder show shorted secondary patterns. Constant Backfiring. An uncontrollable drop in MAP of a significant amount. An uncontrollable drop in fuel pressure (possible fuel leak). Any other condition in which engine shutdown appears advisable.

2. Engine stuck in high blower The lack of MAP, BMEP, and FUEL FLOW change when shifting from LOW to HIGH blower, or vice versa, indicates a fixed position blower. To determine whether the blower is in HIGH or LOW, compare the BMEP and FUEL FLOW readings and throttle position with those of a properly operating at the same MAP. There is no way of shifting a locked blower. Therefore if HIGH blower operation becomes necessary at low altitudes, care must be taken to operate the engine within power and CAT limits to avoid DETONATION. The higher temperature rise through the supercharger in HIGH blower makes it imperative that the CAT be held to lower limits than in Low blower. Emergency climb power for an engine stuck in HIGH blower at 10,000 feet and below, is as follows: MAX RPM 2400 2400 2400
NOTE:

CAT BELOW 32C +32 - +38 +38 - +43

MAX MAP 42 Hg. 40 Hg. 38 Hg.

This is not to be construed as a HIGH blower takeoff rating.

10.4

Manifold Pressure Line Purge Valves

Purge valves, which are located under the instrument panel forward of the fuel tank selector handles. There is one valve for each manifold pressure line. Opening the valves allows atmospheric pressure (cockpit air) to force foreign matter out of the lines back into the engine. The valves are opened by pressing the knobs in.
NOTE:

The valves should only be opened with the manifold pressure indicating less than barometric pressure. If the valves are opened with the manifold pressure greater than barometric pressure, fuel vapors will enter the cockpit. Check that the valves have fully closed by noting the MAP change as the valves are actuated.

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DC-6 OPERATING MANUAL

10-D Diagram: Left-Hand Side View of Engine

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19.

Crankshaft Center Main Bearing In ta k e Va lv e a n d Spring Rocker Arm Pushrod Intake Pipe Piston Pin Linkrod Tappet Cam Supercharger Case Fuel Feed Valve Supercharger Clutch Selector Valve Accessory Drive Gear Starter Jaw Main Oil Pressure Pump Main Oil Screen Main Oil Screen Cover Plug Impeller Shaft Supercharger Drain Valve

20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38.

Impeller Lower Cam Reduction Gear Main Oil Sump Rear Counterweight Rocker Drain Oil Manifold Suction Line Piston Ignition Harness Front Oil Scavenge & Torque Booster Pump Torque meter Piston Reduction Drive Pinion Propeller Oil Transfer Tube Propeller Shaft Thrust Bearing Nut Thrust Bearing Propeller Governor Oil Transfer Tube Reduction Drive Gear Distributor Magneto Front Counterweight

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DC-6 OPERATING MANUAL

10-E Diagram: Right Hand Side View of Engine

1. 2. 3. 4. 5. 6.

Magneto Distributor Propeller Governor Mounting Pad Ignition harness Fuel Trap Drain Intake Pipe

7. 8. 9. 10. 11.

Supercharger Drain Valve Rear Section Oil Scavenge Screen Water-Alcohol Regulator Carburetor C ra n kc a se Breather

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DC-6 OPERATING MANUAL

10-F Diagram: Left-Hand Rear View of Engine

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13.

Engine Mount Mounting Boss 14. Intake Pipe 15. Engine Fire Seal 16. Carburetor 17. Supercharger Clutch Selector Valve 18. Starter Mounting Pad 19. Cabin Supercharger Mounting Pad (Hydraulic 8. 20. Pump Mounting Pad on 2 3 Engines) 21. Oil Outlet 22. Oil High Pressure Relief Valve Fuel Pump Mounting Pad 23. Rear Section Oil Scavenge Drain Plug 24. Main Oil Screen Cover Plug 25. Rear Section Oil Drain Plug

Oil inlet Main Oil Pressure Pump Intake Pipe Fuel Trap Drain Main Oil Sump Drain Plug Supercharger Section Drain Valve Tachometer Generator Mounting Pad Oil Low-Pressure Relief Valve Generator Mounting Pad Throttle & Mixture Controls Pull Bracket Mounting Pad Crankcase Breather Transformer Coil Unit Exhaust Port

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DC-6 OPERATING MANUAL

10.5
NOTE:

Air Induction System Icing

The purpose of this topic is to discuss the effects of atmospheric moisture (excluding vapor) on engine operation and the correct operational procedures to be used when the same are anticipated or encountered, it does not cover the phenomenon of fuel icing; this is covered in topic B. General

10.5.1

Whenever visible moisture exists in the air, air induction system icing is possible. Induction system icing is most likely to occur when the OAT is below 10C. Any engine instability or loss of fuel flow or BMEP may be an indication of induction system icing. The following points stand out: Prevention or carb ice is much superior to elimination of ice once it has formed. Since use of carb heat at or near critical altitude for the power being used will reduce performance, it is often desirable to see if carburetor alcohol will handle the particular situation before using carb heat. Carburetor heat should nevertheless be used without hesitation whenever doubt exists as to the adequacy of carburetor alcohol in preventing or eliminating the ice. Recognition of Air induction System Icing

10.5.2

Carburetor air induction system icing falls into two classifications: 1. Ice accumulation that affects airflow (deck screen ice, throttle ice, throttle freezing, scoop ice, etc.). This type of icing is usually indicated by a gradual loss in MAP, fuel flow, and BMEP, if the engine has been leaned. It may be encountered in freezing rain, heavy snow or ice, or when exposing an extremely cold airplane to moisture conditions (such as during descent). In some cases, ice forms on the throttle so as to freeze it in a fixed position. 2. Ice accumulation that affects fuel metering (impact tube icing, icing of internal carburetor passages, etc.). This type of icing is indicated by intermittent fluctuations or a loss of fuel flow or BMEP (or both). Moisture particles may enter the air induction system through the impact tubes with the following possible results: Leanness due to impact tube restriction. Leanness due to automatic mixture control needle (variable orifice) restriction caused by water, snow or ice. This is most often a high-altitude problem since the AMC orifice is smallest there. Richness due to mixture control bleed restriction. Mixture control bleed icing occurs when the temperature of the fuel entering the carburetor is below 0C. The cold fuel chills the carburetor body, For the latter reason, carburetor heat is comparatively slow in combating this type icing. Leanness or richness due to a head of water in the carburetor air passages. Procedure When Carburetor Icing Conditions Are Anticipated

10.5.3

The following steps should be taken in the order indicated.

NOTE:

It is desirable to use preheat at least 15 minutes before entering known or anticipated icing conditions. Preheat is most effective for prevention of ice if applied and maintained considerably in advance of encountering these conditions. To prevent icing during take-off, maintain from +15C to +38C CAT during ground running. Set preheat COLD at least 2 minutes before take-off to allow stabilization of the

NOTE:

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DC-6 OPERATING MANUAL AMC. Keep preheat COLD for take-off and be ready to apply heat as necessary for ice protection during climb. The tendency toward carburetor icing is increased (under icing conditions) during any operation using part throttle, particularly during descent. 1. Mixtures AUTO-RICH 2. Carb Heat APPLY & MAINTAIN AT LEAST +15C CAT. Apply full carb heat for 30 seconds, then apply a minimum of +15C CAT (high or low blower) up to a maximum of +30C in high blower or 38C in low blower.
NOTE:

Max CAT in low blower is +38C, Max CAT in high blower is +15C - +30C, depending on power being used (See appropriate Power Chart). OPERATIONS STABILIZED (5 Min).

3. Monitor fuel flow and BMEP indications carefully for the first indication of icing. Also be alert for the throttles freezing in a fixed position, especially under low power, low altitude (approach) conditions. 4. Reset the cruising MAP and BMEP mixture for CAT being used.
NOTE: NOTE:

CHT should not exceed 204C when carb heat above 15C is used. If sufficient fuel flow cannot be obtained in AUTO-RICH, operate the engine primer for short periods until stable engine operation is resumed. If the Above Measures Do Not Control the Situation

10.5.4

1. Use maximum preheat of 30C in high blower and 38C in low blower. 2. Use carb alcohol with preheat, applying alcohol intermittently. Alcohol should not be used with carburetor heat unless preceding steps have been unsuccessful in controlling the situation. Good results can often be obtained by intermittent use of alcohol as an anti-icer (with no carb heat) and a close observation of fuel flow and BMEP. When any instability of fuel flow or BMEP is noted, use intermittent application of alcohol until smooth operation is again apparent. It is recommended, however, that whenever engine critical altitude is not adversely affected that carburetor preheat be used as a preventative measure. When alcohol is used, it should be applied for a period of 3 to 5 seconds, then released and an observation made as to whether or not stable power has been regained. An icing condition can also be sometimes prevented by periodic intermittent application of alcohol prior to receiving the first indication described above when flying in questionable conditions of icing.

WARNING:Limit alcohol to not more than 5 sec. continuous application at a time. A longer interval may cause engine detonation. Leave carb heat on until after leaving visible moisture conditions and power is stable.
NOTE:

If extreme richness is experienced, it may be necessary to manually control the mixture to retain power while applying the above corrective measures. In some cases, it may be necessary to lean back almost to IDLE CUT-OFF position to obtain the desired power.

CAUTION:To eliminate possible engine surges, always set AUTO-RICH mixture prior to making extreme changes to carburetor heat door position in either direction. CAUTION:Removal of preheat should be done slowly and to one engine at a time. It is possible for snow and ice to accumulate in the air inlet system in such a manner that it will brake loose when the preheat door position is changed. This accu-

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DC-6 OPERATING MANUAL mulation may move to a position where it can seriously restrict air flow or disturb metering characteristics. 10.5.5 Procedure When Operating In Icing Conditions Without Preheat

When operating in icing conditions without carb preheat, there may be little warning that icing has occurred until it has progressed sufficiently to impair engine performance seriously. The following indications may accompany icing: 1. Decreasing torque pressure at constant throttle and RPM, either with or without an accompanying decrease of MAP. If there is no decrease in MAP, the power loss is probably due to leaning or enrichment, depending upon the location of the ice in the carburetor. The fuel flow meter will probably give the first and best indication of whether the trouble is from leaning or enrichment. If there is a reduction in MAP, the power loss is probably due to restricted airflow through the induction system. 2. A rapid loss of torque pressure and abnormal fuel flow readings, possibly accompanied by rough or erratic engine operation, indicates severe leaning or enrichment of the carburetor. 3. Uneven response of MAP to changed throttle settings due to ice jamming or sticking the carburetor throttle. 4. Erratic engine operation due to iced metering elements, with resulting changes in mixture distribution to the cylinders. Procedure if icing does occur, use carb heat first, then if necessary carb alcohol, in the following sequence: 1. Mixtures Auto-Rich. 2. Carb Heat Apply Full Hot for 30 seconds. CAUTION:If appreciable engine ice develops, the loss in power will be accompanied by a loss in preheat capacity, sharply reducing the effectiveness of full preheat in eliminating the ice. In such case, it may be necessary to apply full preheat for a longer period. 3. Check whether power and normal instrument readings are restored by slowly returning the preheat control toward Cold. CAUTION:After carb heat has been reduced or removed, it will require several minutes for the aneroid (AMC) to stabilize, allowing fuel flow to return to normal. 4. Adjust carb heat to maintain 15C minimum CAT. 5. If icing conditions include abnormally lean fuel flow readings Follow above steps and prime if necessary to restore power. 6. When it is known that the temperature of the fuel is well below freezing (which may cause a power loss due to mixture control bleed icing): Maintain maximum permissible CAT (low blower 38C). This type of icing may require a constant application of maximum permissible preheat for a considerable period of time (5 to 15 minutes or longer) before normal operation returns.

When the power loss is accompanied by an appreciable increase in fuel flow, manually lean the mixture to restore fuel flow and BMEP to their original value. Manual leaning should be used only in cruise or climb power range. In some cases, it may be necessary to lean almost to IDLE CUTOFF to fully restore the selected power condition. Re-adjust preheat to maintain 15C CAT.

7. If the icing conditions still exists, apply carb alcohol, using the procedure in Section 10.5.4.

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DC-6 OPERATING MANUAL 10.5.6 Additional Ice Prevention and Removal Principles

The following order of accomplishing the various preventatives and/or removal measures is based largely on control of icing situations in a manner that will bring the smallest possible performance loss. It must be stressed, that adequate carb heat is the only sure method of ice prevention or removing ice in the air induction ystem. While use of carb heat at or near full-throttle altitudes will result in a performance loss, there is no practical substitute under severe conditions. Under conditions where use of carb heat is being avoided so that performance losses will not be suffered the fuel flow and BMEP indications must be monitored very closely for the first indications of carburetor icing. Under conditions conducive to carburetor icing, fuel flow, BMEP and/or MAP fluctuations or drop, and throttle stickiness are almost certain indications of carb ice. In accomplishing the foregoing ice preventative and/or removal measures, remember that the mixture control must placed in AUTO-RICH whenever carburetor heat is either be applied or removed. 10.5.7 a. b. c. d. e. f. g. h. Reporting of Icing Experiences Atmospheric Conditions Outside Air Temperature Carb Air Temperature Cylinder Head Temp Cowl Flap Setting Carb Heat Control Position Indicated Airspeed Fuel Flows i. j. k. l. BMEP and BMEP drop due to Carb Ice. Manifold Pressure Fuel Pressure Any additional engine operating characteristic, which might be of help in analysis of conditions.

When unusual icing incidents occur, carefully observe and record the following items:

10.6
10.6.1

Fuel System Icing

General

Fuel system icing is a complex phenomenon. Its occurrence is usually indicated by a loss of fuel pressure. Cold weather operation alone will not necessarily cause fuel icing of sufficient severity to affect operation of the fuel system. A number of variables must be phased within relatively narrow limits before severe fuel system icing is experienced. Some of the variables that affect icing characteristics of the fuel are: Initial dissolved water content of fuel which, in turn, is influenced by aromatic content and the temperature at which the fuel was saturated with dissolved water. Cooling rate of the fuel. Fuel temperature. Humidity of the air space above the fuel. Fuel contamination (rust particles, dust, etc.)

Malfunction of the fuel system because of ice was relatively difficult to accomplish even under carefully controlled conditions during tests. In fact, in only 45% of the tests was operation of the system affected. The following changes in fuel metering characteristics were evidenced because of ice affecting operation of the carburetor.
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DC-6 OPERATING MANUAL In some tests, a drop in fuel flow was experienced while maintaining a constant airflow. This is because of ice accumulating in the area of the main regulating poppet restricting the flow area through this valve. Normally, the operation of the valve as a pressure regulator makes it opening. Although never experienced during the tests, it is conceivable that blockage could increase until finally the poppet valve would be at the extreme of its position, after which a decay in fuel flow would occur. Flow and pressure-drop measurements indicated that restrictions because of ice formed between the main poppet valve and the main metering jets were occurring. This resulted in a reduction of fuel flow at a given metering head. During the majority of tests, an increase in fuel flow was experienced. This appears to be due to early opening of the power enrichment valve due to blockage of bleed ports, presumably by ice. The reverse situation can also occur and retard the opening of the power enrichment valve. Sluggish metering characteristics were encountered and on occasion cycling of sufficient magnitude to cause possible rough or unstable engine operation. On some occasions, it required 1to 2 minutes for the carburetor to re-position the poppet valve and give the required fuel flow for the metering suction differential pressure impressed. Increasing or decreasing fuel flows, intermittent fluctuations and response sluggishness are also well known symptoms of induction system icing. Icing of the fuel side of the carburetor, however, will normally be uniquely identified by a 2 to 3 PSI drop in fuel pressure, (the pressure drop required to actuate the carburetor fuel strainer by-pass valve). The many pertinent variables discussed above must be properly phased before fuel-side metering disturbances are considered possible. The symptoms for this type of icing are, unfortunately, nearly identical to the cockpit indications usually associated with air induction system icing, namely: loss of automatic mixture control, rising, falling or fluctuating fuel flow, and engine instability. The only symptom peculiar to fuel-side icing is the slight drop in indicated fuel pressure. (See below)

Icing of Carburetor Fuel Strainer If the carburetor fuel strainer ices up, the by-pass valve in the strainer will open. This will cause approximately 2 to 3 PSI fuel pressure drop at cruise power with a resultant slight loss of fuel flow. This should be easily recoverable by use of the mixture control.
NOTE:

The reason for the fuel pressure drop stated above is that it requires that amount of pressure differential across the by-pass valve to open the valve and keep it open.

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DC-6 OPERATING MANUAL

10-G Diagram: Engine Analyzer

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DC-6 OPERATING MANUAL

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Initial Spark Plug Fouling

Open Primary One Cylinder Coil

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10.7
10.7.1

Cowl Flaps
Description

General The cowl flaps are electrically driven, Controls These comprise of 4 toggle switches and 4 rheostats. Each toggle switch has 4 positions: OPEN-CLOSE-OFF-POSITIONING OPEN and CLOSE are momentary-contact, spring-loaded positions; POSITIONING is a positive position. When POSITIONING is selected the cowl flaps automatically go to the setting selected on the rheostat. The rheostats function only when their respective toggle switch is set at POSITIONING. The 4 rheostats are marked in 2 increments from -4 (full closed) to 10. Additional marked positions are 14, 18, and 22 (full open). Any intermediate position between -4 and 22 can be selected The TAKE-OFF setting marked on the rheostats in 3 on aircraft having propeller spinners, 4 on aircraft not so equipped. Operational Notes

10.7.2

The cowl flaps are designed to operate throughout their full travel at a designated drive speed. All certificated performance data is based on cowl flaps set at a maximum of 4 on operating engines. Cowl flap settings at and below -2 result in minimum cowl flap drag.

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DC-6 OPERATING MANUAL

10.8

ADI System (Water/Alcohol Injection)

10-H Diagram: Water/Alcohol Injection System

10.8.1

General

An ADI system (water/alcohol injection) is installed to permit the safe increase of take-off powers. Injection of ADI Fluid does not, in itself, increase the power out. Neither does it produce the same reaction as atmospheric humidity, which actually results in a loss of brake horsepower output, a loss which will be experienced by either a "wet" or "dry" engine; although the "dry" engine will lose power more rapidly. The injection of ADI fluid merely acts to suppress detonation, allowing engine operation with "best power" mixture in the high power range. "Best power" mixture in the high-power range (dry operation) results in a combination of temperature and pressure of the fuel/air charge leading to detonation. This tendency to detonate is suppressed normally by enriching the mixture beyond "best power" to supply excess fuel to cool the combustion. The excessively- rich mixture results in a power reduction of approximately 6 to 8%. This enrichment could be increased until the excess fuel being used as a cooling agent will literally flood the engine. The ADI mixture replaces the excess fuel used for cooling with a volume of ADI fluid which better serves the purpose of cooling the charge and consequently suppresses the tendency toward detonation. During ADI operation, the fuel mixture strength is automatically reduced to "best power" by the derichment valve in the carburetor and, if no change is made in manifold pressure, a power increase of approximately 160 BHP at sea level is immediately obtained. This increase is due entirely to derichment to "best power" mixture. The anti-detonate qualities of water/alcohol are such that, in addition the increased power obtainable at normal take-off manifold pressure the throttle may be further advanced to obtain an additional power output of approximately 140 BHP by increasing the manifold pressure. A typical example of the power increase resulting from the use of ADI during a take-off at 2100 BHP is the immediate advance to approximate 2260 BHP obtained as a result of derichment. At sea level and at a standard day temperature, the throttles can be further advanced to obtain an additional 3" MAP to gain a further increase of 120 BHP, making a total possible take-off BHP of approximately 2400 for CB-16 engines and 2500 for CB-17 engines.

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DC-6 OPERATING MANUAL 10.8.2 Description

General - Each engine has its own independent ADI system, consisting essentially of a fluid supply tank, pump, water regulator, derichment valve in the carburetor and controls for operating the system. Figure 1 is a schematic diagram of the system. ADI Fluid Formula - The ADI fluid is a 50/50 mixture of water and methyl alcohol. Supply Tanks - The supply tanks have a capacity of 10 gallons of ADI fluid each. The tanks for No. 2 and 3 engines are on the aft face of the firewall. Pumps - An electric pump, energized when the system control switch is placed ON, delivers the ADI fluid to the regulator. A pressure relief valve in the pump returns excess fluid to the pump inlet port when pressure at the regulator exceeds 27-32 PSI. Regulators - A variable water/air ratio regulator on the engine intermediate rear section regulates the quantity flow of ADI fluid at a rate dependent upon the fuel flow through the carburetor. When the ADI pump is turned on, the derichment valve in the carburetor closes, reducing the fuel flow through the carburetor and finally arriving at the best power mixture setting. If the ADI supply is depleted or falls, indicated by an ADI pressure light going on, the derichment valve opens to enrich the fuel/air mixture, and check valves in the regulator and water feed pipes close to prevent reverse fuel flow through the regulator to the tank. The regulator has a vapor vent return pipe to the top of the ADI supply tank. A solenoid valve in the vent pipe is actuated by the ADI system switch, and allows vapor and a small amount of water to flow to the tank thus keeping the ADI regulator vapor free. A very efficient ADI pump (new pump or one recently overhauled) may, in event of fluid supply, depletion or failure, produce sufficient air pressure in the system to keep the carburetor derichment valve closed and maintain normal indicator light and pressure valve indications. Control Switch - Each engine ADI system is controlled by an ON-OFF control switch in the cockpit and an oil-pressure-operated switch that tees off the pressure line to the engine oil pressure warning switch. The pressure-operated switch, set to close when engine oil pressure exceeds approximately 30 PSI, is connected in series with the ON-OFF switch, thus preventing ADI pump operation when the engine is not running. Turning the manual switch ON with engine inoperative will not energize the system. Fluid Quantity Indicators - ADI fluid quantity is measured by a liquidometer transmitter in each tank and shown on 2 dual indicators. For ground servicing purposes, a dipstick is attached to each tank filler neck cap. Pressure Indicators - A pressure transmitter in each system measures unmetered pressures which are shown on 2 dual indicators. Pressure Warning System - Four indicator lights show when ADI fluid under pressure is available at their respective water regulators. The lights are energized by pressure warning switches that close when the ADI pump pressure has dropped below a specified level. Strainers - A strainer in the feed line from the tank to the pumps protects the system from foreign matter. Normal Operation

NOTE:

10.8.3

Run-Up - (See Chapter 3, page 22) Take-Off If an ADI light comes ON during take-off, immediately reduce power on the affected engine to "dry" settings. Turn ADI switch off for that engine.

CAUTION:When the ADI fluid supply is depleted, the ADI pressure will continue to indicate air pressure (and metered fuel pressure). The amount of pressure will vary with
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DC-6 OPERATING MANUAL pump condition. With a very efficient pump, the air pressure may be sufficient to hold the derichment valve in the derichment position, allowing the engine to operate at dry power mixture. SINCE NEITHER ADI FLUID OR EXCESS FUEL ARE THEN AVAILABLE FOR THE NECESSARY COOLING FUNCTION, SERIOUS DAMAGE TO THE ENGINE CAN OCCUR IN A MATTER OF SECONDS DUE TO DETONATION. WITH THE ADI SYSTEM TURNED ON, GREAT CAUTION MUST BE EXERCISED TO PREVENT ENGINE OPERATION AFTER THE FLUID SUPPLY IS DEPLETED. Turn ADI off as soon as first after-take-off power reduction is made. THE lights will go out but the pressure gauges will continue to indicate nozzle pressures. Landing - On Final approach, stand-by to turn ADI switched ON in event a go-around becomes necessary.
NOTE:

In event of go-around, ADI should be turned ON before increasing MAP above 30". If ADI is turned on at powers in excess of 30" MAP, momentary power fluctuations may result. Switches should be turned on one at a time (or, symmetrically, 2 at a time). Operational Notes

10.8.4

Indicated ADI pressure will vary between flow and no-flow conditions. Under no-flow conditions, pressure should be approximately 27-32 PSI. Under flow conditions, pressure should be approximately 22-24 PSI. Pressures up to approximately 14 PSI may be indicated during dry operation because of well seating valves trapping pressure. A regulator with slight internal leakage will show lower or no pressure during DRY operations. Either condition may be considered satisfactory if the ADI run-up check is normal and no increase in ADI quantity is noted during DRY operation. Under normal condition, a small quantity of fuel may be fed back to the ADI tank (indicated by a rise in the ADI quantity indication), it indicates a ruptured control valve diaphragm, a leaking solenoid valve or both. Closing of the carburetor derichment valve causes actual derichment (drop in fuel flow indication): At any power while in AUTO-RICH. Only when above approximately 1200 BHP in AUTO-LEAN. E. Minimum ADI Fluid Requirements

10.8.5

Minimum ADI fluid quantity required prior to any take-off is as follows: CB-16 ENGINE - If water-alcohol injection is to be used for take-off the water-alcohol quantity should be determined prior to take-off. The required minimum quantity for one wet take-off is five (5) gallons in each tank. The required minimum quantity for one wet take-off and one landing where water-alcohol injection powers are required to meet the landing climb requirement, is seven and one-half (7.5) gallons. Prior to take-off it should be determined that water-alcohol injection system is functioning satisfactorily. The flow rate of the water-alcohol regulator is 9.2 lbs. (1.23 gals.) per minute for each engine. When aircraft is dispatched with all engines dry, wet landing weight limits may be used if there is a minimum of five (5) gallons of ADI in each tank.

NOTE:

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DC-6 OPERATING MANUAL

CHAPTER: 11 PROPELLERS
11.1

Description

General - Hamilton Standard 3 bladed propellers are installed. The control system provides constant speed governing during synchronization, individual toggle switches to increase or decrease RPM manually and controls to allow full feathering and reversing operations. As the master control lever permits changing RPM of all engines simultaneously. For description and operation of the prop de-icing system, see PROPELLERS DE-ICING SYSTEM this section. Governor - Constant speed operation is controlled by an engine driven governor mounted on top of the front accessory section case. The governor directs engine oil (boosted in pressure by an internal pump) to and from the forward and aft sides of the propeller dome piston. The setting of the governor speeder spring is adjusted by a rack and pinion gear driven by a step motor mounted on the governor. The step motor is controlled either by the individual propeller control switch or the master lever. Auxiliary Pump - Each propeller has an electrically driven auxiliary pump to supply the additional pressure for feathering, unfeathering, reversing and un-reversing. The pump located on the forward side of the engine firewall, takes oil from the feathering standpipe in the engine oil supply tank. Each pump control circuit is provided with a circuit breaker on the main circuit breaker panel. Pump functions are as follows: Feathering - The pump is energized when the manual feathering button is pushed in and is de-energized approximately 15 seconds later by a timer and holding relay. Unfeathering - The pump is energized when the manual feather button is pulled out to UNFEATHER position and continues to run as long as the button is held out. If the button is held out too long, the blades will rotate toward low pitch until approximately 6o above the low pitch stops, at which point they will cycle slightly toward feather and then un-feather (due to opening and closing of the #1 blade switch) until the button is released. Reversing - The pump is energized and runs continuously when the throttle is pulled into the reverse range. Unreversing - When the propeller is unreversed, the pump is de-energized by the # 1 blade switch when the blades reach approximately 6o above the low pitch stop.

When the auxiliary pump is operating, the de-icing system for that propeller is automatically rendered inoperative to prevent overloading the electrical system. CAUTION:When use of aux pump is no longer necessary, the prop de-ice ammeter should be checked to assure that the aux pump is no longer operating as it will burn out in a very short time. Feather Latches - When a propeller is feathered, the blades are mechanically held in that position by spring-loaded latches in the dome. The latches dont ensure against wind-milling of the propeller when feathered; they only ensure that the individual blades will stay in feathered position. The feather latches are installed in some domes, there is no way of determining if they are installed visually. Individual Propeller Control Switches - Four toggle switches provide independent RPM control and can be used with the system in either MANUAL or AUTOMATIC operation. The switch positions are INCREASE RPM, DECREASE RPM and NEUTRAL (off). Each switch can be used to vary the RPM of its engine. However, the engine being used as the master engine should be controlled by means of the propeller master lever. In AUTOMATIC operation, if a switch is used to change the RPM of a slave engine more than 3% of the master engine RPM, the synchronizer will not bring the salve engine back into sync.
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DC-6 OPERATING MANUAL RPM Limit Lights - An RPM limit light adjacent to each propeller control switch illuminates (blue) when the governor of its respective propeller reaches its high or low RPM limit. Tachometer Generator Isolation Switches - A tachometer generator on each engine provides voltages for the tachometer indicating system as well as a means for the synchronizer to compare speeds of the engine. The tachometer generator system is protected by 2 isolation switches ganged together and mounted on the bulkhead behind the Captain's seat. The gang switch permits disconnecting the propeller synchronizing system from the tachometer generators and indicating circuits to prevent a fault in the synchronizer from affecting the tachometer indicators, or a fault in the tachometer system from affecting propeller synchronization. The (up) position of the gang switch is placarded DISCONNECT. A placard below the switch reads TACHOMETER SWITCHES-USE ONLY IN CASE OF ERRATIC TACHOMETER INDICATION. Placing the switch in the DISCONNECT position takes all 4 tachometer indicators out of the synchronizer circuit.

Propeller Feathering Controls Manual Feathering Controls - Feathering buttons are push-pull type with 3 positions; FULL IN (feather), FULL OUT (unfeather), and neutral. When a button is pushed into feather position, it is held in that position for approximately 15 seconds by a holding coil and timer circuit. The timer circuit releases the holding solenoid and terminates the auxiliary feathering pump terminating feathering operation. The auxiliary pump is energized when the manual feather button is pulled out to the un-feather position and continues to run as long as the button is held out.

Automatic Feathering - If an engine loses power during takeoff (indicated by its BMEP dropping to approximately 70 5 psi or less) after the throttles have been advanced past approx. the 24.5o open position, a torque pressure switch closes. This starts a delay timer and turns ON the red light in the manual feathering button of the affected engine. One (1) second later, if the BMEP is still approx. 70 5 psi or less, the auto-feather indicator lights for the unaffected engines go out; the light for the engine being feathered remains ON. (3/4) of a second later, the timer energizes the manual feathering switch solenoid which then pulls in the feathering button, causing the propeller to feather. The feather button light and the auto-feather indicator light for the propeller will then go out. While a propeller is being feathered, either automatically or manually, a blocking system prevents the auto-feather system from arming the remaining engines. Auto-feather Master Switch - This is a 3-position toggle switch located on the forward overhead panel. Its positions are: AUTOMATIC FEATHERING - OFF - RESET. Auto-feather Indicator Lights - An auto-feather indicator light is located just below each manual feathering button. Placarded AUTO-FEATHERING READY, all 4 lights go ON when the auto feathering system is armed. Auto-feather Test Switches - AUTO-FEATHER test switches, one below each auto-feather indicator light, permit testing each auto-feather system, the switches are spring loaded to the OFF position.

Reversing Controls - Reversing is accomplished by moving the throttle levers aft to the CLOSED position, actuating the sequence gate lock handle, then pulling the throttles aft into the reversing range. The sequence gate lock is a mechanical latch, which prevents inadvertent propeller reversing. It is, however, unguarded from actuation during flight; therefore, the sequence gate lock handle must be in the FORWARD or LOCKED position at all times except on the ground when reversing is desired.

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DC-6 OPERATING MANUAL The sequence gate lock handle cannot be actuated unless all throttles are either in the full CLOSED or OPEN position. The sequence gate lock handle automatically returns to its forward (locked) position when one or more throttles are advanced to the forward idle range.

Reverse Warning Lights - A Propeller Reversing indicator light is located adjacent to each individual propeller control switch. Controlled by a propeller blade switch, the light goes ON when the blades reach approximately 4o below the low pitch stops, while rotating toward reverse pitch. The light remains ON continuously thereafter until the propeller is out of reverse. Master RPM Control Lever - This lever operates to vary the RPM of all 4 engines simultaneously while the master engine selector switch in either the #2 AUTO or #3 AUTO position. The lever is inoperative when MANUAL or neutral position of the engine selector switch is selected. Calibrate Switch - When advanced to the full forward position, the lever actuates a "calibrate" switch which disconnects the sync system and runs all governors to their low pitch (high RPM) stops. With the synchronizing system disconnected, failure of the selected master engine during takeoff has no effect on the slave engines. The governors will stay in their low-pitch position until the master lever is moved out of its full forward position, regardless of any RPM gain or loss by the master engine. Master Engine Selector Switch - This is a toggle switch with 3 positions; #2 AUTO - MANUAL - #3 AUTO. It permits selecting of: Either inboard engine as the master engine or Manual (toggle) control of the propeller system. With the switch in MANUAL, the master RPM control lever is inoperative. Resynchronize Switch - This pushbutton type switch, placarded RE-SYNCHRONIZE, permits synchronization of the system when one or more slave engines are out of synchronization with the master engine more than 3%. Pushing and then releasing the switch allows each engine to progress approximately 3% toward the master engine RPM. Synchronizer System - Synchronization is accomplished in the following manner. The Pilot selects the desired engine speed with the master control lever and a master engine. The master engine drives a small electric generator connected to its tachometer drive. The frequency of this generator varies with the speed of the engine. Its output is connected to one winding of a differential motor and is wired to another tachometer generator driven by a "slave" engine. If the salve engine is turning at a different speed then the master the differential motor is geared to a commutator switch for the slave engine. When the switch is rotated, the step motor on the slave engine is energized and resets the governor. When the slave engine's speed is the same as that of the master, the differential motor stops.

WARNING:Some aircraft do not have a Take off Warning System installed. Spinners - Any combination of spinner and non-spinner propellers may be used on the aircraft.

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DC-6 OPERATING MANUAL

11.2
11.2.1

Normal Operations
Run-up

11.2.1.1 Manual Feather Check Feathering button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH IN When RPM shows a 200-300 RPM drop, pull the feather button out to neutral.
NOTE:

If propeller action is sluggish, repeat the procedure until the action is normal. Auto-Feather Check This check is required prior to every takeoff were existing gross weight necessitates operative auto-feather. If the check reveals that auto-feather is inoperative on any propeller, auto-feather inoperative gross weights must be used.

11.2.1.2

NOTE:

1. 2. 3. 4. 5.

After the ADI check and/or the magneto check is an appropriate time to perform the autofeather check during the run-up. Throttle for desired engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPROX 30" MAP Auto-feather master switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RESET THEN AUTO-FEATHER Note that the auto-feather green lights come ON Auto-feather test switch for the desired engine . . . . . . . . . . . . . . . . . . . TEST POSITION AND HOLD Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD When the red feather button light comes on. . . . . . . . . . . . . . . . . . . . . . . . . .NOTE BMEP AND STOP THROTTLE MOVEMENT BMEP should be 70 5 PSI (approx) After a one (1) second delay, all auto-feather indicator lights (green) should go out except the engine being checked. 3/4 of a second later, the feather button should pull in. If the Manual prop feather check has been accomplished, pull the feather button out prior to releasing the test switch.

6. Auto-feather test switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE Propeller should start to feather. 7. Feather button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL TO REJECT FEATHERING After a drop of 200-300 RPM, pull button out to reject feathering. 8. Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST TO 1000 RPM 9. Repeat steps 2 through 7 for remaining engines. 10. Auto-feather master switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET THEN OFF 11.2.2 Governor Check

1. Prop Master Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL FORWARD Note RPM limit lights (blue) are ON. 2. Master engine selector switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . #3 AUTO 3. All throttles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET TO OBTAIN 1600 RPM AND LOCKED 4. Prop Master Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL DECREASE RPM Note that all propellers drop uniformly to 1200 50 RPM. Observe that limit lights (blue) go out and then come back ON, within 10-12 seconds. 5. Master engine selector switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 11-4
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DC-6 OPERATING MANUAL 6. Prop toggle switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FULL INCREASE RPM Observe limit lights (blue) go out and then come back on at 1600 RPM, within 10-12 seconds. 7. Prop Selector toggle switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL DECREASE RPM Observe limit lights go out and then come back on at 1200 50 RPM, within 10-12 seconds. If one or more limit lights (blue) does not come ON with master lever but does come ON by additional use of toggle switch(s) within 2 or 3 seconds, master lever operation is satisfactory. However, RPM will not necessarily be in sync when operating at full decrease RPM. 8. Prop Master Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL INCREASE Nothing will occur, system is deactivated. 9. Master Engine Selector Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .#2 AUTO Note that all engines increase uniformly to the original setting of 1600 RPM.
NOTE:

11.2.3 1. 2. 3. 4. 5. 6.

Observe that limit lights (blue) go out and then come ON again within 10-12 seconds. Synchronizer Operational Check

Prop master lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL FORWARD All throttles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET 24" MAP Prop master lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DECREASE FOR A 100 RPM DROP Master engine selector switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .#3 AUTO RESYNC button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH No. 3 throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE

So no slave engine drops more than 80-100 rpm 7. # 3 throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETURN TO 24 MAPS
NOTE:

RPM STABILIZES at RPM ESTABLISHED IN (3) ABOVE. 8. Repeat steps (4) through (7), using # 2 engine as master engine.
NOTE:

11.2.4
NOTE:

Propeller Reversing Check

1. 2. 3. 4. 5. 6.

This check required only when an inoperative or malfunctioning reversing system is suspected. Prop master lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD TO FULL DEC RPM POSITION All throttles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET TO 25" MAP All throttles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD TO FORWARD IDLE POSITION Sequence gate handle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE Pull aft and down. # 2 and 3 throttles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REVERSE IDLE POSITION # 2 and 3 reverse indicator lights come ON. # 2 and 3 throttles . . . . . . . . . . . . . . . . . . . . . . . . . RETURN TO FORWARD RANGE AND 23" MAP # 2 and 3 reverse indicator lights go out and the sequence gate handle resets. RPM stabilizes at 1200 50, then retard throttles to the forward idle position.

7. Repeat Steps (4) through (6) for Nos. 1 and 4 engines. 8. Prop master lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL FORWARD
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DC-6 OPERATING MANUAL 9. All throttles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST TO 1000 RPM 11.2.5 Propeller Out of Synchronization

If an individual propeller is out of synchronization in automatic control and the remaining propellers are functioning properly, proceed as follows: 1. RESYNC button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH 2. If this does not correct condition, actuate respective prop control toggle switch to bring propeller back into sync. 3. If propeller does not stay in sync after being brought back: a. Place master engine selector switch to opposite master engine. b. RESYNC button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH 4. If propeller still will not stay in synchronization: a. Place master engine selector switch in MANUAL position. b. Operate individual prop control switches for sync and change of RPM c. Leave Master Engine selector switch in AUTO and place the TACH Isolation Switch gang bar to the DISCONNECT POSITION. 11.2.6 Tachometer Isolation Switches

If engine tachometers fluctuate, place the tachometer isolation gang bar/switches in DISCONNECT position (this by-passes the propeller synchronizer). With the tachometer isolation switch in the disconnect position and the master engine selector in 2 or 3 AUTO. Master lever operation is normal and AUTO sync is inoperative. 11.2.7 After Landing

Props . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REVERSE WARNING:When the prop reversing system for an engine is inoperative, movement of the throttle into the reverse range may result in forward thrust and possible severe yawing forces, therefore, do not move the throttle beyond the forward idle stop.
NOTE:

1. 2. 3. 4. 5. 6. 7.

If an engine is feathered on landing, the throttle for that engine must either be in full forward position or in closed (idle) position before the sequence gate lock handle can be actuated to permit reversing of the other propellers. It is suggested the inoperative engine throttle be placed in the full-open position during approach so that the throttle will be out of the way for the reversing operation. Use nose wheel steering for directional control as necessary. Move all throttles to forward idle position. Move sequence gate lock handle aft and down. Pull throttles into reverse idle position and hold momentarily to prevent over speeding when going through zero pitch. Then continue aft as required. Normal reverse thrust is 30" MAP, Maximum reverse thrust is 2600 RPM. To obtain smoother throttle action during reversing, set minimum throttle lock friction. Use of reverse power should be discontinued after airspeed has been reduced to 60 knots except in emergency. Return throttles to normal position as soon as practicable to avoid engine overheating.

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DC-6 OPERATING MANUAL 11.2.8 Emergency Operation

In flight Feathering and Unfeathering - See Chapter 5, page 5. Open Lead in Propeller Stephead motor - If an "open" occurs in one of the 3 input leads to a propeller governor stephead motor, RPM control of that propeller becomes erratic. When actuating the toggle switch for the affected propeller, it is more probable that an unpredictable RPM change will occur than no RPM change. An additional characteristic of an open lead is that when the stephead motor reaches either RPM limit stop, it will reverse itself and rotate toward the other limit stop so long as the toggle switch is actuated. The RPM change may occur at the normal rate or possibly 3 times the normal rate. In AUTOMATIC operation, an open lead will cause the affected propeller to remain slightly off speed in spite of any attempt to re-synchronize. Efforts to control RPM with the master lever will result in unpredictable RPM change by affected propeller, much the same as if toggled. This type of failure will usually be preceded by intermittently ineffective control. If the condition should occur, proceed as follows: Avoid use of the master lever, or the toggle switch for the affected engine. For the remaining engines, control RPM by means of their respective toggle switches for as long as the affected engine is being operated. If propeller will not stay in synchronization, use procedure in Normal Operations, No.3-b & d If propeller overspends or RPM control is completely lost, use procedure in Emergency Operation No.3, below.

Runaway in Flight - See Chapter 5, page 7. Propeller Reversal in Flight - See Chapter 5, page 7. Flat Pitch - See Chapter 5, page 7. All Engines Hunting or Surging Place master engine selector switch to opposite master engine. If this does not correct condition, place master engine selector switch in MANUAL position and the TACH Isolation gang bar in the DISCONNECT position.

Engine Surging Resulting from Excessively Lean Mixture If, after correcting the preceding condition, engine surging is still evident, the trouble is probably originating in the engine itself. Place mixture control in AUTO-RICH and apply carburetor heat for several minutes. This will usually correct the trouble and the carburetor temperature may then be returned to the desired range. Do not exceed +38 C CAT in low blower operation.

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DC-6 OPERATING MANUAL

Intentionally Left Blank

11-8

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DC-6 OPERATING MANUAL

CHAPTER: 12 FUEL SYSTEM

12-A Diagram: Systems

NOTE:

All fuel weights shown herein are based on 6 lbs/gal.

12.1

General

All aircraft have an 8-tank fuel system. There are 4 main tanks and 4 alternate tanks, arranged to provide an independent fuel system (one main, one alternate) for each engine. See Diagram 12-A. The system is designed so that it is capable of furnishing proper fuel pressure under normal conditions with boost pumps ON. A cross-feed system permits operation of the 2 engines on either side of the aircraft from any tank on the same side, or to operate all 4 engines from any tank. To prevent fuel transfer from one tank to another, a check valve incorporating a thermal expansion bleed is installed in each tank and the selector valve. Cabin heater fuel is supplied from No. 2 main tank, wing and tail anti-icing heater fuel from No.3 main.

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DC-6 OPERATING MANUAL For information on the following- subjects, see Chapter 10, page 14. Carburetor Priming System Fuel Pressure Indicators Fuel Pressure Warning System Fuel Flowmeters

12.2
12.2.1

Description
Tanks

Nos. 1 and 4 main tanks each comprise a single integral tank. Nos. 2 and 3 mains and Nos. 1 and 4 alternates each comprise an integral tank interconnected with bladder-type cells to form one tank. Nos. 2 and 3 alternates each consist of interconnected bladder-type cells only. For capacities and other data on the various tanks, see Ref. II-7-4. Tank Filler Necks

12.2.2

The tank filler necks are located as follows: Nos. 1 & 4 mains - inboard of wing tip panel on respective side.
NOTE:

Nos. 2 & 3 mains - between nacelles on respective side. Nos. 1 & 4 alternates - outboard of respective outboard nacelle. Nos. 2 & 3 alternates - between fuselage and inboard nacelle on respective side. Filler neck screens are provided in all tanks except Nos. 1 & 4 mains. Tank Selector Controls

12.2.3

Four main/alternate tank selector control levers (one for each engine) are located on the top of the pedestal on the forward LH side. The positions of each are placarded as follows: MAIN ON (forward position) 12.2.4 ALT On (center position) OFF (aft position) Cross-Feed Controls

Two cross-feed control levers are located on the pedestal to the right of the tank selector levers. The positions of each are placarded as follows: LH Lever: OFF (forward position) X-FEED 1-2 (center position) ALL ENG TO X-FEED (aft position) OFF (forward position) XFEED 3-4 (center position) ALL ENG TO X-FEED (aft position)

RH Lever:

12.2.5

Vapor Vent Return System

Carburetor vapor vent return flow is to the tanks shown in Diagram 12-A. For return flow rates, see Diagram 12-D.

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DC-6 OPERATING MANUAL 12.2.6 Boost Pumps

Each tank is provided with a 2-speed- electric boost pump. Each pump is controlled by a 3-position (HIGH-OFF-LOW) toggle switch. Boost pump circuit breakers are on the aft overhead panel. 12.2.7 Fuel Quantity Gauges

The DC-6 fleet incorporates two types of capacitance gauge systems. Both systems automatically compensate for fuel density changes; the weight rather than the volume of the fuel is indicated. Indicators, one for each tank, located on the upper instrument panel, give quantity indication in pounds. All aircraft utilize 115 volt 400 cycle A.C. from the ships inverters to power the fuel quantity system. 12.2.8 Fuel Dipstick

A dipstick, stowed on the aft cockpit bulkhead, permits direct measurement of the fuel tank quantities in gallons. It is marked off in separate scales for each pair of symmetrical tanks. Sticking of the tanks is accomplished through the filler necks. In addition to the above dipstick, Nos. 1 and 4 main tanks have an integral dipstick located inboard of their respective filler neck. It permits readings down to 100 gallons. The stick is attached to a cap which seals the opening and prevents leakage. No other tanks have integral dipsticks. Due to fuel tank dimensions and wing dihedral, it is not possible obtain a stick measurement throughout the total capacity of each tank. See page 20 for unstickable fuel quantities. Firewall Shutoff Valves

NOTE:

12.2.9

All fuel to any engine may be shut-off at the firewall by pulling the respective engine- fire control I-handle located below the glare shield. The firewall shut-off valves are located on the aft side of each firewall. 12.2.10 Dumping System A dump valve in each main and alternate tank and 4 retractable dump chutes (one in the bottom rear of each nacelle) permit fuel jettisoning. (See Diagram 12-A and Diagram 12-B) The dump chutes and valves are mechanically controlled by 4 levers (one for each chute) located beneath a hinged plate in the floor aft of the pedestal - Each lever has 3 positions: CLOSED (chute detracted, dump valves closed) or DRAIN (chute partially extended, dump valves closed) - OPEN (chute fully extended, dump valves open). A standpipe in each main tank prevents the dumping of all fuel in those tanks. A 45 minute supply (approx.) of fuel at 75% of METO power remains in the main tanks after a complete dumping operation. As much fuel as possible, is dumped from the alternate tanks. For fuel dumping rates, see Diagram 12-D of this chapter.

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DC-6 OPERATING MANUAL

12-B Diagram: Fuel Dumping System

12.3
12.3.1

Normal Operation
General

All weights in excess of the maximum landing weight must consist of disposable fuel. 12.3.2 Minimum Fuel For Departure

For any departure, 3600 lbs, equally distributed among the four main tanks. 12.3.3 Fuel Management - General

CAUTION:WHEN GRADE 100/130 FUEL IS BEING USED, CS-IS ENGINE POWER RATING MUST BE USED (see POWER CHARTS). Fuel system management shall be in accordance with the FUEL MANAGEMENT SCHEDULE column in Diagram 12-D. The sequence of steps to be followed is indicated by code number (1, 2 etc.) which are explained at the bottom of the chart. The sequence varies with the fuel load. All ground, take-off and landing operations are to be accomplished with engines connected to their respective MAIN tanks. Cross-feed valves are to be OFF. If an emergency condition exists that requires fuel to be drawn from the tanks in a manner other than that required by normal operation and there is a choice of fuel selection from either the inboard or the outboard tank systems, feed the fuel from the inboard tanks first. The sequence is preferable because the resulting fuel weight distribution will have the most favorable effect on the wing structure. Although check valves prevent transferring of fuel from one tank to another when two tanks are connected to the same engine (or engines), monitor tank quantities during this type of operation as transferring would occur if a check valve should stick open. In this event, indicated by one tank filling, reposition controls so tanks are not connected.

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DC-6 OPERATING MANUAL 12.3.4 Boost Pump Operation

The boost pumps are normally operated continuously for engine start, ground taxiing, takeoff, climb, cruise, and landing. They are turned off during cruise and descent. Normally, the pumps should be operated on LOW. They may be operated on HIGH (1) in the event of extremely cold weather (only if necessary). Whenever HIGH position is to be used, LOW must first be selected momentarily to prevent pressure surge damage to the fuel diaphragms.

NOTE:

When operating the boost pumps, the entire System from the tanks to the carburetor is under pressure. Therefore, if it is suspected that a leak has developed, turning the boost pump OFF will tend to minimize the leak. If a leak exists, operating with the boost pump OFF may allow air to enter the system and cause the fuel pressure to fluctuate. Fuel pressure fluctuation, with boost pump OFF, can be caused by other reasons such as entrained air, entrained ice crystals, etc. 12.3.5 Cross-Feed Operation

Normal Cross-Feed - This is considered to be the use of fuel from any tank on a given side of the aircraft to either or both engines on the same side. It may be due to differences in fuel capacities between the 2 sets of tanks on the same side, or to excessive fuel consumption of an engine. Cross-Ship Cross-Feed - This is designated as that operation requiring fuel flow from the tank on one side of the aircraft to the engines on the other side of the aircraft. The need for this operation might arise from failures of the system such as carburation, engines, fuel lines, selector valves, etc., but primarily in event of a leaky tank, in which case the fuel remaining in that tank should be consumed first.

CAUTION:Failure of the fuel supply during this operation will affect all 4 engines (if all are feeding from one tank) and such operation should be limited to an altitude permitting sufficient time to switch back to normal independent systems should interruption occur. CAUTION:Cross-feeding from one tank to all engines is an emergency procedure to be used ONLY In event of a leaky tank or an engine failure. 12.3.6 Tank Switching

The following procedure is recommended in order to prevent a loss in engine fuel pressure when running a tank dry, especially when that tank is supplying more than one engine: When approximately 200 lbs. of fuel remains in old source, turn on a new source; leave new source boost pump on low.
NOTE: NOTE:

Put old source boost pump on HIGH. When fuel pressure gauges indicate old source has run out, turn new source boost pump on LOW and old source boost pump OFF. Do not operate a boost pump in a dry tank. If fuel pressure drops abnormally, close the throttle to prevent propeller overspeeding. Do not advance the throttle until normal fuel pressures have been established. When engine fuel pressures stabilize, turn old source tank OFF so that engine(s) are connected only to the new source. In-Flight Tank-To-Engine Combinations

12.3.7

Various tankto-engine combinations of fuel flow may be obtained by proper positioning of the selector and cross-feed controls, as indicated in Diagram 12-A.
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DC-6 OPERATING MANUAL 12.3.8 Vapor Vent Return Flow

Check Nos. 2 & 3 main tank quantity gauges periodically as a precaution against overfilling of those tanks due to stuck or damaged carburetor vent floats.

12-6

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DC-6 OPERATING MANUAL

12.4

Fuel Loading and Management

12-C Diagram: In-Flight Tank-to-Engine Combinations

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DC-6 OPERATING MANUAL 12.4.1 Fuel System Operational Check

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27.

This check is normally accomplished during the preflight inspection and designed to accomplish several important functions: Insure that no fuel is allowed to pass through a valve when a valve is positioned in the OFF position. Insure that the fuel pressure indicating system is functioning, and that boost pump pressures are within allowable limits. Insure that the fuel pressure warning light system is operating. A rough calibration can be gauged by observing the pressure at which the warning light functions. It should illuminate at a pressure reading of 18 (+2 to -1) psi. Determine that the fuel valve mechanical control mechanisms are properly rigged and functioning. Fuel tank selectors and crossfeed valve levers full aft. Tank selectors are OFF, crossfeed selectors ALL ENGINES TO CROSSFEED. No.4 Engine isolation switch ON, no.s 1, 2, and 3 switches OFF. No.4 Alternate boost pump on LOW, note "ZERO" fuel pressure. No.4 Tank selector "ALT ON", note fuel pressure rise on all engines, (12-18 psi). Right crossfeed selector to Engines 3-4, pressure should drop off on Engines 1-2. (See Note #1) No.4 ALT boost pump on HIGH boost, Pressure rises on engines 3-4 (21-33 psi), Fuel Pressure Warning light will go out. No.4 ALT boost pump OFF, no.4 main boost pump on LOW, note ZERO fuel pressure is indicated. No.4 fuel tank selector to MAIN ON, note fuel pressure indication on engines 3-4. (12-18 psi) Select #3-4 cross feed selector to "OFF", no.3 fuel pressure will drop. (See Note #1) No.4 main boost pump on HIGH, warning light should go out, fuel pressure rise on #4 gauge only. (21-33 psi) No.4 main boost pump OFF, no.4 isolation switch OFF, no.3 isolation switch ON. No.3 ALT boost pump on LOW, note ZERO fuel pressure is indicated. No.3 fuel tank selector ALT ON, note fuel pressure #3 indicator only. No.3 ALT boost pump on HIGH, note pressure and warning light goes out (21-33 psi). No.3 ALT boost pump OFF, no.3 main boost pump on LOW, note ZERO fuel pressures. No.3 fuel tank selector MAIN ON, note fuel pressure rise (12-18 psi). No.3 main fuel boost pump on HIGH, note fuel pressure (21-33 psi) and warning light goes out, no.3 fuel boost pump OFF. No.3 isolation switch OFF, no.2 isolation switch ON. No.3-4 cross feed selector full aft, ALL ENGINES TO CROSSFEED. No.2 ALT boost pump on LOW, note ZERO fuel pressure. No.2 fuel tank selector ALT ON, note fuel pressure rise on all engines. Left crossfeed selector to engines 1-2, pressure should drop off engines 3-4. (See Note #1) No.2 ALT boost pump on HIGH, pressure rise on engines 1-2 (21-33 psi), warning light will go out. No.2 ALT boost pump OFF, no.2 main boost pump LOW, note ZERO fuel pressure indication. No.2 fuel tank selector MAIN ON, note pressure indication engines 1-2. (12-18 psi) Select 1-2 cross feed to OFF, no.1 fuel pressure should drop. (See Note #1) No.2 main boost pump on HIGH, fuel pressure warning light should go out, fuel pressure rise on #2 only. (21-33 psi)
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DC-6 OPERATING MANUAL 28. No.2 main boost pump OFF, no.2 isolation switch OFF, no.1 isolation switch ON, all cross feed levers OFF full forward. 29. No.1 ALT boost pump on LOW, note zero fuel pressure indication. 30. No.1 fuel tank selector to ALT ON, there should be fuel pressure on #1 engine gauge only. (12-18 psi) 31. No.1 ALT. boost pump on HIGH, note pressure and warning light goes out. (21-33 psi) 32. No.1 ALT. boost pump OFF, no.1 main boost pump on LOW, note ZERO fuel pressure. 33. No.1 fuel tank selector MAIN ON, note fuel pressure rise on #1 engine. (12-18 psi) 34. No.1 main boost pump on HIGH, note fuel pressure (21-33 psi.) and fuel pressure warning light goes out. No.1 main boost pump OFF, No.1 isolation switch OFF, no.3 isolation switch ON. 35. Check is complete, write up any discrepancies and note that the fuel valve control levers are left in the full forward position of MAINS ON, CROSSFEEDS OFF.
NOTE:

# 1 Fuel pressure may be trapped between the pressure transmitter and a fuel valve, this may cause an indication on the pressure gauge. However, when a pressure supply (i.e. fuel pump) is turned off, you will most often see a slight drop. If in doubt, place the Mixture Control to AUTO RICH, this will relieve some fluid pressure and cause a drop to approximately 9 to 11 psi. In a perfect system it will take approximately 2 minutes for the fuel pressure to drop to zero. Return the Mixture Control to IDLE CUT-OFF. Refueling

12.4.2

General Minimum fuel rating is 100LL for all operations. Fuel Distribution - Distribution of fuel for refueling shall be in accordance with Diagram 12-E. Fuel Loading Determination - When refueling for all flights, the dipstick is the standard means for determining fuel quantities. The dipstick is used to verify the fuel load and the accuracy of the gauges. When gauge(s) inaccuracy is known or suspected, the dipstick shall be used on the respective tank in determining the dispatch load, using the GASOLINE WEIGHT & VOLUME CONVERSION CHART, see Diagram 12-H to correct for temperature specific gravity variances. Dipstick readings must be taken as outlined in 1-5 below. Inoperative Tank Quantity Gauge(s) - If a fuel tank quantity gauge is inoperative (and the requirements of DC6 MEL are met) the amount of fuel in the tank must be checked by dipstick. Quantities below sticking level must be determined by filling the tank to the sticking level and degassing the proper amount by using the truck defueling gauge. Sticking Tanks Aircraft must be reasonably level for accuracy. Therefore, any lateral or longitudinal variances must be taken into consideration. 1. Nos. 1 & 4 Main Tanks For fuel quantities over 500 gals., use dipstick stowed on the aft cockpit bulkhead, reading from scale for Nos. 1 & 4 main tanks. Rest dipstick on flange of hat section along bottom of tank (Errors of 1025 gals. in stick measurement can result if stick is not held properly). For fuel quantities between 100-500 gals., use integral dipstick. Stick must be wiped dry prior to taking final reading to insure accuracy.

NOTE:

NOTE:

CAUTION:DO NOT LOOSEN DIPSTICK CAP IF TANK CONTAINS OVER 500 GALS.OF FUEL AS FUEL WILL ESCAPE.

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12-9

DC-6 OPERATING MANUAL 2. All Other Tanks - Using dipstick stowed on the aft cockpit bulkhead read from scale placarded for respective tank being serviced. 12.4.3 Leaky Fuel Tanks

General - Dispatch of an aircraft having a leaky fuel tank is subject to the following restrictions (a leak, as used here, is considered to be of the running and dripping type.) Leaky Main Tank - A leak in a main tank must be repaired prior to further flight. Leaky Alternate Tank - The aircraft may be operated with a leak in an alternate tank but both the leaky tank and its opposite symmetrical tank must be drained before departure. Total fuel loads are restricted as follows: Total fuel load in the event of a leaky outboard alternate tank is restricted to 18,0% lbs. maximum, distributed according to Leaky Fuel Tanks on page 10 of this chapter. Total fuel load in event of a leaky inboard alternate tank is restricted to 16,200 lbs. maximum, distributed according to Leaky Fuel Tanks on page 10 of this chapter. Fuel Stoppage In Flight

12.4.4

If an engine fails in flight because of loss of fuel pressure, immediately check for adequate fuel in the tank supplying the failed engine. If fuel in sufficient quantities is present, retard the throttle and turn the fuel boost pump for that tank from LOW to HIGH position. If this does not immediately bring up the pressure, a failure other than that of the boost and engine-driven pumps could be indicated, and the failed engine should be isolated. If cross-feed is being used, immediately switch the operating engine on the side affected to its respective tank system, and do not use fuel from the system in which the failure has occurred. If, while the engine is operating, the fuel pressure indication suddenly drops to zero and the warning light comes ON, but the engine continues to run, shut it down immediately. The fuel line to the pressure transmitter may have been broken, in which case continued operation will pump fuel into the nacelle area, which will create a dangerous fire hazard. If the fuel pressure indication fails but the warning light does not come ON, and the fuel flowmeter shows a normal flow rate, the pressure transmitter has probably failed. If an engine failure occurs during cross-ship crossfeed operation, close the throttle, return each engine to its respective tank and then turn both cross-feed valves OFF. If the engine does not restart on its normal fuel system, isolate the engine. In the event of fuel line failure aft of the firewall, do not use the cross-feed valve on that side of the aircraft and do not use the cross-ship cross-feed (the cross-feed lines tie into the tank-to-engine supply lines between the emergency shut-off valves and the selector valves. Fuel Dumping Procedure

12.4.5

12.4.5.1 General Unsymmetrical fuel dumping is prohibited. TO REMAIN WITHIN STRUCTURAL LIMITATIONS OF THE WING, DUMP ALL FUEL TANKS SIMULTANEOUSLY, OR DUMP INBOARD TANKS SYMMETRICALLY BEFORE OUTBOARD TANKS. In addition to the procedure outlined in L-2 below, certain definite fuel dumping precautions should be observed in the interest of safety: 1. Smoking shall not be permitted, and a check should be made to insure that all cigarettes and cigars are extinguished. 2. During and immediately after the dumping operation, flares should not be released. 3. It is advisable to insure that the area is free of other traffic. 12-10
Rev 0 01 December 2006

DC-6 OPERATING MANUAL 4. Avoid chancing power while dumping fuel. 5. Fuel dumping should be discontinued when the aircraft comes close to the surface of the earth since static discharge between the aircraft and the ground may ignite the fuel being dumped. 12.4.5.2 Procedure See Chapter 5, page 25.

Rev 0

01 December 2006

12-11

DC-6 OPERATING MANUAL

12-D Diagram: 33,072 (5512 GAL) 8 Tank System

FUEL LOADING SCHEDULE (LBS/GAL EACH TANK) 1&4 2&3 ALTS MAIN 1680/280 1830/305 1980/330 2130/355 2280/380 2400/400 2520/420 2670/445 2820/470 2970/495 3120/520 3240/540 3390/565 3540/590 3690/615 3450/575 3690/615 3690/615 3870/645 3210/535 3510/585 3330/555 3630/605 3690/615 3690/615 3690/615 3690/615 3690/615 3690/615 3690/615 3690/615 3690/615 3690/615 3690/615 3690/615 3690/615 3690/615 3690/615 3690/615 3690/615 3690/615 3690/615 3978/663 4314/719 648/108

TOTAL FUEL LOAD (LBS/GAL) 7200/1200 7800/1300 8400/1400 9000/1500 9600/1600 10200/1700 10800/1800 11400/1900 12000/2000 12600/2100 13200/2200 13800/2300 14400/2400 15000/2500 15600/2600 16200/2700 16800/2800 17400/2900 18000/3000 18600/3100 19200/3200 19800/3300 20400/3400 21000/3500 21600/3600 22200/3700 22800/3800 23400/3900 24000/4000 24600/4100 25200/4200 25800/4300 26400/4400 27000/4500 27600/4600 28200/4700 28800/4800 29400/4900 30000/5000 30600/5100 31200/5200 31800/5300 32424/5400 33072/5512

1&4 MAIN 1920/320 2070/345 2220/370 2370/395 2520/420 2700/450 2880/480 3030/505 3180/530 3330/555 3480/580 3660/610 3810/635 3960/660 4110/685 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 696/116

2&3 ALTS

1200/200 1200/200 1320/220 1470/245 1620/270 1770/295 1920/320 2070/345 2220/370 2370/395 2520/420 2670/445 2820/470 2970/495 3120/520 3270/545 3420/570 3480/580 3480/580 3480/580 3480/580 3480/580 3480/580 0

480/80 540/90 840/140 1140/190 1440/240 1740/290 1200/200 1200/200 1320/220 1470/245 1620/270 1770/295 1920/320 2070/345 2220/370 2370/395 2520/420 2670/445 2820/470 2970/495 3120/520 3270/545 3420/570 3660/610 3960/660 4260/710 4560/760 4572/762 4572/762 324/54

OIL GAL EACH TANK ENG AUX D 15 0 D 15 0 D 15 0 D 15 0 D 15 0 D 16 0 D 16 0 D 17 0 D 17 0 D 18 0 D 19 0 D 20 0 D 21 0 D 21 0 D 22 0 A-C-D 23 0 A-C-D 24 0 A-C-D 25 0 A-C-D 26 0 A-B-D 27 0 A-B-D 28 0 A-B-D 28 0 A-B-D 29 0 A-B-D 30 0 A-B-D 31 0 A-B-D 31 0 A-B-D 32 0 A-B-D 33 0 A-B-D 34 0 A-B-D 34 0 A-B-D 35 0 A-B-D 27 26 A-B-D 28 26 A-B-D 29 26 A-B-D 29 26 A-B-D 30 26 A-B-D 30 26 A-B-D 31 26 A-B-C-D 32 26 A-B-C-D 32 26 A-B-C-D 33 26 A-B-C-D 34 26 A-B-C-D 34 26 A-B-C-D 35 26 UNDUMPABLE FUEL

FUEL USAGE SCHEDULE (*)

EAC AIRCRAFT N400 UA 12-12

Rev 1 01 December 2007

DC-6 OPERATING MANUAL * SCHEDULE: A. Mains to respective engines, Switch to next step not later than 15 minutes after takeoff. B. Alternate tanks to respective engines. C. No.2&3 alternates to respective sides using crossfeed. D. Mains to respective engines. NOTES: 1. Fuel loads shown are at 6 lbs/gal. 2. Intermediate loading between quantities are permissible. 3. Specified oil quantity is the minimum required for the respective fuel load. Auxiliary tank quantity is a 50/50 mixture of oil and fuel. 4. For weight computation, oil burnoff should be computed at 45 lbs/hr. total.

Rev 1 01 December 2007

12-13

DC-6 OPERATING MANUAL

12-E Diagram: 32,424 LB (5404 GAL) 8 Tank System

TOTAL FUEL LOAD (LBS/GAL) 7200/1200 7800/1300 8400/1400 9000/1500 9600/1600 10200/1700 10800/1800 11400/1900 12000/2000 12600/2100 13200/2200 13800/2300 14400/2400 15000/2500 15600/2600 16200/2700 16800/2800 17400/2900 18000/3000 18600/3100 19200/3200 19800/3300 20400/3400 21000/3500 21600/3600 22200/3700 22800/3800 23400/3900 24000/4000 24600/4100 25200/4200 25800/4300 26400/4400 27000/4500 27600/4600 28200/4700 28800/4800 29400/4900 30000/5000 30600/5100 31200/5200 31800/5300 32424/5400 FUEL LOADING SCHEDULE (LBS/GAL EACH TANK) 1&4 2&3 ALTS MAIN 1680/280 1830/305 1980/330 2130/355 2280/380 2400/400 2520/420 2670/445 2820/470 2970/495 3120/520 3240/540 3390/565 3540/590 3690/615 3930/655 3690/615 3690/615 3870/645 3210/535 3510/585 3690/615 3690/615 3690/615 3690/615 3690/615 3690/615 3690/615 3690/615 3690/615 3690/615 3690/615 3690/615 3690/615 3690/615 3690/615 3690/615 3690/615 3690/615 3690/615 3702/617 4002/667 4314/719 648/108 OIL GAL EACH TANK ENG AUX D 15 0 D 15 0 D 15 0 D 15 0 D 15 0 D 16 0 D 16 0 D 17 0 D 17 0 D 18 0 D 19 0 D 20 0 D 21 0 D 21 0 D 22 0 D 23 0 A-C-D 24 0 A-C-D 25 0 A-C-D 26 0 A-B-D 27 0 A-B-D 28 0 A-B-D 28 0 A-B-D 29 0 A-B-D 30 0 A-B-D 31 0 A-B-D 31 0 A-B-D 32 0 A-B-D 33 0 A-B-D 34 0 A-B-D 34 0 A-B-D 35 0 A-B-D 27 26 A-B-D 28 26 A-B-D 29 26 A-B-D 29 26 A-B-D 30 26 A-B-C-D 30 26 A-B-C-D 31 26 A-B-C-D 32 26 A-B-C-D 32 26 A-B-C-D 33 26 A-B-C-D 34 26 A-B-C-D 34 26 UNDUMPABLE FUEL FUEL USAGE SCHEDULE (*)

1&4 MAIN 1920/320 2070/345 2220/370 2370/395 2520/420 2700/450 2880/480 3030/505 3180/530 3330/555 3480/580 3660/610 3810/635 3960/660 4110/685 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 696/116

2&3 ALTS

960/160 960/160 1020/170 1170/195 1320/220 1470/245 1620/270 1770/295 1920/320 2070/345 2220/370 2370/395 2520/420 2670/445 2820/470 2970/495 3120/520 3156/526 3156/526 3156/526 3156/526 3156/526 3156/526 3156/526 0

540/90 840/140 960/160 960/160 960/160 1020/170 1170/195 1320/220 1470/245 1620/270 1770/295 1920/320 2070/345 2220/370 2370/395 2520/420 2670/445 2820/470 2970/495 3120/520 3384/564 3684/614 3984/664 4284/714 4572/762 4572/762 4572/762 324/54

EAC AIRCRAFT N888DG, 251CE, 351CE

12-14

Rev 1 01 December 2007

DC-6 OPERATING MANUAL * SCHEDULE: A. Mains to respective engines, Switch to next step not later than 15 minutes after takeoff. B. Alternate tanks to respective engines. C. No.2&3 alternates to respective sides using crossfeed. D. Mains to respective engines. NOTES: 1. Fuel loads shown are at 6 lbs/gal. 2. Intermediate loading between quantities are permissible. 3. Specified oil quantity is the minimum required for the respective fuel load. Auxiliary tank quantity is a 50/50 mixture of oil and fuel. 4. For weight computation, oil burnoff should be computed at 45 lbs/hr. total.

Rev 1 01 December 2007

12-15

DC-6 OPERATING MANUAL

12-F Diagram: 29,604 LB (4934 GAL) 8 Tank System

TOTAL FUEL LOAD (LBS/GAL) 7200/1200 7800/1300 8400/1400 9000/1500 9600/1600 10200/1700 10800/1800 11400/1900 12000/2000 12600/2100 13200/2200 13800/2300 14400/2400 15000/2500 15600/2600 16200/2700 16968/2828 18000/3000 18600/3100 19200/3200 19800/3300 20400/3400 21000/3500 21600/3600 22200/3700 22800/3800 23400/3900 24000/4000 24600/4100 25200/4200 25800/4300 26400/4400 27000/4500 27600/4600 28200/4700 28800/4800 29604/4934 FUEL LOADING SCHEDULE (LBS/GAL EACH TANK) 1&4 2&3 ALTS MAIN 1800/300 1950/325 2100/350 2250/375 2400/400 2550/425 2700/450 2850/475 3000/500 3150/525 3300/550 3450/575 3600/600 3750/625 3900/650 4050/675 4314/719 4314/719 4314/719 4314/719 4314/719 4314/719 4314/719 4314/719 4314/719 4314/719 4314/719 4314/719 4314/719 4314/719 4314/719 4314/719 4314/719 4314/719 4314/719 4314/719 4314/719 648/108 OIL GAL EACH TANK ENG AUX D 15 0 D 15 0 D 15 0 D 15 0 D 15 0 D 16 0 D 16 0 D 17 0 D 17 0 D 18 0 D 19 0 D 20 0 D 21 0 D 21 0 D 22 0 D 23 0 D 24 0 A-C-D 26 0 A-C-D 27 0 A-C-D 28 0 A-C-D 28 0 A-C-D 29 0 A-B-D 30 0 A-B-D 31 0 A-B-D 31 0 A-B-D 32 0 A-B-D 33 0 A-B-D 34 0 A-B-D 34 0 A-B-D 35 0 A-B-D 27 26 A-B-D 28 26 A-B-D 29 26 A-B-D 29 26 A-B-D 30 26 A-B-D 30 26 A-B-D 32 26 UNDUMPABLE FUEL FUEL USAGE SCHEDULE (*)

1&4 MAIN 1800/300 1950/325 2100/350 2250/375 2400/400 2550/425 2700/450 2850/475 3000/500 3150/525 3300/550 3450/575 3600/600 3750/625 3900/650 4050/675 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 696/116

2&3 ALTS

1116/168 1158/193 1308/218 1458/243 1608/268 1758/293 1908/318 2058/343 2208/368 2358/393 2508/418 2658/443 2808/468 2958/493 3156/526 0

516/86 816/136 1116/186 1416/236 1716/286 1116/168 1150/193 1308/218 1458/243 1608/268 1758/293 1908/318 2058/343 2208/368 2358/393 2508/418 2658/443 2808/468 2958/493 3162/527 234/39

EAC AIRCRAFT N151, N555SQ

12-16

Rev 1 01 December 2007

DC-6 OPERATING MANUAL * SCHEDULE: A. Main tanks to respective engine, switch to next step after 450 lbs (75 Gal) are used from each main tank. B. Alternate tanks to respective engines. C. No. 2 and No. 3 alternate tanks to respective sides (cross-feed). D. Main tanks to respective engines.

Rev 1 01 December 2007

12-17

DC-6 OPERATING MANUAL

12-G Diagram: 23,952 LB (3992 GAL) 8 Tank System

TOTAL FUEL LOAD (LBS/GAL) 7200/1200 7800/1300 8400/1400 9000/1500 9600/1600 10200/1700 10800/1800 11400/1900 12000/2000 12600/2100 13200/2200 13800/2300 14400/2400 15000/2500 15600/2600 16200/2700 16800/2800 17400/2900 18000/3000 18600/3100 19200/3200 19800/3300 20400/3400 21000/3500 21600/3600 22200/3700 22800/3800 23400/3900 23952/3992 FUEL LOADING SCHEDULE (LBS/GAL EACH TANK) 1&4 2&3 ALTS MAIN 1800/300 1950/325 2100/350 2250/375 2400/400 2550/425 2700/450 2850/475 3000/500 3048/508 3048/508 3048/508 3048/508 3048/508 3048/508 3048/508 3048/508 3048/508 3048/508 3048/508 3048/508 3048/508 3048/508 3048/508 3048/508 3048/508 3048/508 3048/508 3048/508 648/108 OIL GAL EACH TANK ENG AUX E 15 0 E 15 0 E 15 0 E 15 0 E 15 0 E 16 0 E 16 0 E 17 0 E 17 0 E 18 0 A-B-E 19 0 A-B-E 20 0 A-B-E 21 0 A-B-E 21 0 A-B-E 22 0 A-B-E 23 0 A-B-E 24 0 A-B-E 25 0 A-B-E 26 0 A-B-E 27 0 A-C-E 28 0 A-C-E 28 0 A-C-E 29 0 A-C-E 30 0 A-C-E 31 0 A-C-E 31 0 A-C-E 32 0 A-C-E 33 0 A-C-E 34 0 UNDUMPABLE FUEL FUEL USAGE SCHEDULE (*)

1&4 MAIN 1800/300 1950/325 2100/350 2250/375 2400/400 2550/425 2700/450 2850/475 3000/500 3252/542 3300/550 3450/575 3600/600 3750/625 3900/650 4050/675 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 4170/695 696/116

2&3 ALTS

1200/200 1350/225 1500/250 1650/275 1800/300 1950/325 2100/350 2310/385 2586/431 0

252/42 402/67 552/96 702/117 852/142 1002/167 1182/197 1482/247 1782/297 2082/347 1182/197 1332/222 1482/247 1632/272 1782/297 1932/322 2082/347 2172/362 2172/362 162/27

EAC AIRCRAFT N6586C, N9056R * SCHEDULE: A. Main tanks to respective engine, switch to next step after 450 lbs (75 Gal) are used from each main tank. B. No. 2 and No. 3 alternate tanks to respective sides (cross-feed). C. Alternate tanks to respective engines. D. No. 1 and No. 4 alternate tanks to respective sides (cross-feed). E. Main tanks to respective engines. NOTES: 1. Fuel loads shown are at 6 lbs/gal. 2. Intermediate loading between quantities are permissible. 3. For weight computation, oil burnoff should be computed at 45 lbs/hr. total.

12-18

Rev 1 01 December 2007

DC-6 OPERATING MANUAL

12-H Diagram: Fuel System

FUEL DENSITY TABLE FUEL TEMPERATURE DEGREES C -50 TO -45 -45 TO -40 -40 TO -35 -35 TO -30 -30 TO -25 -25 TO -20 -20 TO -15 -15 TO -10 -10 TO -5 -5 TO 0 0 TO +5 +5 TO 10 10 TO 15 15 TO 20 20 TO 25 25 TO 30 30 TO 35 35 TO 40 40 TO 45 45 TO 50 DEGREES F -58 TO -49 -49 TO -40 -40 TO -31 -31 TO -22 -22 TO -13 -13 TO -4 -4 TO +5 +5 TO 14 14 TO 23 23 TO 32 32 TO 41 41 TO 50 50 TO 59 59 TO 68 68 TO 77 77 TO 86 86 TO 95 95 TO 104 104 TO 113 113 TO 122 GRADE 100/130 6.34 6.30 6.27 6.23 6.20 6.16 6.12 6.09 6.05 6.02 5.98 5.94 5.91 5.87 5.84 5.80 5.77 5.73 5.69 5.66 FUEL DENSITY (LBS/GAL) GRADE 115/145

Rev 1 01 December 2007

12-19

DC-6 OPERATING MANUAL

12.5
12.5.1

Limitations & Specifications

Fuel Dumping Rates

1. Both inboard chutes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1344 lbs/min. 2. Both outboard chutes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1392 lbs/min. 3. Total, all 4 chutes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2736 lbs/min. 12.5.2 Minimum Fuel for Departure

Minimum fuel for any departure is 3600 lbs., equally distributed among the 4 main tanks. 12.5.3 Fuel Grades

100LL minimum. 12.5.4 Vapor Vent Return Flow Rates

Normal vapor vent return flow is approximately 24-30 lbs/eng/hour. However, if a vent flat sticks or is damaged, it is possible for a flow of up to 120-180 lbs/eng/hour to occur. 12.5.5 Lateral Unbalance

A limited amount of fuel unbalance is permitted for an aircraft with a 8-tank, 32,424 lb. (5404 gal.) system. 1. Between # 1&4 Mains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .450 lbs. (outer wing tanks) 2. Between # 2&3 Mains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1050 lbs. 3. Between # 1&4 Alternates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1050 lbs. (center wing tanks) 4. Between # 2&3 Alternates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1050 lbs. 5. Cumulative unbalance of center wing tanks across airplane centerline . . . . . . . . . . . . . . . . . . .1050 lbs.
NOTE:

Any simultaneous outer wing unbalance and center wing balance is prohibited. USABLE FUEL GAL 695 719 526 762 5404 USABLE FUEL (LBS) EACH 4170 4314 3156 4572 16,212 (EACH WING) BOTH 8340 8628 6312 9144 32,424 (BOTH WINGS) USABLE AFTER DUMP (LBS) EACH BOTH 696 1392 648 1296 0 0 324 648 1,668 3,336 (EACH (BOTH WING) WINGS) UNSTICKABLE(E ACH TANK) (LBS) 840 840 960 480 3,120 (EACH WING)

TANK

# 1&4 Mains # 2&3 Mains # 1&4 Alt. # 2&3 Alt. TOTAL

12-20

Rev 1 01 December 2007

DC-6 OPERATING MANUAL

CHAPTER: 13 OIL SYSTEM

13-A Diagram: Engine Oil System

13.1
13.1.1

General
Description

13.1.1.1 General Four independent engine oil systems supply lubricating oil to the engine. Each system consists primarily of a nacelle oil tank, an engine-driven pressure pump and two scavenge pumps that pump the oil into the oil cooler and into the nacelle oil tank hopper. The system also includes valves, a sump, etc. An auxiliary oil tank and transfer system provide the additional oil needed on long-range flights to meet the required fuel/oil ratio. 13.1.1.2 Nacelle Oil Tanks The nacelle oil tanks, one attached to the upper section of each engine mount forward of the firewall, have a usable capacity (exclusive of expansion space and propeller feathering) of 35 gallons. The oil tank sump includes a standpipe which retains 2.5 gallons (approximately) for propeller feathering. The feathering oil supply line by-passes the emergency oil shut-off valve and is routed from the tank through the propeller auxiliary pump to the propeller assembly. The tank incorporates a cylindrical hopper which aids in rapid engine warm-up, de-aeration of returning oil from the engine and reduction of foaming action within the tank.

Rev 0

01 December 2006

13-1

DC-6 OPERATING MANUAL 13.1.1.3 Oil Cooling System Each engine oil cooling system consists essentially of an aluminum oil cooler, an air exit door which controls air flow through the cooler, an actuator which opens and closes the air exit door, a thermostat assembly that controls the operation of the air exit door actuator, and an oil regulator on the cooler. The oil cooler regulator protects the cooler when oil pressures are excessive by controlling the circulation of oil through the cooler. The electrically actuated oil cooler actuator is controlled either automatically or manually. Oil Cooler Door Switches The oil cooler doors are controlled by 4 toggle switches, each having 4 positions: OPEN CLOSE OFF AUTOMATIC. The OPEN and CLOSE positions are momentarycontact (springloaded to OFF). The AUTOMATIC position is a positive position. Then the switch is held in either OPEN or CLOSE position, the door moves in the selected direction until its maximum travel is reached, at which point a limit switch automatically opens the circuit. If the switch is released at any intermediate position, a brake holds the door in that position. In AUTOMATIC position, the door is automatically maintained in correct position by a floating control thermostat. This thermostat, located at the top of the oil tank, is set at 70 - 80C and transmits corrective oil temperature changes to the oil cooler door motor.

13.1.1.4 Auxiliary The auxiliary oil tank, located in the LH wing filler has a usable capacity of 26 gallons. On flights requiring auxiliary oil to be carried, the tank is serviced with a 50-50 mixture of oil and gasoline (mixing gasoline with the oil is necessary because the tank is in an unheated area). Oil can be transferred from the auxiliary tank to any nacelle oil tank by means of a transfer system consisting of an electrically-driven oil pump, an electrically operated selector valve, control switches for pump and selector valve, and the necessary distribution lines. The oil transfer pump has a flow rate of 1/4 - 5 gallons per minute (approx.) depending on the viscosity of the oil. Oil Transfer Selector Valve Switch - This switch has 5 positions: OFF, LH OUTED, LH INED, RH INED, RH OUTED. Setting the switch to the desired nacelle tank position the auxiliary oil transfer selector valve accordingly. Auxiliary Oil Transfer Pump Switch - This is a toggle switch with 3 positions: PUMP - OFF REVERSE. The PUMP and REVERSE positions are spring-loaded to OFF. The REVERSE position permits reversing the transfer pump so as to evacuate the transfer lines and thereby prevent congealing of oil in the lines. 13.1.1.5 Emergency Shut-Off Valves An emergency shut-off valve on each nacelle oil tank is used to cut off the supply of oil to the engine in the event of an emergency. The valve is controlled by its respective engine fire wall selector valve, and the necessary distribution lines. If a propeller fails to feather completely and continues to windmill, the fire wall selector valve handle for that engine can be pushed in until stopped by its spring latch. This opens the oil emergency shut-off valve approximately half-way and permits sufficient oil to enter the engine to prevent it from seizing. This action does not open the fuel or hydraulic fluid emergency shut-off valves. 13.1.1.6 Oil System Indicators and Controls Nacelle Tank Quantity Indicators - Nacelle oil tank quantity is measured by a float type mechanism in each tank and indicated by 2 dual indicators. For ground servicing purposes, a dipstick is located near the fill neck of each nacelle tank. Auxiliary Tank Quantity Indicator - Auxiliary oil tank quantity is measured by a float type mechanism and shown on a single indicator located adjacent to the nacelle tank indicator.
Rev 0 01 December 2006

13-2

DC-6 OPERATING MANUAL Oil Pressure Indicators and Warning Light - Oil pressure is shown on 2 dual indicators. A single, master oil pressure warning light is located between the 2 indicators. When an engines oil pressure drops below the setting of its oil pressure warning switch, the master light goes ON. A dimming switch for the landing gear position indicator lights also dims the oil pressure warning light.

Oil Temperature Indicators Two dual oil-in temperature indicators are provided. Each indicator registers the temperature as measured by a bulb located in the outlet fitting of each nacelle oil tank. Normal Operation

13.1.2

13.1.2.1 Oil Quantity and Distribution Maximum Fuel/Oil Ratio When the auxiliary oil tank is used, maximum permissible fuel/ oil ratio is 40:1 by volume (if desired, a ratio of 240 lbs. of fuel per gallon of oil may also be used).
NOTE:

If the auxiliary oil system is inoperative, all dispatches must comply with the 30:1 fuel/oil ratio. In this condition, maximum fuel load available is 25,200 lbs with maximum permissible oil per nacelle oil tank of 35 gallons. Minimum Oil Quantity for Departure For any departure, minimum oil quantity shall be 80 gallons, equally distributed among the 4 nacelle tanks. The oil quantities shown in the Fuel Loading & Management Chart (Chapter 12, page 14 through page 18) represent the minimum oil (or practicable amounts minimum) that must be carried for the various total fuel loads. In all cases, the available oil supply must be sufficient; To compensate, as specified by the flight crew and/or dispatch release for conditions such as known high oil consumption rates, etc. To meet flight plan requirements when computed at the actual oil consumption figures.

NOTE:

13.1.2.2 Oil Cooler Door Management On climb the oil cooler doors will be placed in manual and the temperature maintained at the desired temperature. On approach the oil cooler doors will be placed in automatic for landing and ground operation. 13.1.2.3 Oil Transfer Procedures General When the oil lever in a nacelle tank falls to 15 gallons (approx.) transfer oil into such tank from the auxiliary tank.
NOTE:

Not more than 5 gallons of oil/fuel mixture should be transferred at a time.

CAUTION:Nacelle tanks must not be filled above the 20 gallon level by use of the oil transfer system. Procedure 1. Oil transfer selector valve switch - SET TO DESIRED NACELLE TANK. 2. Oil transfer pump switch - OPERATE AS REQUIRED. a. Monitor auxiliary tank quantity indicator and hold switch at PUMP position until indicator reading drops 5 gallons, then release to OFF. Then accomplish Step (b). b. Hold switch minutes minimum, in REVERSE position for then release to OFF. This is necessary in order to evacuate the transfer system line. 3. Oil transfer selector valve switch - OFF
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DC-6 OPERATING MANUAL 4. To transfer additional oil to the same nacelle or to a different tank, repeat steps (1) thru (3). Operational Notes The fuel mixed with the oil will rapidly evaporate with circulation through the engine, resulting in a subsequent drop in oil quantity in indication equal to the volume of fuel released (evaporated). 13.1.2.4 Oil Consumption Rates If oil consumption of any engine exceeds 2.5 gals/hour make appropriate entry in log book. 13.1.2.5 Malfunctioning Engine Oil System High oil temperatures may result from failure of oil cooler door to function in AUTOMATIC. If the oil cooler door switch is on AUTOMATIC, switch to OPEN and hold in that position to make certain that the door will open and that the temperature drops. However, in the event of congealed oil, opening the oil cooler door will only aggravate the trouble; in this case, the door should be closed and a close watch of the oil temperature maintained. As soon as the temperature shows a further rise, open the door slightly and wait for the temperature to stabilize, gradually opening the door as the congealed oil thins out. If the oil pressure indications fail, but the oil temperature remains normal and the oil pressure warning light does not come ON, the trouble probably lies in the oil pressure indicating system, however, if the oil pressure indication drops and the oil pressure warning light does come ON, but the oil temperature remains normal, it is probable that the oil line to the pressure transmitter has broken, in which case continued operation of the affected engine will pump oil into the nacelle area with a consequent fire hazard.

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CHAPTER: 14 HYDRAULIC SYSTEM

14-A Diagram: Hydraulic System Schematic

14.1
14.1.1

Hydraulic Power System

Description

14.1.1.1 General The constant-pressure type of hydraulic system, with a system pressure of 2650-3100 PSI that extends and retracts the landing gear and operates the nose wheel steering, brakes, wing flaps and windshield wipers. Diagram 14-A is a schematic diagram of the system. 14.1.1.2 Reservoir The hydraulic reservoir, located in the hydraulic accessories compartment, has a capacity of 5.4 gals, of this, 2.9 gals are available to the 2 engine-driven hydraulic pumps. The remaining 2.5 gals is a reserve supply for the auxiliary emergency pump. No in-flight filling system for the reservoir is provided. A relief valve on the reservoir maintains a uniform air pressure of 8 PSI in the reservoir to provide positive flow to the pumps. 14.1.1.3 Engine-Driven Pumps Fluid is supplied under pressure by a pump on each in board engine. With either pump inoperative or its engine feathered, the other pump can maintain adequate pressure for normal operation of the hydraulic system.
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DC-6 OPERATING MANUAL Failure of an engine-driven pump will be indicated by a reduced rate of system pressure build-up during operation. Check valves prevent pressure from an operative pump from being dissipated through an inoperative pump. 14.1.1.4 Pressure Regulator

A pressure regulator maintains pressure in the hydraulic system between a minimum of 2650 PSI and a maximum of 3100 PSI. The regulator diverts hydraulic fluid from the pumps back to the reservoir when system pressure reaches maximum operating pressure. When pressure drops to 2650 PSI, the regulator again supplies the hydraulic system. 14.1.1.5 System Pressure Relief Valve A pressure relief valve prevents excessive system pressure from developing if the pressure regulator fails to bypass fluid at pressure exceeding the operating range. The valve is set to relieve at 3300-3400 PSI. 14.1.1.6 System Accumulator An accumulator provides a reserve supply of fluid under pressure to dampen fluctuations in pressure from the pressure regulator. The accumulator has an initial air pressure of 1000 psi. 14.1.1.7 Return Flow System All hydraulic units are equipped with return flow lines which return the hydraulic fluid to the reservoir. 14.1.1.8 By-Pass Valve Manually-operated by-pass valve permits fluid to be by-passed directly from the engine-driven pumps to the reservoir to reduce wear on the pressure regulator and engine-driven pumps when pressure to the various units is not desired. 14.1.1.9 Firewall Shutoff Valves An emergency hydraulic fluid shutoff valve is provided in the engine pump supply line in each inboard nacelle aft of the firewall. The valves are operated by their respective inboard engine fire wall selector valves below the glare shield. 14.1.1.10 Auxiliary Pressure System An auxiliary pressure system, comprising an electrically driven hydraulic pump, a pump control switch and manually-operated selector valve, provides a stand-by source of hydraulic pressure in event the engine-driven pump fails, or if pressure is desired while the aircraft is on the ground as the engines are inoperative. The pump takes fluid from the 2.5 gal reserve supply in the reservoir. A relief valve in the auxiliary pump delivery line opens at 3000 PSI (approx.) and relieves excess pressure into the return system. Check valve prevents hydraulic pressure from flowing through the auxiliary pump then the enginedriven pumps are operating. Two circuit breakers for the pumps are located on the main circuit breaker panel. 14.1.1.11 Indicators and Controls 1. Fluid Quantity Indicators - Fluid quantity in the hydraulic fluid reservoir is measured by a float-type mechanism and transmitted electrically to an indicator which is calibrated REFILL, NORMAL FLIGHT AND FULL, and ZERO PRESSURE. With normal system pressure, the indicator should read NORMAL FLIGHT. In addition to the cockpit indicator; a fluid level sight gauge is mounted on the reservoir. The gauge is accessible only on the ground. 2. Pressure Indicator - Pressure in the hydraulic system is shown on SYSTEM PRESSURE gauge. The gauge line is tapped into the general system downstream from the general system dash pot check valve

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DC-6 OPERATING MANUAL (see Diagram 14-A). The gauge also registers the pressure developed by auxiliary electric pump (except when auxiliary system selector valve control is in BRAKE SYSTEM position). 3. By-Pass Valve Control - The system by-pass valve is controlled by a 2-position ON-OFF ever located at the bottom of the pedestal. For takeoffs, landings and ground operation, the lever is kept in the ON (down) position. For all other conditions, when operation of the hydraulically-operated units is not desired, the lever is placed on the OFF (up) position. The by-pass valve may also be used in event of pressure regulator failure, since continuous flow through the system relief valve will result in excessive heating of the fluid (indicated by excessive pressure on the pressure gauge), endangering operation of the engine-driven pumps and other units of the hydraulic system. The by-pass valve does not require positioning for operation of the auxiliary pump. 4. Auxiliary Pump Control The auxiliary electric pump controlled by a momentary-contact toggle switch placarded EMERG., HYD. PUMP - ON - OFF. The pump operates only when the switch is held ON. At each freight door there is a switch for the auxiliary pump to operate the freight door. This is the only way the door can be opened. 5. Auxiliary System Selector Valve Control - The auxiliary system selector valve is use in conjunction with the electric pump and is controlled by a 3-position lever on the cockpit floor. The lever positions are: BRAKE SYSTEM (forward), GENERAL SYSTEM (center) and PRESS. ACCUM. (aft). The valve permits the pump to furnish pressure for the various units with or without pumping up the accumulator depending on the lever position chose. In any of the 3 positions, pump pressure is available to the brake control valve. In BRAKE SYSTEM position, pump pressure is delivered only to the brakes; the lever is normally kept in this position. 14.1.2 In GENERAL SYSTEM position, all of the hydraulic system is pressurized except the accumulator. In PRESS. ACCUM. position, all 3 systems (brake, general and accumulator) are pressurized. Normal Operation

In normal operation, hydraulic pressure is available whenever an inboard engine is operating and the system by-pass valve control lever is in the ON (down) position. During normal flight, system pressure should be relieved by placing the by-pass in the UP position. This prevents the fluid from becoming overheated if the pressure regulator fails, requiring the system relief valve to relieve pressure.

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DC-6 OPERATING MANUAL 14.1.3 1. 2. 3. 4. 5. 6. 7. 8. Limitation

Operating Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2650 3000 PSI System Relief . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3300 3400 PSI Kickout Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2950 3100 PSI* Kickout Period . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Minute (Minimum) Aux. Pump Continuous Operation Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Minutes (Maximum) Main System Accumulator Air preload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1000 PSI Reservoir Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4 Gals. System Capacity (Includes Reservoir) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.5 Gals. (With Cargo Doors) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.5 Gals.

*NOTE:Under no-flow conditions, it is possible for kickout pressure to drop to approximately 2800 PSI.

14.2
14.2.1

Landing Gear Extend/Retract & Nose Wheel Steering System

Landing Gear Extend/Retract System

14.2.1.1 Description 1. GENERAL - The extend/retract cylinders operate under full system pressure and are actuated by a landing gear control valve connected by mechanical linkage to the control lever. (See Diagram 14-B for Landing Gear Hydraulic System.) 2. UPLOCKS - A mechanical uplock holds each gear in the retracted position without hydraulic pressure (See Diagram 14-C). The first action of the landing gear control lever when extending the gear mechanically releases the uplocks before hydraulic pressure is applied. Uplock Shear Bolts - Each uplock incorporates a dural shear bolt which will shear and thus prevent damage to the uplock if the gear is lowered under pressure without the uplock first releasing normally. 3. DOWNLOCKS Nose Gear - The nose gear downlock comprises 2 short links located between the folding drag linkage knee and the shock strut supporting yoke (See Diagram 14-D). It is controlled by a hydraulically-operated, spring-loaded bungee strut mounted on the yoke and connected at the piston end with the downlock linkage. When the nose gear is extended, spring pressure in the strut extends the piston, forcing the downlock linkage knee slightly over-center, thereby locking the drag linkage (and nose gear) in the down position. During retraction, hydraulic pressure is applied to the bungee strut, overcoming the spring tension and forcing the piston to retract. This breaks the downlock knee joint, allowing the drag linkage to fold and the nose gear to retract. Main Gear - The downlock on each main gear engages when the gear is fully extended and locks the gear securely in the DOWN position by preventing movement of the folding drag linkage knee, joint (See Diagram 14-E). The eyebolt of the gear actuating cylinder piston is attached to a lever on the downlock. During retraction, the first action of the cylinder is to rotate the downlock until it disengages, permitting the drag linkage knee joint to break and the gear to retract.

4. GROUND LOCKS - Ground locks are provided for insertion in the main and nose gears to insure against inadvertent retraction while the aircraft is on the ground.

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DC-6 OPERATING MANUAL 5. DOWNLOCK VISUAL INSPECTION PROVISIONS - Means are provided to permit in-flight, visual check of the downlocks as follows: Main Gear - White downlock targets are installed between the upper flanges of the main gear downlock pulley arms (See Diagram 14-E). The targets can be seen from the cockpit if the side windows are opened. They can also be seen from the forward cabin windows on most aircraft. The target can only be seen when the associated main gear is fully down and locked. Nose Gear - Triangular red targets are painted on the nose gear downlock linkage. They can be seen through a hole (covered by a hinged door) in the cockpit floor immediately to the left of the First Officer's seat. When the apexes of the triangular targets appear to touch, the nose gear is down and locked. Any appreciable separation of the triangles indicated a possible unsafe nose gear condition. Lights - The wheel well lights are focused so as to illuminate the targets at night.

6. WHEEL WELL DOORS - Contoured doors enclosing the landing gear wheel are operated mechanically during gear extension and retraction. 7. LANDING GEAR CONTROL LEVER - Gear retraction and extension is controlled by a 3-position lever. After gear retraction, the lever is moved to NEUTRAL to shut-off hydraulic pressure to the landing gear system and thereby decrease the possibility of leaks. Mechanical uplocks hold the gear in the retracted position. When the gear is extended, the lever is left in the DOWN position so that hydraulic pressure will supplement the downlock.

8. GEAR CONTROL LEVER SOLENOID LOCK - Inadvertent movement of the gear control lever out of DOWN position when the aircraft is on the ground and its weight on the landing gear is prevented by a solenoid-operated pin located in the pedestal. In the above condition, the solenoid is de-energized and the pin extends over the top of the control lever, blocking its upward movement. When the ship's weight is removed from the landing gear, a switch on the RH gear shock strut closes, energizing the solenoid and retracting the pin. The lever is then free to be moved upward. The solenoid remains energized (pin retracted) until the gear is raised. At that time, the DOWN switch on the RH gear shock strut opens the circuit so that the solenoid does not remain continuously energized during flight (unless the gear is extended). The pin is in extended position during normal cruise flight. When lowering the gear for landing, the following sequence of events occurs in the order shown. In moving the gear control lever to DOWN position, the lever first pushes the solenoid-operated pin aside, allowing the lever to be placed in DOWN POSITION. After the lever clears, the pin snaps back (by solenoid spring action) to its former extended position. When the gear reaches the full down position, the RH gear DOWN switch energizes the solenoid, retracting the pin and leaving the gear lever free to be moved to UP position should a goaround become necessary. Upon contact with the ground, the RH gear safety switch is actuated which de-energizes the solenoid, allowing the pin to return to its extended lever-locked position.

When necessary, the pin can be manually released by pushing it. Access is through a finger hole located to the right of the lever slot.

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DC-6 OPERATING MANUAL 9. GEAR POSITION INDICATOR LIGHTS - Position of the landing gear is indicated by 3 wheels, 3 barber poles, 3 up, and a red warning light. When the 3 gear are full down and locked three (3) wheels will appear in the window and the red light will go out. If the gear is in transit, 3 barber poles will appear and the red light will come on. When the gear is up the red light will go out and the word up will appear in the windows. 10. GEAR WARNING HORN - A continuous-sounding horn will sound and the landing gear red warning light will go ON if one or more throttles are closed past the 1/4 open position (approx.) and the gear is not down and locked. The horn may be silenced by a push button located next to the gear control lever. 11. RIGHT LANDING GEAR MICRO SWITCH - The following units are operated by the right landing gear micro switch: Gear control lever solenoid lock. 14.2.2 Ground blowers Emergency Operation

See Chapter 5, page 12. 14.2.3 Nose Wheel Steering System

14.2.3.1 Description Nose wheel steering is accomplished by hydraulic pressure acting on 2 steering cylinders mounted on the nose gear strut. Steering system hydraulic pressure is supplied from the landing gear "down" line; therefore, the landing gear control lever must be in the DOWN position for nose wheel steering to be operative. The steering system includes a pressure accumulator to reduce nose wheel shimmy. Centering cams in the nose gear shock strut automatically center the nose wheel when the shock strut is extended and also prevent steering action. The centering cams will not center the wheel if it has been turned more than 30 past center before strut extension. 14.2.3.2 Operational Notes Variations in weight and C.G. affect nose wheel steering. As the C.G. moves toward its forward limit, the nose gear stresses and steering forces become greater. The opposite effect is noted as the C.G. moves aft. Sharp turns or high speed should not be attempted, as the directional stability of the tricycle landing gear resists this turning movement, and will usually result in side skipping of the nose wheel. Do not use nose wheel steering except with forward movement of aircraft. Before retracting landing gear after take-off, check steering control wheel for centered position; center if necessary.

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DC-6 OPERATING MANUAL

14-B Diagram: Landing Gear Hydraulic System

LANDING OUR CONTROL VALVE - OPEN UP PREl5YR1 BY-PASSED (SMOCK STRUTS COMPRESS1D) SUPPLYCONTROL VALVE-DOWN POSITION

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DC-6 OPERATING MANUAL

14-C Diagram: Main Gear Up Latch Mechanism

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14-D Diagram: Nose Gear Assembly

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DC-6 OPERATING MANUAL

14-E Diagram: Main Gear Down Latch Operation

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14-F Diagram: Main Gear Down Latch Operation

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14-G Diagram: Nose Wheel Steering Hydraulic System

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14-H Diagram: Nose Wheel Steering Mechanical Linkage

14.3
14.3.1

Brake System
General

The brake system includes the normal hydraulic brakes, parking brakes and emergency air brakes. 14.3.2 Hydraulic Brakes

Description The brakes operate under hydraulic pressure, which is suitably reduced from the main system pressure by the brake control valve. Pressure from the brake control valve is transmitted to each brake through a lockout cylinder that prevents the failure of one brake on a dual wheel from affecting operation of the other brakes. 14.3.3 Operation

1. Do not use differential braking for steering purposes in normal operation. 2. As the hydraulic brakes get their pressure from the gear-down line, wheel rotation cannot normally be stopped once the wheels are retracted. If a wheel is unbalanced, its rotation must be stopped before gear retraction is started. Apply brakes gently while the gear is still down and locked in order to prevent overloading the drag linkage and the actuating system by imposing forces generated by the kinetic energy when the wheels are stopped. If a tire tread should partially strip off from its casing during the take-off run, the loose end would whip around the wheel rotation and possibly cause damage to nacelle doors, and fairings. Also,
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DC-6 OPERATING MANUAL damage may occur to fuel, hydraulic and fire extinguisher lines inside the nacelle when rotating wheels are retracted under these circumstances. If it is known that a tire tread has stripped away (probably would be indicated by a pronounced thudding sound), stop the wheels before retraction as indicated above. CAUTION:It is possible to get pressure to the hydraulic brakes during and after gear retraction by means of the electric auxiliary pump. This must never be done, however, since it seriously overloads the drag linkage and actuating system. 14.3.4 Parking Brakes

When the brakes are set for parking, the control valves are mechanically held in a partial ON position. Since normal brakes are used for this function, system pressure should be at least 1600 PSI when parking brakes are applied. If system pressure is dissipated after parking brakes are set, the brakes can be expected to hold for approximately 15 minutes. The parking brakes can be released by depressing either the Captain's or First Officer's brake pedals. Air Brake System

NOTE:

14.3.5

14.3.5.1 Description General - Diagram 14-J, Brake Hydraulic System, system includes the air brake. Pressure Supply - Pressure for the system is supplied by a storage bottle located on the left hand side of the nose wheel well. Control - The metering type air brake valve is controlled by a 3-position EMERGENCY AIR BRAKE handle. The handle positions are OFF-HOLD-ON. The handle is normally safety, wired OFF. Pressure Gauge - A gauge located on the lower side of the hydraulic panel, indicates the pressure in the system. With the supply bottle fully charged, the gauge should read approximately 1000 PSI. See Diagram 14-I for supply bottle pressure/temperature conversion chart. 14.3.5.2 Operation 1. If it becomes necessary to use the air brake system, proceed as follows:
NOTE: NOTE:

Do not use the air brakes before the nose wheel has touched the ground. a. Turn air brake handle FULL ON position; then return to HOLD position IMMEDIATELY (before braking action is felt).

NOTE:

Braking will not be felt immediately, but will lag slightly behind the application of air b. If braking action is not sufficient after first application, move control handle to ON again, then immediately return it to HOLD. c. If it is found that too much braking has been applied, turn the handle counterclockwise past the HOLD position to expel some of the air overboard, then return the handle to HOLD.

CAUTION:Do not turn the handle to ON and leave in that position as this will completely lock the brakes. d. After the aircraft has been brought to a stop, by application of air brakes, do not taxi since the supply of air is limited. 2. After the air brakes have been used, it is necessary to bleed the hydraulic brake system before the hydraulic brakes can be used again.

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14-I Diagram: Emergency Air Bottle Pressure Versus Temperature Conversion Chart

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14-J Diagram: Emergency Airbrake Pressure Indicator Normal Pressure 1000 PSI

Emergency Air Brake Control Valve

Type II Expander Tube

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21.

ACTUATING STRUT LINKAGE HYDRAULIC ACTUATING STRUT BUNGEE SPRING DRAG LINKAGE KNEE BUNGEE CABLES SELF ADJUSTING SPOT BRAKE ASSEMBLY (TYPE 1 ONLY) EXPANDER TUBE BRAKE ASSEMBLY (TYPE II ONLY) BRAKE LOCK-OUT CYLINDERS (TYPE I ONLY) BRAKE DEBOOST CYLINDERS (TYPE 11 ONLY) WYE FITTING HYDRAULIC BRAKE LINE SHOCK STRUT OIL-AIR VALVE AIR BRAKE LINE HYDRAULIC BRAKE GLAND AXIS TUBE CONDUIT FROM SAFETY SWITCH (RIGHT MAIN GEAR ONLY) SHOCK STRUT LOWER DRAG LINKAGE SHOCK STRUT FORK ZERK FITTINGS (TYPICAL) UPPER DRAG LINKAGE

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14.4
14.4.1

Wing Flap System

Description

14.4.1.1 General The flaps extend in a combination of an aft and a downward motion. Full DOWN position of the flaps is 50'.The 2 flap panels are interconnected by a mechanical linkage. (See Diagram 14-K) Attached to and extending span wise along the leading edge flap in an airfoil-shaped vane. The vain moves with and maintains smooth air flow over the flap during flap operation. 14.4.1.2 Mechanical System The wing flap system is a selective system, so designed that the position of the flap control lever determines the position of the flaps. As the flaps move in response to the applied hydraulic force, synchronizing cables (mechanical bus system) rotate a double drum in the wing center section. Follow-up cables, locked to one of the drums, travel forward to a linkage that actuates the flap control valve to an "off" position when the flaps reach the setting fixed by the control lever. Any tendency for the flap to travel ahead of the other is instantly checked, and the pressure under which the flaps are moving is equalized by the synchronizing cables, thus enforcing uniform travel. 14.4.1.3 Hydraulic System The flap hydraulic system consists of a control ever on the pedestal, a control valve, actuating cylinders, an over-load relief valve, a 2-speed control valve, a manually-operated shut-off valve and 2 check valves. The flaps operate at full hydraulic system pressure. 14.4.1.4 Control Lever The desired flap setting is selected by the flap control lever which, in turn, positions the control valve. The position of the lever determines the actual position of the flaps. 14.4.1.5 Control Valve This valve opens and ports hydraulic pressure to the flap actuating cylinders in response to control lever movements. As previously indicated, a follow-up cable system closes the valve when the flaps reach the selected position. 14.4.1.6 Overload Relief Valve This valve relieves pressure in the down line through the 40 - 50 range to prevent damage to the flap mechanism due to excessive gust loads while operation within placarded flap operating airspeeds. When the relief valve actuates, the flaps first blow back up, then return to the pre-set position after the overload condition has passed. CAUTION:Adequate relief valve protection to prevent structural damage is not available at flap angles less than 40' or at airspeeds above the flap operating limits. 14.4.1.7 Two Speed Control Valve This valve regulates the flap extension and retraction times. The controlled delay in flap retraction speed assumes ample time to make the necessary changes in attitude and airspeeds to maintain lift during flap retraction. 14.4.1.8 Check Valves Two check valves are provided in the flap hydraulic system. One prevents reverse flow in the pressure line between the main hydraulic power manifold and the flap control valve. The other allows fluid from the flap down line to enter the fluid return system if the flap control lever should be placed in UP position while the overload relief valve is in operation.

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DC-6 OPERATING MANUAL 14.4.1.9 Manual Shut-off Valve A manually-operated shut-off valve in the flap hydraulic system permits isolating the flap system from the rest of the hydraulic system for maintenance or trouble shooting purposes. (This valve is normally safetied in the open position). 14.4.1.10 Position Indicator Position of the flaps is shown on an indicator calibrated from (Up , DOWN), power is DC. 14.4.1.11 Control Lever Vernier Scales Two flap control lever position vernier scales are provided, one for the Captain's use to the left of control lever; the other, for the First officer's use on the RH side panel of the pedestal. The scales only show lever position, not actual flap position. 14.4.1.12 Warning Horn If the flaps are extended beyond approach setting and the landing gear is not down and locked a warning horn will sound. This horn cannot be silenced. WARNING:This aircraft does not have a Take-Off Warning System Installed. 14.4.1.13 Markers The markers should be viewed through the aft overwing emergency exit windows or the next windows aft. 14.4.2 Operational Notes

The amount of error between flap control lever position and actual flap position is negligible; some error always exists due to rigging tolerances. However, an appreciable error (upwards of 5 or more) can exist between the flap position indicator reading and actual flap position, this being due to inherent inaccuracies in the electric indicating system. Therefore, flaps should be set primarily by reference to the control lever Vanier scale(s), with the instrument panel indicator used as a "motion" indicator and an approximate check of flap position. The most accurate flap setting is achieved by moving the flaps down, rather than up; the desired setting. Thus, when setting takeoff flaps, the control lever should first be in full UP position (and indicator showing flaps UP before moving the lever down). 14.4.3 1. 2. 3. 4. Limitations

Extension, 0 to 50 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-12 seconds Retraction, 50 to 20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 seconds approx. Retraction, 20 to 0. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13 seconds approx. When using emergency hydraulic pump: a. Extension, 0 to 20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12 seconds approx. b. Extension, 20 to 50. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20 seconds approx.

14.5
14.5.1

Windshield Wiper System

Description

The windshield wiper units installed on the Captain's and First Officer's windshields are operated hydraulically at full hydraulic system pressure and in synchronized movement. The wiper units are turned ON and OFF and their speed regulated by a wiper speed control knob. The blades are locked in any desired position when the control knob is turned OFF. There is no PARK position, as such, on the knob. Full or partial stoppage of one blade does not interfere with complete operation of the other blade. 14-18
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DC-6 OPERATING MANUAL 14.5.2 Emergency Operation

Like the other hydraulically operated units, if the normal hydraulic pressure system fails, the windshield wipers can be operated by means of the auxiliary hydraulic pump. The auxiliary pump selector valve should be placed in GENERAL SYSTEM position when operating the wipers by this means. CAUTION:If a hydraulic system emergency occurs requiring use of the auxiliary hydraulic pump to obtain pressure, avoid using the windshield wipers unless absolutely necessary so as to conserve the available pressure for brake, gear and flap operation.

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14-K Diagram: Flap Control System Operation

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14.6

Hydraulic Failure

(See Chapter 5, page 15) Nose Wheel Shimmy Nose wheel shimmy is an indication of an unbalanced condition of the nose wheel or failure of the Steering system. Decreasing the load on the nose wheel will decrease the shimmy tendency. In landing with a known shimmy condition, keep the nose wheel off the ground as long as possible.

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Intentionally Left Blank

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DC-6 OPERATING MANUAL

CHAPTER: 15 FLIGHT CONTROLS

15.1 Aileron Control System

The two aileron surfaces are controlled by wheels on the dual control columns in, the flight compartment, and function simultaneously in opposite directions. At the forward end of each control wheel shaft, a cable drum operates the aileron cables which extend down through the interior of the control column on two small pulleys on the aileron torque tube. The main aileron cables are connected to the torque tube by the larger pulleys on the tube, and are actuated by rotation of the tube. The main aileron cables move a bellcrank on the aileron cross in the wing center section. The cross, in turn, actuates the spring tab torque tube mechanism and the aileron drive bellcrank in each outer wing panel. The aileron bellcranks are actuated by a two-way cable system which busses the two ailerons together through the sector on the aileron cross. Push-pull tubes connected to the bellcranks drive the ailerons.

15-A Diagram: Control Surface

The spring tab torque tube is actuated by pushrods connected to the bellcrank on the aileron cross. A bellcrank, lower on the spring tab torque tube, transmits motion to the tab mechanism in the aileron through a motion to the tab mechanism in the aileron through a two-way cable system. Total tab travel is limited by stops in the aileron. A mechanically operated control-surface lock, linked to the aileron cross, locks both ailerons in the neutral position.

15.2

Aileron Trim Tab Control System

The trim tabs on both ailerons provide a means of correcting lateral trim of the airplane. The tabs are controlled by a two-way cable system extending to the trim tab drive in the aileron cross and are operated by a control wheel on the control pedestal. The amount of aileron trim is shown on the aileron trim indicator, which is located immediately forward of the aileron trim control wheel.

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15.3

Elevator Control System

The elevators are controlled by forward and aft movement of the dual control columns in the flight compartment. Elevator movement is limited by adjustable stops mounted on the tail section structure. Adjustable stops on the large elevator torque tube in the tail section limit the movements of the spring control tabs. Separate two-way cable systems connect each control column to the two elevator-operating bellcranks on the two small torque tubes in the tail section. Adjustable stops are located on the triangular sectors at the base of the Captains control column to limit their travel. A control-surface lock at the bellcrank is operated by a control in the flight compartment to lock the elevators in a neutral position.

15.4

Elevator Trim Tab Control System

Two trim tabs on each elevator, operated as a single unit, provide a means of balancing nose-heavy and tail-heavy conditions of the airplane. The trim tabs are controlled by dual wheels one on each side of the control pedestal; the wheels are mounted on a common shaft that actuates a cable drum on a lower shaft by means of a chain drive. The cable drum operates a two-way cable system extending aft to the trim jackshaft drive mechanisms in the elevators. The amounts of elevator trim is indicated in degrees up or down on the elevator trim indicators, which are located adjacent to the elevator trim tab wheels on the pedestal.

15-B Diagram: Aileron and Elevator Trim Tab Controls

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15.5

Rudder Control System

The rudder controls the yawing of the airplane about its vertical axis. It is hinged to the trailing edge of the vertical stabilizer. The rudder is controlled by duplicate sets of adjustable pedals in the flight compartment. The cables attached to arms on the toque tubes transfer rudder pedal movements aft to a large bellcrank on the rudder torque tube. The travel of the rudder is limited by two stops, one on each side of the rudderpost casting. A spring control tab in the rudder is also used as a trim tab, which is controlled by a wheel in the V of the windshield. The spring control tab mechanism is located at the base of the rudder torque tube bellcrank. A control-surface lock at the bellcrank is operated by a control in the flight compartment to lock the rudder in a neutral position.

15.6

Rudder Trim Tab Control System

The rudder tab, in addition to acting as an aerodynamic booster for the rudder, also functions as a forcetrimming device for directional trim. The control system consists of a handwheel in the V of the windshield, the trim tab drive mechanism in the rudder, and the necessary linkage for its operation. A Two-way cable system from the flight compartment operates the drive mechanism in the rudder. The amount of rudder trim is shown on the rudder trim indicator located at the base of the rudder trim wheel.

15.7

Trim Tab Control System Operation

Operate the trim controls in a conventional manner.

15.8

Spring Control Tabs

Both ailerons, both elevators, and the rudder are equipped with spring control tabs. The spring control tab is a spring-loaded type flying tab designed to utilize the aerodynamic loads on the spring control tabs to provide aerodynamic boost to the main control surfaces themselves, thus reducing what would other wise be high stick forces. The spring control tab is actually an intermediate arrangement, giving stick forces somewhere between those obtained by controlling the main surfaces directly (a direct control system) and those forces obtained by controlling a tab directly (a pure flying tab or, servo tab system). Spring tabs have been found necessary because the pilot forces arising from the use of direct control were too high, while those obtained by using a servo tab were much too low (pilot forces that are too low deprive the pilot of "feel", since friction in the control system conceals the small forces). In brief, a spring control tab system functions as follows: the pilot force required to move the main control surface directly is about 10 times the force required to operate a control tab directly, and having it, in turn, move the main surface. Suppose, for example, a 100-pound stick force is required for direct control and a 10-pound stick force is required using a spring-loaded servo tab. By applying eight pounds of pilot force to the tab, 8/10 of the total work required to move the main surface is performed by the tab itself. By applying an additional 20 pounds of stick force to the main surface, the remaining 2/10 of the required 100 pounds stick force is made up, and the total pilot effort is 28 pounds. Theoretically, it is possible, by suitably adjusting the linkage, to make the pilot force lie anywhere between the 10-pound and the 100-pound limits used in this example. However, for practical purposes, the range of adjustment is limited by minimum link lengths and structural clearances. Since it is possible to adjust the aerodynamic balance of the main surface which affects the 100-pound figure used in the example, and to modify the 10-pound figure by adjusting the spring normally applied to the control tab, it is therefore possible to obtain desirable pilot forces for almost any size airplane with a spring tab control system of practical design. The spring on the control tab is preloaded to overcome system friction and to "center" the tab. Except for the rudder system, the preload is set to just overcome the system friction. The rudder preload is much
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DC-6 OPERATING MANUAL higher in order to make the control forces heavier. This it does Preventing the tab from helping the main surface until approximately 65 pounds of pilot force is applied. This type of control has been chosen for the airplane, since boost that is obtained by aerodynamic power is always available, and in an emergency the standby control systems and emergency actuator disconnects that are usually required by designs incorporating power boost are not needed. In addition, use of the less complicated spring tab system reduces specialized maintenance to a minimum. It should be noted that a spring control tab system for the rudder and elevator operates quite differently on the ground (no air load). Since the spring control tabs for the rudder and elevator are preloaded, movement of the stick under these conditions moves the main surface while the tab remains fixed at the neutral position (due to the springs) until the main surface reaches its stops. At this point, continued movement of the stick will deflect the tab, and a stick force will be felt as a result of the action of the tab springs.

15-C Diagram: Spring Control Tabs

Division of pilot force between main surface and tab is determined by the ratio b:a. The aileron spring tabs are not preloaded; therefore, any ground movement of the aileron will deflect the aileron spring control tabs. This movement will be shown on the aileron tab motion indicator, located just forward of the aileron trim indicator. In flight, all the spring control tabs will be deflected with any movement of their respective control surfaces.

15.9

Wing Flap Control

The hydraulically actuated wing flaps are controlled by a squeeze-type control lever on the lower right aft face of the control pedestal. The position of the flaps is indicated by a remote indicator mounted on the engine instrument section of the main instrument panel. A flap position scale is mounted inboard of the wing flap control lever, and another is mounted on the right side of the control pedestal. In the full "DOWN" position, the flaps are 50 degrees down. The wing flaps are operated by squeezing the lever handle and moving the lever to the desired setting on the scale. An automatic follow up system returns the

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DC-6 OPERATING MANUAL wing flap hydraulic valve to an off position when the flaps reach the selected setting. A cable bus system checks any tendency of one flap to travel head of the other. A wing flap down relief valve provides overload protection when the flaps are operated within limits. The valve relieves the pressure in the down line, allowing the flaps to blow back up, returning to the pre-set position when airspeeds are reduced.

15.10 Control-Surface Lock - Throttle-Interlock System

The rudder, elevator, and aileron control systems are provided with a mechanical control-surface lock. The lock holds the control surfaces rigidly in the neutral position while the airplane is on the ground to prevent possible damage to the control surfaces and their linkage resulting from gusts or high-wind velocities.
NOTE:

Make certain the flight controls are in a neutral position before engaging the-control surface lock.

The control-surface lock mechanism is actuated when the control-surface lock lever, located on the floor inboard of the Captain's seat, is pulled to an upright position. It is held in the locked (upright) position by a retaining mechanism which is pulled out from the left side of the control pedestal and fitted over the top of the lever. WARNING:SINCE PARTIAL MOVEMENT OF THE FLIGHT CONTROLS IS POSSIBLE WITH THE CONTROL-SURFACE-LOCK ENGAGED, DUE TO THE SPRING CONTROL TAB LINKAGE, IT IS IMPERATIVE THAT A FULL-THROW CONTROL CHECK BE MADE JUST PRIOR TO TAKE-OFF, TO MAKE CERTAIN THAT THE CONTROLSURFACE LOCKS ARE NOT ENGAGED. The control-surface lock is connected through linkage to a throttle-interlock guard mounted on the top of the control pedestal, forward of the Captain's throttle levers. When the control-surface lock is in the engaged position (full up), the linkage lowers the guard to a horizontal position and prevents two of the four throttles from being advanced more than approximately 22 inches Hg at sea level (approximately 1500 rpm). The surface of the guard is painted red for identification in this position. During engine runup, with the control-surface lock engaged, the throttle-interlock guard can be moved from one side of the throttle bank to the other, thus releasing different throttles.

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15-D Diagram: Control-Surface Lock - Throttle-Interlock System

Some airplanes use a toggle-type control-surface lock throttle-interlock guard, while others have a bar-type control-surface lock - throttle-interlock guard (see Appendix 1 for airplane effectively). When the toggle type guard is installed, only one engine on the left side and one on the right side may be run up simultaneously. Any combination of-two engines may be used, e.g., engines No. 1 and 3,-2, and 4, 1 and 4 or 2 and 3. On airplanes incorporating the bar-type guard, both outboard engines and both engines on one side may be run up simultaneously, but it is not possible to run up both inboard engines simultaneously. When the control-surface lock lever is in the DISENGAGED position (horizontal), the guard stands upright and offers no obstruction to throttle movement. If the control-surface lock is inadvertently engaged while the throttles are advanced above the 22 inches Hg sea level position, the guard will lower and retard two of the throttles as a warning.

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CHAPTER: 16 ELECTRICAL SYSTEM

16-A Diagram: DC System Simplified Schematic Diagram

NOTE:

Diagram is operationally correct but does not necessarily include all system components or details.

16.1
16.1.1

DC Electrical System
Description

16.1.1.1 General The basic 24-28V DC electrical system is a single-wired type, in which airplane structure is used for the ground return. In the vicinity of the magnetic compass, a 2-wire system is used to reduce magnetic deviation. Power is supplied by 4 engine-driven generators and two batteries.

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DC-6 OPERATING MANUAL With a few exceptions, circuit breakers are of the tripfree type; this type cannot be reset, should the malfunction continue. Nontrip free circuit breakers can, in an emergency, be held in the closed position but at the risk of overheating and fire hazard; they are colored red for identification. 16.1.1.2 Generators Primary DC power is supplied by four 350 amp. engine-driven generators, one on each engine. As shown in Diagram 16-A, power output from the 4 generators is delivered to a master distribution bus. A secondary bus is connected to the master bus through a current limiter. The generators connect through regulating and protecting circuits to the master bus. If a short occurs, or if a fault within the generator causes a reverse current to flow or if the output voltage becomes abnormally high, the faulty generator system is automatically disconnected from the master bus. 16.1.1.3 Generator Cooling Generator cooling air is supplied by a blast tube which takes air from a scoop located in the oil cooler air passage. The blast tube incorporates a shut-off valve which closes when the fire wall selector valve handle for the engine is pulled; if the handle is pushed back into its detent position, the shutoff valve partially re-opens. 16.1.1.4 Ammeters Four ammeters, one for each generator, indicate the current output of the generators. (Ammeter protection Fuses are located on the aft wall of the MJB.) 16.1.1.5 Voltmeter A DC voltmeter indicates the voltage output of each generator and the master bus. A selector switch connects the voltmeter to any one of these positions. Normally, the selector is kept in BUS position. 16.1.1.6 Batteries Two 12V, 88-ampere-hour batteries are located in the battery compartment just aft of the nose wheel well. They are connected in series. The batteries are incapable of supplying the aircraft electrical load for more than a short time. They serve as a source of emergency power during starting without an external power source and, under normal operating conditions, aid the generators in maintaining normal voltages during heavy current surges. In an in-flight emergency the batteries can be used to operate the emergency inverter and other emergency electrical loads. 16.1.1.7 Voltage Regulators Voltage is controlled by regulators located or, the left annex of the MJB. They maintain approximately 27 (+.5,O) V output from each generator after generator cut-in speed is reached (approximately 1000 RPM). 16.1.1.8 Battery Selector Switch This switch has 3 positions: PLANE BATTERY-OFF-GROUND POWER. It permits connecting either a ground power source or the ships batteries to the bus system. In OFF position, the bus system is disconnected entirely from the ships batteries and ground power source. 16.1.1.9 Battery Master Switch This 2 position (OFF - BATT & GWD PWR) switch is located adjacent to the generator control switches. In BATT & GWD PWR position, the switch arms the battery and ground power relays; it is normally kept in this position at all times. In OFF position, the ships batteries and the ground power source are disconnected from the master bus.

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DC-6 OPERATING MANUAL 16.1.1.10 Generator Control Switches These switches (ONOFF) are used to connect their respective generators to the bus by energizing the line switch relays. They are placarded GENERATOR CONTROL. 16.1.1.11 Master DC Power Cut-Off Bar For emergency use, a hinged bar, located above the generator control switch and the battery master switch permits all 5 switches to be turned OFF simultaneously, thus cutting off all power to the bus. 16.1.1.12 Generator Field Circuit Breakers Four 15-amp generator field circuit breakers on the MJB circuit breaker panel de-energize and disconnect their respective generators in event of excessive field current flow in the generator. 16.1.1.13 Generator Control Circuit Breakers Four Generator control circuit breakers on the MJB circuit breaker panel protect the circuit to the differential winding of the reverse current relay. 16.1.1.14 Reverse Current Circuit Breakers Four reverse current circuit breakers in the Main Junction Box open tie main line between the generator and the bus whenever a heavy reversal of current flows toward the generator (approx. 300 amps or more). Whenever the RCCB trips, it also interrupts power to the generator field; disabling the generator electrically. If a reverse current circuit breaker trips, a yellow dot appears in a window adjacent to the circuit breaker. The circuit may be reset by pushing on the flexible rubber cover over the circuit breaker. 16.1.1.15 Overvoltage Relays The generator circuits are further protected by 4 overvoltage relays on the MJB. These disconnect their respective generators from the bus and de-energize the generator when the output voltage becomes abnormally high. Each relay incorporates a manual reset push button. These buttons are accessible by opening the MJB door. 16.1.1.16 Emergency Instrument Power & Instrument Lighting Gang Switch This is comprised of 3 ON-OFF switches ganged together and located directly aft of the generator control switches. During normal operation, the gang bar is in OFF position. During emergency operation, it is placed in the ON position. 16.1.1.17 Emergency DC Radio Switch (C118 Only) A 2-position (NORM - EMER) DC radio power switch is located or the bulkhead behind the Captains position. During normal operation or, it is kept in NORM position. In an emergency, it is placed in EMER position to permit the ships battery to supply the DC power required for radio. 16.1.1.18 Emergency Electrical Equipment Placard This placard, located to the left or the Flight Engineer on the radio rack forward post, lists the equipment which can still be operated if de-energizing of the DC master bus becomes necessary.

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DC-6 OPERATING MANUAL 16.1.2 Normal Operation

16.1.2.1 Before Engine Start 1. Battery master switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .BATTERY & GROUND POWER 2. Battery selector switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GROUND POWER 3. Generator switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON 4. Voltmeter selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BUS 16.1.2.2 After Engine Start 1. Battery selector switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PLANE BATTERY 2. DC ammeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FOR LOAD BALANCE 16.1.2.3 In-Flight 1. DC Ammeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK PERIODICALLY FOR LOAD BALANCE Individual ammeters should read within 40 amps. of the average ammeter reading at any load. 2. DC voltmeter . . . . . . . . . . . . . . . . . . . . . . CHECK EACH GENERATOR OUTPUT PERIODICALLY NORMALLY CARRY IN BUS POSITION Turn respective generator switch OFF first when checking voltage, then return switch to ON. 16.1.3 Readings should be 27.5 - 28V. Emergency Operation

16.1.3.1 Emergency Electrical Power System If it becomes necessary to cut off all power to the master DC bus, proceed as follows: 1. EMERG. INSTR. POWER AND INSTR. LIGHT gang bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON 2. MASTER DC POWER CUTOFF bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL DOWN 3. AD & DC RADIO POWER switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .EMERGENCY 16.1.3.2 Circuit Protectors If a circuit breaker opens, disconnect power to any circuit, it indicates an overload, or a short in that circuit. If the circuit breaker re-opens after being reset, do not use that circuit unless the safety of the aircraft depends on its continued operation. When resetting a circuit breaker, the breaker handle should be released immediately (non-trip-free type). In an emergency (the emergency circuits are the fuel boost pump circuit, hyd. pump power, and the propeller feathering circuit), when the safety of the aircraft depends on the continued operation of the affected equipment, the circuit breaker may be held closed at the expense of the affected equipment or wiring (holding the circuit breaker closed, however, is a potential fire hazard). 16.1.3.3 Abnormal DC Ammeter Readings
NOTE:

If there is no indication on one ammeter but the other ammeters have normal readings, make the following checks: 1. Check the generator voltage; should be the same as that of the other generators (about 28V). 2. Check generator control switch; Should be ON. If ON, turn it OFF and rote if reading of other ammeters increase. If they do, fault is in ammeter circuit. Turn generator switch back ON and leave it ON.

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DC-6 OPERATING MANUAL 3. If there is no increase in the other ammeter readings when the generator switch is turned OFF, and the generator voltage is zero, check: That generator field circuit breaker is ON. If tripped, reset it. If it immediately trips again, leave it OFF and turn generator switch OFF. That overvoltage relay is not tripped. If tripped, reset it. If it immediately trips again, leave it OFF and turn generator switch OFF. If reverse current circuit breaker is tripped, turn generator switch OFF.

4. If there is a great increase in one ammeter reading and a decrease in the other ammeter reading or an off scale voltmeter reading, turn OFF control switch for generator having high current (or voltage) reading and open its field circuit breaker if it has not already tripped. 5. In event one generator is inoperative, monitor load on remaining 3 generators as outlined in C-4. 16.1.3.4 Generator Load Monitoring When operating on 3 generators, the electrical loads should be monitored and adjusted so as not to exceed 130 amps for any one generator except for peak loads of short duration. This value has been established to provide an adequate margin for safety in event a second generator should fail. In order to maintain a reasonable generator load during critical flight segments, the following equipment may be turned off in the order shown: 1. Non-essential lighting 2. Auto-pilot 3. Ignition analyzer 4. Radar 16.1.3.5 Generator Overvoltage DC system is normally held to about 28V by the regulators. Short circuits in the wiring or regulator failure may cause the voltage to rise considerably. High voltage is indicated by: One generator ammeter indicating full scale, others zero. Voltmeter reading off scale. Lights brighter than normal.

If high voltage exists, perform the following corrective steps: Open control switch for generator having high amperage reading. Attempt to adjust regulator. If unsuccessful, open field circuit breaker for malfunctioning generator (it may trip automatically).

16.1.3.6 Voltage Regulators In-flight regulator adjustment to obtain close paralleling should seldom, if ever, be necessary. An approximately equal division of load is desirable but not essential. If the continuous load exceeds 300 amps., the total load should be reduced to this figure.

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16.2
16.2.1

AC Electrical System
Description

16.2.1.1 AC System (115 and 26 Volts) All Everts Air Cargo aircraft have two solid state static inverters, each being capable of delivering 600 Volt Amps of 400Hz power. Depending upon the aircraft number the inverter selector switches are labeled in one of the following ways: UPPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOWER NORMAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STANDBY MAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SPARE The inverters are powered by the Aircrafts main 28 Volt DC bus, The output of each inverter is routed through two fuses. The A fuse powers the single phase loads served by the A phase wiring, while the C fuse powers the single phase loads served by the C phase wiring. The Flight Instrument Gyros and the Compass Gyros require three Phase power, the three phase power is achieved by routing the single phase power through a Phase Adapter. A Phase power is 115 10 Volts AC, and C phase is 115 5 Volts AC. In addition, depending upon the selection, either of two step down transformers furnish 26 Volts single AC for certain instruments requiring a lower voltage. 16.2.1.2 Emergency AC Power, Standard System With the exception of aircraft N555SQ and N6586C, the Emergency source of AC power for all EAC aircraft is a 300 Volt Amp, DC powered Emergency Inverter located in a small case at floor level just outboard of the Captains left foot. It supplies an AC current of 115 volts, 400 Cycles, to a limited number of essential electrically- actuated flight instruments. The inverter is used in the event of failure of the main inverters or if it becomes necessary to de-energize the Master Bus, thus making the main inverters inoperative. The Emergency Inverter is powered directly from the ships battery. 16.2.1.3 Emergency AC Power, N555SQ/N6586C The emergency source of power for N555SQ and N6586C is provided by two Eclipse 28E04-1 Engine driven Alternators, one on each inboard engine. The alternators will vary approximately from 360 to 475 cycles and the voltage approximately from 95 to 122 volts with the alternators being driven between 2200 and 2900 RPM. No field power is required by an alternator of this type, so the output voltage and frequency are totally dependent upon the speed at which the rotor is turned. The output is rated at 100 volt amperes, in order to obtain the rated output from the alternators, it is necessary to operate No.2 and No.3 engines at a speed of 2400 100 RPM. When the Emergency position is selected, No.2 engine is feeding the Captains Gyro Horizon, Turn & Bank and AC power failure warning unit. No.3 engine is then feeding the First Officers Gyro Horizon, Turn & Bank and AC power failure warning unit. There is no inter tie or crossover capability between the alternators and pilot selected positions. 16.2.1.4 Circuit Breakers Each inverter is protected by input circuit breakers located on the MJB panel. Output circuit protection fuses are located on the inverter circuit breaker panel on the bulkhead aft of the Captain's seat. 16.2.1.5 AC Voltmeter & Selector Switch An AC voltmeter and selector switch allows readings of the AC voltages being supplied to selected circuits.

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DC-6 OPERATING MANUAL 16.2.1.6 Inverter Selector Switches The inverters are controlled by two toggle switches, Depending upon the aircraft number the inverter selector switches are labeled in the following ways: UPPER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOWER NORMAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STANDBY MAIN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SPARE For specific Circuit breaker/Fuse location, AC Voltmeter and Voltmeter selections and Inverter selector switch location, refer to the following pages in this chapter: page 11, Diagram 16-C Emergency AC and DC Loads page 12, Diagram 16-D AC Power Distribution System N351CE page 13, Diagram 16-E AC Power Distribution System N888DG page 14, Diagram 16-F AC Power Distribution System N555SQ page 15, Diagram 16-G AC Power Distribution System N251CE page 16, Diagram 16-H AC Power Distribution System N151 page 17 and page 18, Diagram 16-I and Diagram 16-J AC Power Distribution System N6586C page 19, Diagram 16-K AC Power Distribution System N9056R 16.2.1.7 Engine Instrument Selector Switch This is a 3 position OFF - NORMAL - ALTERNATE toggle switch located adjacent to the inverter selector switches. It is selected to the Normal position to supply 26 Volt AC power to those Instruments requiring 26 Volts AC. In event of a fuse or transformer failure in the normal Engine Instrument power supply. Placing the switch to ALTERNATE position, restores power to the Engine instruments through another transformer and set of fuses. 16.2.1.8 Inverter Indicators Warning lights, one on each Pilot instrument panel, illuminate if there is a failure of the selected inverter or if the inverter switch is left in the OFF position. Depending on the load condition, it may also illuminate when a selected inverter output fuse is open. 16.2.1.9 Emergency Inverter Controls The emergency inverter is controlled by the EMERGENCY INSTRUMENT POWER & LIGHTING GANG SWITCH. Moving the gang switch to the ON position turns the emergency inverter ON and also transfers certain essential AC loads from the main inverters to the emergency inverter. The Emergency Inverter is located in a small case on the cockpit floor just outboard of the Captains left foot. The Inverter circuit breaker, two fuses, and a circuit breaker for radio power are located inside the case. The lid releases and pops up for access to the fuses and circuit breakers.
NOTE: NOTE:

Placing the gang switch ON also connects certain essential DC loads to battery power. When the Emergency Instrument Power Gang switch is placed ON, the main inverters continue to operate until the DC Master bus is de-energized by placing the Master DC Power Gang Bar to the off position.

On Everts Air Cargo aircraft equipped with Rotary Inverters as original equipment: 16.2.1.10 Inverters Two rotary inverters, housed in the soundproof inverter compartment outboard of the radio rack, supply alternating current for the instruments and electronic equipment. Either inverter is capable of supplying the

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DC-6 OPERATING MANUAL entire AC load of the airplane (both single and 3 phase) at 115 volts for operation of the electrical Instruments and communication and navigation equipment. An emergency inverter is installed on the floor of the flight compartment. The emergency inverter receives power directly from the airplane batteries. In the event of a power failure in the main DC system, or if the main inverters fail, the emergency inverter can be turned on to supply AC power to the compass, the emergency radio equipment, and to the flight instruments. One hundred fifteen volt, single and 3 phase, 400 cycle AC power is supplied to the radio equipment; 26 volt, single and 3 phase, 400 cycle AC power is supplied through step down transformers for operation of the engine instruments. The inverters operate directly from the main bus, and each circuit is protected by a 125- or 150-ampere circuit breaker on the main circuit breaker panel. The inverter output circuits are protected by a 15 ampere circuit breaker for each output circuit. 16.2.1.11 Inverter Controls Three inverter switches are mounted on the forward overhead panel. The left switch selects AC power for the Captains flight instruments and the radio equipment; the center switch selects the 26 volt AC transformer to supply power for the engine instruments; and the right switch selects AC power for the first officer's flight instruments and the autopilot. The standby inverter may be operated in the event one inverter fails. 16.2.1.12 Inverter Indicators Dual red warning lights, mounted on both the Captains and first officer's flight instrument panels, illuminate when there is a lack of AC power from the inverter selected by the respective inverter switch, indicating that the opposite inverter should be used. The lights also illuminate when the respective inverter switch is left in the "OFF" position, when the respective circuit breaker is open, or when the respective flight instrument transformer fails. When the throttles are advanced for take off, two warning horn switches on the No. 1 and No. 3 throttles close, and the warning horn will sound if the inverter supplying flight instrument power is inoperative. 16.2.1.13 Emergency Inverter An emergency inverter, installed in a small case located just outboard of the captain at floor level, supplies AC current to a limited number of electrically actuated flight instruments and radio equipment in the event of total inverter failure. The emergency inverter switch, mounted on the forward overhead panel, is actually three switches ganged together to an emergency bar. Moving the ganged emergency switches to the "ON" position will automatically disconnect the normal inverters and turn on the emergency inverter. At the same time, a battery relay circuit is completed to supply 28 volt DC battery power to the emergency inverter and also to the instrument panel white lights. All AC engine instruments are inoperative when operating on emergency instrument power.

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16-B Diagram: AC Electrical System

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DC-6 OPERATING MANUAL 16.2.2 Normal Operation

16.2.2.1 Before Engine Start 1. Captains and First Officers inverter switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL 2. AC Voltmeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK VOLTAGES AT EACH POSITION OF SELECTOR SWITCH Referring to Diagram 16-B, "A" phase voltage is unregulated and should read approximately 115 10V. "C" phase voltage is regulated and should read 115 5 V. 16.2.2.2 After Engine Start & Before Take-Off 1. Captains and First Officers Inverter Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL
NOTE:

16.2.3

Emergency Operation

1. Emergency Instrument Power & Instrument Lighting Gang Switches . . . . . . . . . . . . . . . . . . . . . . . ON 2. Master DC Power Gang Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN 3. Emergency AC & DC Radio Power Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER (IF RADIO USE IS NECESSARY) 16.2.4 Operational Notes

Under certain conditions, it is possible for a fuse or transformer in the normal instrument power supply to fail and not actuate the instrument power failure warning light on the side affected (Captain or First Officer). This lack of power to the instruments can only be detected when the positioning of the AC Voltmeter Selector Switch is to the respective side that is failed. The AC Voltmeter Selector Switch is to be carried in the Captains Inverter A Phase position at all times, (except for periodic electrical checks) and is to be monitored closely.

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16-C Diagram: Emergency AC and DC Loads

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16-D Diagram: AC Power Distribution System N351CE

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16-E Diagram: AC Power Distribution System N888DG

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16-F Diagram: AC Power Distribution System N555SQ

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16-G Diagram: AC Power Distribution System N251CE

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16-H Diagram: AC Power Distribution System N151

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16-I Diagram: AC Power Distribution System N6586C

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16-J Diagram: AC Power Distribution System

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16-K Diagram: AC Power Distribution System N9056R

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16.3
16.3.1

Lighting System
Description

16.3.1.1 Exterior Lighting Exterior lighting is provided as shown in Diagram 16-A.

16-L Diagram: Exterior Lighting

Position lights - A two position (ON - OFF) switch will allow selection of the Position Lights to either STEADY or OFF. Wheel Well Lights - A two position (ON - OFF) switch will allow operation of the three Wheel Well Lights. Wing Leading Edge Lights - Standard Leading Edge (wing ice) Lights are installed. A two position (ON - OFF) switch will allow operation of the lights. Anti-Collision Lights - These lights are the standard red rotating beacon type and may be located in different locations on some aircraft, see Diagram 16-A. Landing Lights - Standard retractable landing lights are installed, each light has an EXTEND-HOLDRETRACT switch and a Light ON-OFF switch. 16.3.1.2 Main Cabin Lights DC powered lights are spaced at intervals along the length of the cabin midway between the ceiling and the left main cabin windows. These lights are powered from a breaker on the main junction box. Two ON-OFF switches are provided, one forward of the front main cargo door and one forward of the rear main cabin door. A row of household type 110V AC powered lights extend the full length of the main cabin and are located along the ceiling. The lights are powered from an external 110 Volt, 60 Cycle three pronged type power source. The power receptacle is located in the Aft Baggage Compartment, just aft of the door on the left side of the fuselage. A circuit breaker located next to the receptacle provides circuit protection. 16.3.1.3 Cockpit Emergency Lighting In an emergency requiring actuation of the EMERGENCY INSTRUMENT POWER & INSTRUMENT LIGHTING GANG SWITCH, the following cockpit lights are turned ON automatically by that switch (the switch connects the lights to the aircraft battery): Main Instrument Panel White Lighting 16-20
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DC-6 OPERATING MANUAL Area Flood Light over the Captains position Magnetic Compass Light These lights do not necessarily come ON when the Emergency Instrument Power & Instrument lighting Gang switch is actuated, i.e. the emergency power for the lights still goes through the respective control rheostat.

NOTE:

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Intentionally Left Blank

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CHAPTER: 17 COMMUNICATIONS & RADIO NAVIGATION SYSTEM

17.1 General

Communications and Radio Navigation Equipment (N351CE): Dual Collins KTR9000/KTR9100A/618M-1 VHF Communications Systems Dual Collins 51RV-1 VHF Navigation / G/S Systems Dual Collins 51Y-4A ADF Navigation Systems Single KN-63 DME Navigation System Dual KMA24H Audio Panel Collins 51Z-6 Marker Beacon System NARCO AT-150 Transponder System NARCO ELT-10 Emergency Locator Transmitter Single GPS KLN-89B

17.2
17.2.1

Power Supply
DC Power

The Communications and radio navigation systems are powered from the aircraft 28V DC system through the aircraft main junction box. 17.2.2 AC Power

The aircraft compasses, RMI's and Bering Pointer Systems receive power from the aircraft inverters with a standby inverter as an emergency source of power.

17.3

Circuit Breakers and Fuses

All DC circuit breakers for the communications and radio equipment are located on the aircraft radio rack. AC circuit breakers and fuses for the inverter systems are located on the inverter C/B panel and the aircraft main junction box.

17.4

Communication System Controls

Two Collins 313N-3 controls heads for #1 and #2 communications systems are located on the left and right side of the pedestal.

17.5

Radio Navigation Systems Controls

Collins 313N-3 control heads located on the left and right side of the pedestal are frequency selectors for the #1 and #2 VOR/LOC GS. Collins 614L-8 control heads located on the left and right side of the pedestal are frequency selectors for the #1 and #2 ADF receivers.

17.6

Radio Master Switch

Dual radio master switches control all DC power for both the communication and radio navigation equipment. Both switches are located in the center of the pedestal.
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17.7

Emergency Radio Electrical Power

Upon actuation of the emergency inverter switch minimal communication and radio navigation equipment will become operative.

17.8
17.8.1

VHF Communications Systems

General

Two separate VHF communications systems are provided: The transceivers are located in the radio rack, the control heads are located on the pedestal and the Captain's and First Officer's audio control panels are located outboard of each respective seat. 17.8.2 Transceivers

Collins KTR9000 17.8.3 Frequency Range

118.0 to 135.975 MHZ in 25 KHZ increments. 17.8.4 720. 17.8.5 Transmitter Power Channels

20 watts minimum. 17.8.6 Controls

Collins 313N-3 control heads are located on pedestal and consist of a frequency selector, volume ON/OFF control. 17.8.7 Squelch

Automatic squelch with manual disable and carrier squelch override on the transceiver. 17.8.8 Operation

Both radio master switches on. Control head volume switch on. Select frequency. Depress the desired transmitter and receiver buttons on the respective audio control panel. Adjust volume.

17.9
17.9.1

VHF Navigation Systems

General

Two separate VHF navigation systems are provided. The receivers are located in the radio rack, the control heads are located on the pedestal and the audio selectors are located on the audio control panels. Each receiver has the capability of VOR, LOC and GlideSlope.

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Collins 51RV-1. 17.9.3 Frequency Range

108.0 to 117.95 MHZ. 17.9.4 Controls

Collins 313N-3 control heads are located on the pedestal and consist of a frequency selector and a volume ON/OFF switch. 17.9.5 Channels

200 Channel VOR/LOC receiver. 40 Channel Glide Slope Receiver. 17.9.6 Course Deviation Indicator

Pilot has Collins HSI 331A-3G and the First Officer has ID351A course deviation indicator group and #2 indicator and system is located in the First Officers flight group. 17.9.7 Relative Bering Pointers

A radio magnetic indicator (RMI) with VOR relative bearing pointers is located in each flight group. #1 needle receives its signal from #1 VOR or ADF and #2 needle receives its signal from #2 VOR or ADF. 17.9.8 Operation

Both radio master switches on. Control head volume switch on. Select frequency. Depress the desired VOR Button on the respective audio control panel and identify for proper station. Select desired course with the OBS selector knob. Ensure warning flags are out of view.

17.10 ADF Navigation System

17.10.1 General Two separate ADF navigation systems are provided. The receivers are located in the radio rack, the control heads are located on the pedestal and the audio selectors are located on the Audio Control Panel. 17.10.2 Receivers Collins 51Y-4A. 17.10.3 Frequency Range 200 to 1799 KHZ in 1 KHZ increments.

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DC-6 OPERATING MANUAL 17.10.4 Controls Collins 314-L8 control heads are located on the pedestal and consist of a frequency selector, volume control; BFO Button and function selector switch with Off, Ant, ADF, and Test Selections. 17.10.5 Relative Bering Pointers A radio magnetic indicator (RMI) with ADF relative bearing pointers is located in each flight group. #1 needle receives its signal from #1 ADF or VOR receiver and #2 needle receives its signal from #2 ADF of VOR receiver. 17.10.6 Operation Both radio master switches on. Function selector to ADF position. Select Frequency. Depress the desired ADF button on the respective audio control panel and identify for proper station. By placing the function selector to the test position each corresponding relative Bering pointer will automatically go to 90 degrees a bearing position.

17.11 Marker Beacon Receiver

17.11.1 Description General - The marker beacon receiver is pre-tuned to receive only a single frequency of range station location "2" markers and ILS outer and middle markers. Receiver - Collins 51Z-6 located on the main radio rack. Antenna - Boat mounted on lower forward fuselage. Control - Marker receiver sensitivity is controlled by a HI-LO test switch located on the Captain's jackbox. The test button tests the marker lamps and is located on the instrument panel. Marker Lights - In addition to its audio output through the individual jack boxes, the marker receiver is connected to 2 sets of indicator lights, one on Captain's instrument panel and one on First Officer's instrument panel, to provide a visual indication. Each set comprises a white light, blue light and amber light. The white light responds to "Z" or fan markers, the blue light to outer markers, the amber light to middle markers. The response (sensitivity) of the lights depends on the setting of the LO-HI switch.

17.11.2 Sensitivity Selector Switch LO or HI, As Desired 17.11.2.1 Operation Normally, a fan marker station is identified when the marker light comes ON with the sensitivity control in the LOW position. At the lower altitudes, the light remains ON for a relatively short time, but the time it stays ON increases with increase in altitude. The HI position of the control is even more sensitive than LO position, receiving signals at a greater distance from the station, and reacting in the same manner with respect to altitude. Audio Control System - MARKER SELECTOR - ON

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17.12 Audio Control Panel

17.12.1 General Dual King KMA-24H Audio Control System with built in intercom. The intercom with its own volume control allows up to five microphone inputs and drives up to six headsets. Pilot Priority gives the pilots microphone transmit priority over the co-pilots when both mikes are keyed at the same time. 17.12.2 Controls Intercom volume; ADJUST the intercom audio level as required. Audio select buttons; these turn on and off the audio for a given radio through the headsets. Buttons are labeled for the radio they select.

17.13 Distance Measuring Equipment

17.13.1 General A single DME navigation system is provided. The receiver is located in the radio rack. The control head is located on the pedestal and the audio selectors are located on the audio control panel. 17.13.2 Receiver King KN-63 17.13.3 Controls 313N-2 control head is located on the pedestal and consist of a frequency selector and volume ON/OFF control. 17.13.4 Display Head The display head is provided and located in Pilot's flight group. 17.13.5 Operation Both radio master switches on. Control head volume switches on. Select frequency. KN63 displays both knots and minutes simultaneously

17.14 Transponder
17.14.1 General One transponder is provided, it is located in the pedestal. 17.14.2 Transponder NARCO AT150.

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DC-6 OPERATING MANUAL 17.14.3 Transmitter Power 200 watts minimum. 17.14.4 Mode A 4096 codes 17.14.5 Mode C 100 ft. increments from 1000 ft. to 30,000 ft.
NOTE:

Aircraft altimeters are certified to 20,000 ft.

17.14.6 Operation Both radio master switches on. Function selector to STBY (standby) position. Select proper code. Select ON or ALT position when required. Ident. is accomplished by pressing IDENT. button. Reply light indicates interrogations.

17.15 Emergency Locator Transmitter

17.15.1 General The aircraft is equipped with an ELT which is mounted on the left side of the fuselage behind the rear cabin bulkhead. 17.15.2 Transmitter The transmitter is self-contained with its own battery and is activated on impact or by turning the unit on via the switch on the unit. The unit has a voice mode for emergency use. 17.15.3 Operation Set unit to ARM.

17.16 Color Weather Radar - Primus 200

17.16.1 Precautions If the radar is operated in any mode other than TEST while the aircraft is on the ground, observe the following precautions: DIRECT THE NOSE OF THE AIRCRAFT SO THAT THE 160 DEGREE FORWARD SECTOR IS FREE OF LARGE METALLIC OBJECTS (hangers, other aircraft) FOR A DISTANCE OF 100 FEET AND TILT THE ANTENNA FULLY UPWARD. DO NOT OPERATE RADAR DURING REFUELING OF THE AIRCRAFT OR WITHIN 100 FEET OF OTHER AIRCRAFT DURING REFUELING OPERATIONS. PREVENT PERSONNEL FROM STANDING CLOSER THAN 40 FT. FORWARD OF A 270 DEGREE SECTOR OF THE AIRCRAFT NOSE.

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DC-6 OPERATING MANUAL 17.16.2 Description The primary function of weather radar is to aid the pilot in the detection and avoidance of thunderstorms and the turbulence that is generally associated with these storms. It should be noted that Xband weather radar systems such as we are currently operating, cannot detect turbulence, wind shear, clouds, or lightning. The only weather accurately displayed is rainfall. However, hail, wet snow, and, in some instances, possible icing conditions can also be detected by the system. By tilting the antenna downward, the radar provides a terrain mapping function. It is recommended that the weather radar system be used on every flight. When weather or mapping mode is not selected during flight the system should be switched to the standby mode.

WARNING:WEATHER RADAR SHOULD NOT BE USED, NOR RELIED UPON, FOR PROXIMITY WARNING OR ANTI-COLLISION PROTECTION. The system consists of three units: a digital indicator, a receiver-transmitter and an antenna pedestal. The indicator is mounted in the cockpit and contains all the controls used to operate the radar. The Antenna is mounted within the radome in the nose of the aircraft, with the receiver-transmitter located in the nose wheel well. 17.16.3 Tilt and Gain Controls 17.16.3.1 Tilt Control Proper use of the tilt control allows you to achieve the best knowledge of storm cell size, height, and to detect the presence of radar shadows The following TILT CONTROL adjustment procedure maximizes your ability to observe and identify significant weather including radar shadows. Ensure the GAIN control is positioned to MAX. Select WX mode and the 50 NM range. Adjust INT control as desired. Adjust the TILT control down for maximum ground returns. Slowly work the TILT control up until ground returns are showing only on the outer one-third of the scope. Watch the strongest returns seen on the scope. If, as they are approached, they became weaker and fade out after working back inside the near limit of the ground return pattern, they are probable ground returns or insignificant weather. However, if the returns continue strong after working down into the center-to lower-half of the scope, you are approaching a hazardous storm or storms and should plan to deviate immediately. Watch for shadows behind all heavy returns. If shadowing is detected, you are approaching a hazardous storm or storms and should deviate immediately. 17.16.3.2 Gain Control The gain control is used in conjunction with the tilt control to allow you to obtain additional information about specific targets. The gain control is most often used when approaching a line of storms. By decreasing the GAIN, the least active areas of the storm cells will progressively show weaker returns thereby allowing you to identify the weakest cells. Single storm cells maybe analyzed in the same way. By decreasing the GAIN, you are given a more complete picture of the storms profile.

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DC-6 OPERATING MANUAL 17.16.4 Operation 1. Place the system controls in the following positions before applying power from the aircraft electrical system: INT/OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF . . . . . . . . . . . . . . . . . . (fully counter-clockwise) GAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESET . . . . . . . . . . . . . . . (fully counter-clockwise) TILT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +10 . . . . . . . . . . . . . . . . . . . . . . . . . (fully clockwise) TAT ART. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF AZ MK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 2. The following sequence should be used to turn the radar on. a. Rotate the INT/OFF control to mid-point to turn the system on . . . . . . . . . STBY will be displayed b. Press the WX/C push-button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WAIT will be displayed
NOTE:

A time delay circuit prevents the transmitter from operating and maintains the display blanked until the magnetron has warmed up. When the radar is turned on by pressing the WX/C or MAP push-buttons, it will display WAIT and be in standby for the 1 minute warmup period, then automatically become operational in the selected mode. c. Rotate the INT control to the desired brightness. d. Set the RANGE control and the system is now operating in the weather mode.

CAUTION:Prior to landing, place the radar in STBY or execute the shutdown procedure. 3. Ground Mapping Depress the MAP button and turn the TILT down until terrain is displayed. For 10, 25, 50, and 100 NM., the PRESET position of the GAIN control will generally provide the best mapping display. 4. Shutdown Procedure Use the following procedure to shutdown and secure the radar after flight: a. TEST button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST b. TILT control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +10 degrees c. GAIN control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESET d. INT/OFF control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

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NOTE:

All controls used to operate the radar system are indexed to the following diagram.

17-A Diagram: Operating Controls

17.16.5.1 INT/OFF Rotary control used to turn system on and off, and to adjust brightness (intensity) of display. At initial turnon, system will be in standby and STBY will be displayed. 17.16.5.2 STBY Momentary push-button used to select standby after radar has been used in an operating mode; e.g., WX or TEST. Standby is useful for keeping radar in ready state while taxiing, loading, etc. In standby, antenna does not scan, transmitter is not enabled, and display memory is erased. STBY is displayed in Mode Field, and 100 is displayed as the selected range numeric. 17.16.5.3 WX/C Alternate action momentary push-button used to select weather detection operation. If WX/C or MAP is selected prior to end of warm-up period, WAIT will be displayed until RT warms up (approximately 60 seconds). After initial turn on and warm up, first depression of WX/C selects basic weather operation; WX is displayed. Second depression of push-button selects cyclic weather display; CYC is displayed. Displayed red targets flash on and off once per second; gain is automatically set to preset level. 17.16.5.4 MAP Momentary push-button used to select ground mapping display; MAP is displayed. 17.16.5.5 TEST Momentary push-button used to select a special test pattern to allow verification of system operation. In test position the transmitter is not enabled; 100 mile range is automatically selected; TEST is displayed. 17.16.5.6 FRZ Momentary push-button used to turn freeze function on or off with alternate depressions. When freeze is selected, display is not updated with incoming target return data. To alert pilot, FRZ label is displayed and

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DC-6 OPERATING MANUAL is flashed on and off once each second. FRZ is automatically deactivated whenever selection of different control settings dictate a change in displayed data. At system turn-on, FRZ is automatically off. 17.16.5.7 GAIN Rotary control with one fixed-gain detent position PRESET. Used to adjust sensitivity of radar receiver, primarily to resolve nearby strong target signals while ground mapping. Sensitivity increases with clockwise rotation. Full counterclockwise rotation to detent sets gain at preset level. When control is not in detent position, VAR is displayed unless preset gain has been automatically selected. 17.16.5.8 TGT ALRT Slide control used to turn target alert function on or off. When enabled, letter T in red rectangle is displayed to identify that target alert function is active. Target alert is active only when radar gain is calibrated; i.e., in WX with GAIN PRESET and in CYC or TEST. The symbol TGT in a red rectangle is displayed and flashes once each second whenever a red-level target is detected within the target alert sector (range from 60 to 160 nm and within 7.5 degrees of aircraft heading). Target alert is deactivated automatically if MAP is selected or if variable GAIN is used, but is reactivated automatically when operating controls are restored to valid alert settings. 17.16.5.9 AZ MK Slide control used to either display or not display azimuth markers at 30-degree intervals. 17.16.5.10 TILT Rotary control used to select tilt angle of antenna beam with relation to airframe. Clockwise rotation tilts beam upward 0o to 1Oo; counterclockwise rotation tilts beam downward 0 to 1O degrees. 17.16.5.11 10/25/50/100/200 Momentary push-buttons used to select one of five ranges. For each selected range, five range marks are displayed. At system turn-on, 100 mile range is automatically selected. Internal memory for range pushbuttons is always active. 17.16.5.12 Display Area 17.16.6 Tilt Management To assist you in setting the tilt control to minimize display of ground clutter when viewing weather targets, the factors relating to management of the tilt control are briefly given. The basis of this discussion assumes the aircraft is flying over relatively smooth terrain which is equivalent to sea level in altitude. The pilot must make necessary adjustment for the effects of mountainous terrain on the following provided guidelines. The figure below is provided to aid visualizing the relationship between tilt angle, flight altitude, and selected range. The figure shows the distance above and below aircraft altitude, in a present low altitude situation, that is illuminated by the 7.5' beam width of a 12 inch flat plate radiator during level flight with the antenna adjusted for 3.75o up-tilt.

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17-B Diagram: Tilt Setting for Minimal Ground Target Display

17.16.7 General Operation Considerations 17.16.7.1 Detection Weather Radar can only accurately detect rainfall. The rate or amount of rainfall is then displayed in four levels by color. BLACK . . . . . . . . . Level 0 . . . . . . . . . . . . . Less than 0.04 . . . . . . . . . . . . . . . . . . . . (in/hr.) ASHEN . . . . . . . . . Level 1 . . . . . . . . . . . . . 0.04 to 0.17 . . . . . . . . . . . . . . . . . . . . . . (in/hr.) YELLOW . . . . . . . Level 2 . . . . . . . . . . . . . 0.17 to 0.5 . . . . . . . . . . . . . . . . . . . . . . . (in/hr.) RED . . . . . . . . . . . . Level 3 . . . . . . . . . . . . . Greater than 0.5 . . . . . . . . . . . . . . . . . . . (in/hr.) Refer to the RADAR DISPLAY AND THUNDERSTORM LEVELS VERSUS RAINFALL RATES TABLE, page 12.

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17-C Diagram: Radar Display and Thunderstorm Levels Versus Rainfall Rates Table
DISPLAY LEVEL RAINFALL RATE (MM/ HR) RAINFALL RATE (INCHES/HR) VIDEO INTEGRATED PROCESSOR (VIP) MAXIMUM CATEGORIZATIONS CALIBRATED STORM VIP RAINFALL RATE RANGE (NM) 12-INCH FLATCATEGORY LEVEL (MM/HR) PLATE (INCHES/HR) EXTREME 6 GREATER THAN 76 125 (5) INTENSE 5 50-125 (2-5) VERY STRONG 4 25-50 (1-2) STRONG 3 12-25 (0.5-1) MODERATE 2 2.5-12 56 (0.1-0.5) 38 WEAK 1 0.25-2.50 (0.01-0.1)

3 RED

GREATER THAN 12

GREATER THEN 0.5

2 4-12 (YELLOW) 1 1-4 (GREEN) 0 LESS THAN (BLACK) 1

0.17-0.5 0.04-0.17 LESS THAN 0.04

The severity of a storm may be masked or hidden as the radar will only display one level of color. A display of red may indicate a storm category from strong to extreme. When the GAIN control is in MAX, the weather radar cannot differentiate storm levels greater than a VIP level 3. Simply stated, if a radar display level 3 (RED) is being painted, you cannot determine if the red area is a VIP 3, 4, 5 or 6 level storms. Proper use of the GAIN control allows you to estimate rainfall rates greater than the normal display level 3 (RED) return. Targets still being displayed in a reduced gain condition would imply severe turbulence, hail, and very heavy rainfall is likely. By varying the GAIN control it is possible to estimate the intensity of the storm level. 17.16.7.2 Attenuation (loss of radar pulse energy)
NOTE:

As a radar pulse travels through the atmosphere, it progressively loses the ability to return to the receiver with enough energy to produce a level 1 (green), 2 (yellow) or 3 (red) returns, that loss of signal strength is called attenuation and is due primarily to distance and precipitation. 17.16.7.3 Distance All airborne weather radars have a maximum range for detecting any returns from a storm that contains approximately 2 in/hr. rainfall. This is a performance index that results when certain standard conditions are applied. (Example) At 10,000 feet the PRIMUS 200SL radar is capable of showing at 56 NM, a level 1 (green) return from a storm that has a rainfall rate of 0.04 to 0.17 in/hr. Refer to the Radar display and thunderstorm level versus rainfall rates graph (Diagram 17-C) and note the results of attenuation due to distance. At 123 NM, 2 in/hr. of rainfall which is a level 4 or possibly 5 storm, will only produce a level 1 (green) return. The important thing to remember is that any return, regardless of the display level from a distant storm, usually indicates extremely high rates of rainfall and moderate to severe turbulence can be expected.

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DC-6 OPERATING MANUAL Another effect of attenuation due to distance that should be remembered is that when the aircraft is flying directly toward a displayed target, the decrease in range will cause the target to intensify. This intensification may be the result of decreasing range and not necessarily target intensification. A poorly repaired or maintained radome can blind the radar antenna, resulting in poor transmission and reception of signals. Ice buildup on the radome will also greatly reduce signal strength. At normal cruise speeds the DC-6 aircraft will travel 3.5 to 4 NM per/min. It is recommended the 100 NM range be used for normal search (25 min. alert). Once the target comes within 50 NM, select the 50 NM range (12 min. working area). If required either the 25 NM or 10 NM range may be used for interpretation. 17.16.7.4 Precipitation Moisture, and especially rainfall, attenuates radar signals. The amount of attenuation due to precipitation depends entirely on the rainfall rate. For example, the radar might not be able to detect a VIP level 5 or 6 storm even at 125 NM if the radar was searching through moderate rainfall. There are instances where extremely heavy rainfall can attenuate the transmitted pulse of any radar to useless levels in the order of a couple of miles. This attenuation could be so great that you could interpret it as no return (level 0 or black) indicating NO RAINFALL AHEAD when, in fact, the aircraft could be entering an area of serious thunderstorm activity. These areas of no returns or radar shadows are caused by the inability of the radar pulses to penetrate the storm. Once an area of moderate or greater rainfall is entered, the ability of the radar to detect more rainfall farther out is reduced by attenuation due to the rain the aircraft is currently flying through. Therefore, while flying through precipitation, any returns being displayed on the radar should be interpreted as heavy rainfall and associated turbulence. The important thing to remember about attenuation due to precipitation is that the radar pulse often cannot penetrate the rainfall to detect other storms behind the first, or in some instances, the radar may not even be able to detect the full depth of the primary target. YOU ARE CAUTIONED TO NEVER PRESUME THAT AN AREA BEHIND HEAVY RAINFALL IS CLEAR OF PRECIPITATION BECAUSE THE RADAR IS SHOWING A LEVEL 0 (black) RETURN. 17.16.7.5 Flight Hazards
NOTE:

Flight hazards due to weather conditions are primarily the results of turbulence and hail. Wet hail can be detected by radar, but turbulent air by itself will not provide a radar echo. Areas having high rainfall rates are ordinarily associated with turbulence, and it is from this rainfall that radar echoes are reflected and the accompanying turbulence associated with the rainfall is implied. Some clouds, often of the cumulus and stratus type, do not contain sufficient moisture to reflect a detectable echo; however, these clouds are usually not a hazard to flight. Hail results from updrafts carrying water high enough to freeze, consequently, the greater the height of a thunderstorm echo, the greater the probability that it contains hail. An estimate of the height can be made by the amount of antenna up-tilt required to view the upper part of the target echo. In the upper regions of a cloud where ice particles are dry (no liquid coating on the particle), echoes will be less intense. Liquid water reflects about 5 times more radar energy than solid ice particles of the same mass. 17.16.7.6 Thunderstorms Updrafts and downdrafts in thunderstorms carry water throughout the cloud. The more severe the drafts, the greater the amount of water contained in the cloud. From the intensity of radar echoes from this moisture, assumptions can be made about the turbulence involved. When the displayed target intensity is the highest (red), due to large amounts of water, the turbulence is more severe. The steeper the intensity gradient (gain control) of a target, the stronger the turbulence, areas that show a solid red (or contoured) display should be avoided by a wide margin. Areas between closely spaced, intense echoes may contain developing clouds not having enough moisture to produce an echo. The lightest level (green) may or may not be displayed, which would indicate light rainfall rates or no rainfall; yet, these areas could have strong
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DC-6 OPERATING MANUAL updrafts or downdrafts. In penetrating a squall line, fly as far from building cells as possible. Avoid contoured areas of the display (areas of intense turbulence) by at least 10 NM or more, whenever possible. Targets showing wide areas of green are generally precipitation without severe turbulence. Newly developing cells often do not contain sufficient water to reflect an echo, yet they can cause severe turbulence. In general, detour to the diminishing side of thunderstorms, especially if passing at close range

17.17 KLN 89B Global Positioning System Supplement

17.17.1 Section I - General The KLN 89B GPS panel mounted unit contains the GPS sensor, the navigation computer, a CRT display, and all controls required to operate the unit. It also houses the data base card, which plugs directly into the front of the unit. The data base card is an electronic memory containing information on airports, Nav Aids, Intersections, SID'S, STARS, Instrument Approaches, special use airspace, and other items of value to the pilot. Every 28 days, Bendix/King receives new data base information from Jeppesen Sanderson for the North American data base region. This information is processed and downloaded onto the data base cards. Bendix/King makes these data base card updates available to KLN 89B GPS users. Provided the KLN 89B GPS navigation system is receiving adequate usable signals, it has been demonstrated capable of and has been shown to meet the accuracy specifications of: VFR/IFR en route oceanic and remote, en route domestic, terminal, and instrument approach (GPS, LoranC, VOR, VOR-DME, TACAN, NDB, NDB-DME, RNAV) operation within the U.S. National Airspace System, North Atlantic Minimum Navigation Performance Specifications (MNPS), Airspace and latitudes bounded by 74 North and 60 South using the WGS-84 (or NAD 83) coordinate reference datum in accordance with the criteria of AC 20-138, AC 91-49, and AC 120-33. Navigation data is based upon use of only the global positioning system (GPS) operated by the United States.
NOTE:

Aircraft using GPS for oceanic IFR operations may use the KLN 89B to replace one of the other approved means of long-range navigation. A single KLN 89B GPS installation may also be used on short oceanic routes, which require only one means of long-range navigation. FM approval of the KLN 89B does not necessarily constitute approval for use in foreign airspace.

NOTE:

17.17.2 Section II - Limitations 1. The KLN 89B GPS Pilots Guide, P/N 006-08736-0000. Dated May 1995 (or later applicable revision) must be immediately available to the flight crew whenever navigation is predicated on the use of the system. The Operational Revision Status (ORS) of the Pilots Guide must match the ORS level annunciated on the Self-Test page. 2. IFR Navigation is restricted as follows: a. The system must utilize ORS level 01 or later FAA approved revision. b. The data on the self-test page must be verified prior to use. c. IFR en route and terminal navigation is prohibited unless the pilot verifies the currency of the data base or verifies each selected waypoint for accuracy by reference to current approved data. d. Instrument approaches must be accomplished in accordance with approved instrument approach procedures that are retrieved from the KLN 89B database. The KLN 89B database must incorporate the current update cycle.

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DC-6 OPERATING MANUAL The KLN 89B Quick Reference, PA 006 08787-0000, dated 5/95 (or later applicable revision) must be immediately available to the flight crew during instrument approach operations. Instrument approaches must be conducted in the approach mode and RAIM must be available at the Final Approach Fix. APR ACTV mode must be annunciated at the Final Approach Fix. Accomplishment of ILS, LOC, LOC-BC, LDA, SDF, and MLS approaches are not authorized. When an alternate airport is required by the applicable operating rules, it must be served by an approach based on other than GPS or Loran navigation. The KLN 89B can only be used for approach guidance if the reference coordinate datum system for the instrument approach is WGS-84 or NAD-83. (All approaches in the KLN 89B database use the WG~84 or the NAD-83 geodetic datums.)

e. The aircraft must have other approved navigation equipment appropriate to the route of flight installed and operational. 17.17.3 Section III - Emergency Procedures/Abnormal Procedures 1. If the KLN 89B GPS information is not available or invalid, utilize the remaining operational navigation equipment as required. 2. If a RAIM NOT AVAILABLE message is displayed while conducting an instrument approach, terminate the approach. Execute a missed approach if required. 3. If a RAIM NOT AVAILABLE message is displayed in the en route or terminal phase of flight, continue to navigate using the KLN 89B or revert to an alternate means of navigation appropriate to the route and phase of flight. When continuing to use GPS navigation, position must be verified every 15 minutes using another IFR approved navigation system. 4. Refer to the KLN 89B Pilots Guide, Appendices B and C, for appropriate pilot actions to be accomplished in response to annunciated messages. 17.17.4 Section IV - Normal Procedures WARNING:Familiarity with the en route operation of the KLN 89B does not constitute proficiency in approach operations. Do not attempt approach operations in IMC prior to attaining proficiency in the use of the KLN 89B. CAUTION:DO NOT REMOVE OR INSTALL DATA CARDS. This responsibility has been changed to the Maintenance Department and is a maintenance function. 17.17.4.1 Operation Normal operating procedures are outlined in the KLN 89B GPS Pilot's Guide, P/N 00-0878-0000, dated May 1995, (or later applicable revision). A KLN 89B Quick Reference, P/N 006 08787-0000 dated 5/95 (or later applicable revision) containing an approach sequence, operating tips and approach related messages is intended for cockpit use by the KLN 89B familiar pilot when conducting instrument approaches. 17.17.5 System Annunciators/Switches/Controls 1. HSI NAV presentation (NAV/GPS) switch annunciator - May be used to select data for presentation on the pilot's HSI; either NAV data from the number one navigation receiver or GPS data from the KLN 89B GPS. Presentation on the HSI is also required for autopilot coupling. NAV is green - GPS is blue. 2. Message (MSG) enunciator - Will flash to alert the pilot of a situation that requires attention. Press the MSG button on the KLN 89B GPS to view the message. (Appendix B of the KLN 89B Pilots Guide contains a list of all of the message page messages and their meanings). MSG is amber.

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DC-6 OPERATING MANUAL 3. Waypoint (WPT) annunciator - Prior to reaching a waypoint in the active flight plan, the KLN 89B GPS will provide navigation along a curved path segment to ensure a smooth transition between two adjacent legs in the flight plan. This feature is called turn anticipation. Approximately 20 seconds prior to the beginning of turn anticipation the WPT annunciator will flash, going solid upon initialization of the turn and extinguishing upon turn completion. WPT is amber. WARNING:Turn anticipation is automatically disabled for FAF waypoints and those used exclusively in SID/STARS where over flight is required. For waypoints shared between SID/STARS and published en route segments (requiring over flight in the SID/STARS), proper selection on the presented waypoint page is necessary to provide adequate route protection on the SID/STARS 4. HSI course control knob Provides analog course input to the KLN 89B in OBS when the NAV/GPS switch/annunciator is in GPS. When the NAV/GPS switch annunciation is in NAV, GPS course selection in OBS mode is digital through the use of the controls and display at the KLN 89B. The HSI coarse control knob must also be set to provide proper course datum to the autopilot if coupled to the KLN 89B in LEG or OBS.
NOTE:

Manual HSI course centering in OBS using the control knob can be difficult, especially at long distances. Centering the d-bar can best be accomplished by pressing D (see Diagram 17-D) and then manually setting the HSI pointer to the course value prescribed in the KLN 89B displayed message.

17-D Diagram: D

5. GPS approach (GPS APR ARM/ACTV) switch/annunciator - Used to: Manually select or deselect approach ARM (or deselect Approach ACTV) and; Annunciate the stage of approach operation either armed (ARM) or activated (ACTV). Sequential button pushes if in ACTV would first result in approach ARM and then approach arm canceled. Subsequent button pushes will cycle between the armed state (if an approach is in the flight plan) and approach arm canceled. Approach ACTV cannot be selected manually. GPS APR and ARM are white, ACTV is green.

6. RMI NAV presentation switch - May be used to select data for presentation on the RMI; either NAV 1 data from the number one navigation receiver, NAV 2 data from the number two navigation receiver or GPS data from the KLN 89B GPS. 17.17.5.1 Pilots Display Left/right steering information is presented on the pilot's HSI as a function of the NAV/GPS switch position. 17.17.5.2 Autopilot Coupled Operation NOT APPLICABLE 17.17.5.3 Altitude Alert Aural Tones 1. 1000 feet prior to reaching the selected altitude three short tones. 2. Upon reaching the selected altitude two short tones. 3. Deviating above or below the selected altitude by more than the warning altitude - four short tones.

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DC-6 OPERATING MANUAL 17.17.5.4 Approach Mode Sequencing and Raim Prediction The special use airspace alert will automatically be dubbed prior to flying an instrument approach to reduce the potential for message congestion. 1. Prior to arrival, select. a STAR if appropriate from the APT 7 page. Select an approach and an initial approach fix (IAF) from the APT 8 page.
NOTE:

Using the outer knob, select the ACT (Active Flight Plan Waypoint's) pages, pull the inner knob out and scroll to the destination airport, then push the inner knob in and select the ACT 7 or ACT 8 page. To delete or replace a SID, STAR or approach, select FPL 0 page. Place the cursor over the name of the procedure; press ENT to change it, or CLR then ENT to delete it. 2. En route, check for RAIM availability at the destination airport ETA on the OTH 3 page.
NOTE:

RAIM must be available at the FAF in order to fly an instrument approach. Be prepared to terminate the approach upon loss of RAIM. 3. At 30 NM from the airport: Verify automatic annunciation of APR ARM.
NOTE:

Note automatic scaling change from 5.0 nm to 1.0 nm over the next 30 seconds. Update the KLN 89B altimeter barometric setting as required. Internally the KLN 89B will transition from en route to terminal integrity monitoring.

4. Select NAV 4 page to fly the approach procedure. If receiving radar vectors, or need to fly a procedure turn or holding pattern, fly in OBS until inbound to the FAF.
NOTE:

NOTE:

OBS navigation is TO-FROM (like a VOR) without waypoint sequencing. NOPT routes including DME arcs are flown in LEG. LEG is mandatory from the FAF to the MAP. Select HDG mode for DME arc intercepts. NAV or APR coupled DME arc intercepts can result in excessive overshoots (aggravated by high ground speeds and/or intercepts from inside the arc).

WARNING:Flying final outbound from an off airport VORTAC on an overlay approach; beware of the DME distance increasing on final approach, and the GPS distance to waypoint decreasing, and not matching the numbers on the approach plate. 5. At or before 2 NM from the FAF inbound: Select the FAF as the active waypoint, if not accomplished already. Select LEG operation. 6. Approaching the FAF inbound (within 2 NM): Verify APR ACTV. Note automatic scaling change from 1.0 nm to 0.3 nm over the 2 nm inbound to the FAF. Internally the KLN 89B will transition from terminal to approach integrity monitoring.

7. Crossing the FAF and APR ACTV is not annunciated: Do not descend. Execute the missed approach.

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DC-6 OPERATING MANUAL 8. Missed Approach: Climb

NOTE:

Navigate to the MAP (in APR ARM if APR ACTV is not available). There is no automatic LEG sequencing at the MAP. After climbing during accordance with the published missed approach procedure, press D (see Diagram 17-D) verify or change the desired holding fix and press ENT.

9. APR ARM to APR ACTV is automatically provided when: You are in APR ARM (normally automatic) You are in LEG mode! The FAF is the active waypoint! Within 2 nm of the FAF Outside of the FAF Inbound to the FAF RAIM is available

10. Direct To operation between the FAF and MAP cancels APR ACTV. Fly the missed approach in APR ARM. 11. Flagged navigation inside the FAF may usually be restored (not guaranteed) by pressing the GPS APR button changing front ACTV to ARM. Fly the missed approach. 12. The instrument approach using the KLN 89B may be essentially automatic starting 30 NM out (with a manual barometric setting update) or it may require judicious selection of the OBS and LEG modes. 13. APR ARM may be canceled at any time by pressing the GPS APR button. (A subsequent press will reselect it.)

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17-E Diagram: KLN 89B Controls

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DC-6 OPERATING MANUAL 17.17.6 Quick Reference KLN 89/89B Bendix/King 17.17.6.1 Airport (APT) Pages 1. Ident, Elevation, Name, City, State, use type 2. Latitude/Longitude, Bearing/Radial and distance 3. Time from UTC, fuel, approaches, radar environment 4. Runway numbers, length, surface, lighting 5. Comm frequencies 6. User remarks 7. SID/STAR procedures 8. Non-precision approach procedures 17.17.6.2 VOR Pages 1. Ident, Frequency, Name. Lat/long 2. Magnetic station declination bearing/distance 17.17.6.3 NDB Pages 1. Ident, Frequency, Name. Lat/long 2. Bearing/distance 17.17.6.4 Intersection (INT) Pages 1. Ident, Lat/long, bearing/distance 2. Location relative to VOR 17.17.6.5 User-defined Waypoint (USR) Pages 1. Ident, Lat/long, bearing/distance 2. Location relative to VOR 17.17.6.6 Active Waypoint (ACT) Pages 1. Waypoint pages for active flight plan 2. Waypoints and/or the direct-to waypoint 17.17.6.7 Navigation (NAV) Pages 1. Active waypoint/leg, CDI, DTK, TK, bearing, ETE 2. Present position (lat/long or radial/distance) 3. Present time, departure time, ETA at destination, elapsed flight time 4. Moving map 17.17.6.8 Flight Plan (FPL) Pages 0. Active flight plan 1 - 25 Stored (numbered) flight plans 17.17.6.9 Calculator (CAL) Pages 1. Trip calc for distance, bearing ESA, and ETE 2. Trip calc for fuel requirements 3. Alarm/timer 4. Pressure altitude 5. Density altitude 6. True airspeed (TAS) 17-20
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DC-6 OPERATING MANUAL 7. Winds aloft 8. Sunrise/sunset 17.17.6.10 Setup (SET) Pages 1. Position initialization for GPS receiver 2. Date, time, and time zone initialization 3. Data base update 4. Turn anticipation enable/disable 5. Default first waypoint character 6. Nearest airport criteria 7. SUA alert enable/disable 8. Barometric pressure units 9. Altitude alerting 10. Low voltage warning 11. Display brightness 17.17.6.11 Other (OTH) Pages 1. GPS state, GPS altitude, EPE 2. GPS signal status 3. RAIM prediction 4. List of user-defined waypoints 5. List of airports and user waypoints with stored remarks 6. Software versions 7. *Fuel required, on board 8. *Fuel endurance, range, efficiency 9. *Fuel flow 10. *Cumulative fuel used 11. *TAS, Mach 12. *SAT, TAT, pressure alt, density alt * Page only displayed if appropriate equipment is interfaced with KLN 89B 17.17.7 KLN 89B Instrument Approach Reference WARNING:Make sure that you have practiced instrument Approaches with the KLN 89B in VFR weather before attempting To fly approaches in IMC. 17.17.7.1 Approach Sequence 1. Flight Plan a. SELECT an approach from the APT 8 page. b. CHANGE or DELETE approaches on the FPL 0 page. 2. Get established on the final approach course. a. VERIFY APR ARM is annunciated within 30 nm of destination. b. SELECT the NAV 4 page. c. SELECT OBS mode for radar vectored intercepts, procedure turns and holding patterns. Use OBS mode until inbound to the FAF.
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DC-6 OPERATING MANUAL d. SELECT LEG mode for NOPT routes including DME arcs. LEG mode is mandatory from the FAF to the MAP. 3. At or before 2 nm from the FAF inbound: a. SELECT the FAF as the active waypoint. b. SELECT LEG mode. 4. At 2 nm inbound to the FAF: a. VERIFY APR ACTV annunciated. 5. At the FAF if APR ACTV not annunciated. a. DO NOT DESCEND. b. EXECUTE MISSED APPROACH. There is no automatic leg sequencing at the MAP. 6. After the MAP. a. FLY the exact published missed approach procedure from the approach charts. b. Press D verify automatic selection of the first waypoint of the missed approach procedure (usually the missed approach holding point). Change if desired. 17.17.7.2 Tips 1. The data base must be up to date. 2. Only one approach can be in the flight plan at a time. 3. APT 8 page is used for approach and IAF selections. (Use the active waypoint pages when the destination airport is in the active flight plan.) 4. Data cannot be altered, added to or deleted from the approach procedures contained in the data base. (DME arc intercepts may be relocated along the arc through the NAV 4 page or FPL 0 page.) 5. To change or delete a SID, STAR or approach, press ENT to change it, or >CLR then ENT to delete it. 6. Some approach waypoints in the data base may not appear on the approach plates (in some cases this includes the FAF)! 7. Waypoint suffixes attached to some flight plan waypoints: i = IAF, f = FAF, m = MAP, h = missed approach holding fix. 8. Use the NAV 4 page for flying approaches. 9. At 30 nm from the destination airport the KLN 89B will go into APR ARM if there is an approach in the flight plan. Left/Right D-bar scaling will change from 5.0 nm to 1.0 nm over the next 30 seconds. 10. If the approach includes a DME arc, the DME arc intercept point will be: a. On your present position radial off the arc VOR when you select an arc IAF, or b. The beginning of the arc if currently on a radial beyond the arc limit. To adjust the arc intercept to be compatible with a radar vector, bring up the first waypoint of the arc in the NAV 4 page scanning field (or under the cursor on the FPL 0 page), Press >CLR then ENT. Fly the ARC in LEG. Adjust the HIS or CDI course pointer with reference to the desired track value on the NAV 4 page (it will flash when the pointer needs to be adjusted). Left/Right D-bar information is relative to the arc. Displayed distance is not along the arc but straight to the active waypoint. (The ARC radial is also displayed on the NAV 4 page.) 11. Two nm from the FAF inbound and in LEG, the KLN 89B will go into APR ACTV and the D-bar scaling will change from 1.0 nm to 0.3 nm.
NOTE:

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DC-6 OPERATING MANUAL 12. APR ARM to APR ACTV is automatic provided all of the following are satisfied: a. In APR ARM (normally automatic). b. In LEG mode! c. FAF is the active waypoint! d. Within 2 nm of the FAF. e. Outside the FAF. f. Inbound to the FAF. g. RAIM is available. (For early prediction go to OTH 3 page.) 13. RAIM availability is mandatory for approach operation. 14. APR ACTV mode is mandatory for approach operation. 15. DIRECT-TO operation between the FAF and MAP cancels approach ACTV. Fly the missed approach in APR ARM. 16. Flagged navigation inside the FAF may usually be restored by pressing the external GPS APR button to change from ACTV to ARM. Fly the missed approach procedure. 17. Instrument approaches using the KLN 89B may be essentially automatic starting 30 nm out (with manual baro setting update) or it may require judicious of the OBS and LEG modes. 18. APR ARM may be cancelled at any time by pressing the GPS APR button. (A subsequent press will reselect it.) 17.17.7.3 Page Messages Messages that could appear during approach operations. Refer to the pilots Guide for a complete list of messages. XXXXX Deleted From FPL 0 A pre-existing waypoint was deleted from FPL 0 because the same was in the approach/SID/STAR just loaded into FPL 0. APR ACTV Annunciator Fail Indicates an annunciator drive circuit failure. Discontinue approach operation unless already on final approach inside the FAF. Adj Nav Crs to XXX - Manually adjust the mechanical HSI or CDI to the indicated Value. APR ARM Annunciator Fail Indicates an annunciator drive circuit failure. Discontinue approach operation Unless APR ACTV is annunciated. Arm GPS Approach - Manually arm approach mode. (A reminder given 3 nm from the FAF if the approach mode was disarmed manually.) Bad Satellite Geometry, And RAIM Not Available - Can appear in approach ACTV mode only. Integrity monitoring is lost and satellite geometry is degraded. Can be followed by a NAV flag. Bad Satellite Geometry, See EPE on OTH 1 page - Integrity monitoring is lost and the estimated position error is greater than allowed for the current phase of flight. Cross check the position with other onboard equipment every 15 minutes. Check APR ACTV Annunciator - Indicates an over current condition in the annunciator circuit. Discontinue approach operation unless already on final approach inside the FAF. Check APR ARM Annunciator - Indicates an over current condition in the annunciator circuit. Discontinue approach operation unless APR ACTV is annunciated. GPS Course is XXX - Displays the new desired track when GPS is not displayed on the primary indicator. If Required Select OBS - Use OBS mode for holding patterns or procedure turns. Appears 4 nm from a waypoint that normally would require the OBS mode.

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DC-6 OPERATING MANUAL Press ALT To Set Baro - A reminder given 30 nm from the destination airport to update the barometric setting. Press GPS APR for NAV - After a NAV flag in approach ACTV mode, press GPS APR button to restore navigation for the missed approach. (Integrity monitoring is less critical in approach ARM mode so navigation may be restored.) RAIM Not Available APR Mode Inhibited Predict RAIM on OTH 3 - RAIM is predicted to not be available at either the FAF or the MAP. Determine when RAIM will be available on the OTH 3 page. Integrity monitoring is required for approach operation. RAIM Not Available, Cross Check Position - Integrity monitoring is absent. Compare the GPS position with other onboard navigation equipment. RAIM Position Error, Cross Check Position - RAIM has detected a problem with a satellite. Compare the GPS position with other onboard navigation equipment. Redundant WPTs in FPL, Edit Enroute WPTs As Necessary - Examine the active flight plan and remove those waypoints that occur both in the en route and the approach or SID/STAR sections of the flight plan. 17.17.7.4 Scratch Pad Messages Messages that could appear during approach operations. Refer to the Pilot's Guide for a complete list of messages. D CRS XXX - When in OBS mode, manually adjust the HSI or CDI course pointer to the prescribed value to provide direct-to navigation. Fpl is Full The KLN 89B cannot add any more waypoints to the flight plan. Invalid Add You cant add waypoints to the approach sequence. Invalid Del You cant delete waypoints from the approach sequence. No Apr In Fpl - No approach has been loaded into the flight plan when the APR ARM Button is pressed. No Intcpt The aircrafts actual track does not intersect with the DME arc. Alter course so that the actual track does intercept the arc. D Base Expire A reminder that the data base is out of date. 17.17.7.5 NAV 4 (Moving Map) Page Tips To scan through the active flight plan waypoints, pull out and turn the right inner knob. With desired waypoint displayed in scanning window, press and ENT to go direct-to the selected waypoint. To change what information is displayed on the map, press the CRSR button, select Menu? and press the ENT button to bring up a pop-up menu. Line 1: Display 5 nearest special use airspaces (SUAs); on or off Line 2: Display 9 nearest VORs; on or off Line 3: Display 9 nearest airports; on or off Line 4: Map orientation; N = North up, DTK = Desired track up, TK = Actual track up (when groundspeed >2 kts), HOG = Heading up (if heading supplied to the KLN 89(B)) To change the map scale factor: 1. Press the CRSR button. The cursor comes up over the map scale in the lower left corner of the map display. 2. Use the right inner knob to change between scale factors. 17-24
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DC-6 OPERATING MANUAL 3. For terminal area operations select AUTO scale factor. To change the navigation information displayed in the lower left comer: 1. Press the CRSR button 2. Use the right outer knob to move the cursor to the cyclic field in the lower left corner. 3. Press >CLR to change between the choices, which are: Groundspeed Estimated Time En route (ETE) to the active waypoint Crosstrack correction Magnetic Desired Track (DTK). DTK is always displayed in this area during DME arc approaches.

17.17.8 KLN 89(B) Buttons MSG - Displays the message page OBS - Changes between Leg and OBS navigation modes ALT - Displays the altitude pages, ALT 1 and ALT 2 NRST - Selects the nearest APT, VOR, NOB, INT, USR, SUA, FSS, or CTR NRST - Selects a direct-to waypoint >CLR - Cancels operations, and changes cyclic fields ENT - Approves an operation 17.17.8.1 Summary of Operation 1. Emergency Nearest Airport Search Press NRST then ENT. 2. Operation of right knobs Cursor On a. Press CRSR button. With the cursor on, outer knob controls cursor location and inner knob selects the character. b. With the inner knob in, make selection character by character. c. With inner knob out, make selection by scanning through the data base alphabetically. 3. Operation of right knobs - Cursor off a. Outer knob selects page type (APT, VOR, etc.) b. Inner knob selects specific page (APT 1, APT 2, etc.) 4. Direct To operation a. Press D once. Enter desired wpt using right concentric knobs, press ENT to view wpt info, press ENT to confirm. b. Alternatively, highlight desired wpt in flight plan then press D then press ENT to confirm c. To center D-bar. With non-wpt page displayed press D then ENT. d. To cancel direct to operation press D then >CLR then ENT.

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CHAPTER: 18 FLIGHT INSTRUMENTS

18.1
18.1.1

Pitot-Static System
Description

1. Pitot System - A dual pitot system supplies ram air pressure for the 3 airspeed indicators (Captains, First Officers and Navigators). The two systems are entirely separate; each consisting of a pitot tube on the ships nose and the necessary lines to the respective instrument panels (See Diagram 18-A). The left pitot tube supplies the Captains indicator; the right pitot tube, the First Officers and Navigators indicators. 2. Static System - Normal & Alternate Normal System Two independent heated static systems supply the Captains and First Officers altimeters, airspeed and rate of climb indicators. The cabin pressure control instruments and Navigators altimeter and airspeed are connected to the First Officers system. Alternate System - An alternate ice-free static source located inside the fuselage aft of the rear pressure bulkhead can be connected to either or both of the Captains and First Officers instruments through the static selector valves. Static Selector Valves - A selector valve located on the cockpit sidewall at each pilot position allows selection of the alternate static source.

3. Pitot & Normal Static Source AntiIcing System Chapter 20, page 28 for description of the pitotstatic antiicing system. 18.1.2 Normal Operation

Static Pressure Selector Valves If, on either Pilots instrument panel the flight instruments operated by the pitot-static system appear to be reading abnormally, set the respective static pressure selector valve to ALTERNATE SOURCE position. Pitot-Static Anti-Icing System chapter 20, page 28 as for operation of the pitot-static anti-icing system. Operational Notes

18.1.3

When using alternate source, keep in mind that there is a difference in the calibration charts between normal source and alternate source. If a leak exists in the alternate system and both pilots select an alternative source, both sets of instruments will be adversely affected. Before take-off, the Captains static instruments should be cross-checked against the First Officers, both should be checked against known reference values (field elevation, etc.). During flight, occasional crosschecks between Captains and First Officers instrument indicators should be made. Limitations 5K maximum difference between indicators Not over 10 K change 40 Ft. Field Elev. to 5000 ft. 1% above 5000 ft.

18.1.4

1. Airspeed (normal static) (alternate static) 2. Altimeters (normal static)

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DC-6 OPERATING MANUAL 18.1.5 18.1.5.1 Pitot Heat Power Failure Warning System General

Two red warning lights are located on the right overhead panel. Electrical power is 28 VDC supplied from the main DC bus. 18.1.5.2 Operation With DC power applied to the aircraft and the pitot heat selected ON, if electrical power fails to a pitot head, its respective light will illuminate.

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18-A Diagram: Pitot-Static System

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18.2
18.2.1

C-2A Gyrosyn Compass Indicator System

General

The C-2A gyrosyn compass indicator system is installed only on non-ILS equipped aircraft. Indicators comprise a master C-2A indicator and two slaved or repeater, indicators. The system is entirely separate and independent of the A-12 autopilot gyrosyn compass control system. Description

18.2.2

1. General - The C-2A gyrosyn compass indicator combines the functions of a directional gyro and a magnetic compass. Fundamentally, it is a directional gyro with a magnetic sense. In effect, it is a gyro-stabilized compass which provides stable directional indication under all conditions of air turbulence. It is north-seeking in the same sense as a magnetic compass but without the disadvantages of northerly turning error, oscillation or swinging. It does not drift, and therefore, requires no resetting. In addition to the indicator and directional gyro the principal components of the system comprise a flux valve, amplifier and slaving cut-out switch. 2. Indicator - The indicator, located on the Captains instrument panel, has a rotating card (dial) which is slaved to magnetic north by the flux valve/directional gyro system. A fixed, miniature airplane on the indicator face acts as a lubberline to indicate the magnetic heading of the aircraft. Located in the top right corner of the indicator is a small annunciator window; on its lower left corner is a synchronizer knob. The annunciator functions as follows: if the directional gyro and the sensed direction of the flux valve are aligned, the window is clear if not, the discrepancy is evident by a dot () or cross (X) appearing in a window, depending upon the direction of misalignment. During flight, the dot and cross alternately appear because the flux valve element is usually swinging; this is normal and is a sign that the gyrosyn compass is working properly, conversely, steady appearance of the dot or cross, during straight flight, is a sign of malfunction. The synchronizer knob, marked with dot and cross rotation indicating arrows, is used to synchronize the directional gyro with the flux valve. Pushing the knob in and then rotating it in the direction indicated for the cross or dot, depending upon the symbol appearing in the annunciator window, aligns the gyro and flux valve and clears the window of either symbol. When the knob is released, the indicator acts automatically to keep itself aligned with the earths magnetic field.

3. Flux Valve this unit, located in the fuselage tail cone, is the sensing device that provides the signal to keep the directional gyro always heading toward magnetic north. It consists of a Y-shaped metal core (or spider) pendulously suspended from a universal joint in a hemispherical-shaped plastic case. The case is filled with a fluid to dampen the oscillations of the element. At the center of the core is a coil excited by a 23V AC power, each leg of the core has a secondary winding. The earths magnetic field passes through the assembly and the resultant induced voltage is delivered to the directional gyro for interpretation and indication. 4. Directional Gyro - Located within the C-2A compass indicator housing, this is a gimbal-mounted horizontal gyro which is the rotor of a 2phase induction motor. A leveling system keeps the gyro in its normal horizontal position. Precision coils on the gyro gimbaled rings provide the force to keep the gyro aligned to magnetic north, the signal to operate these coils originating in the pickup coils of the flux valve and amplified in the amplifier. A change in aircraft heading rotates the indicator housing relative to the gyro assembly. Through gearing, this movement is transmitted to the indicator card which then rotates. Position of the card with respect to the indicator lubber line, gives the magnetic heading of the aircraft.

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DC-6 OPERATING MANUAL 5. Amplifier - Located on the radio rack, the amplifier is supplied; a. 115V 3-phase AC power through the Captains inverter switch via two 3-amp fuses b. 28V DC power from the secondary DC bus via a 5-amp GYRO COMPASS circuit breaker on the MJB. The amplifier performs the following functions: Amplifies and detects phase of signal from flux valve before directing it to the gyro precision coils and annunciator. Transforms the 115V AC power to 26V DC supply for the gyro stator. Supplies 23V AC power for the flux valve excitation coil. Reduces 28V DC power to about 14V for energizing the gyro clutch mechanism.

6. Slaving Cut-Out Switch - This is a toggle switch with 2 positions: GYROSYN COMPASS (normal pos1tion) and DIR. GYRO ONLY. It permits cutting out the slaving portion of the gyrosyn compass system. This can be used in event the compass becomes inoperative, or when the aircraft is near the earths magnetic poles where the horizontal components of the field are unreliable. The C-2A can then be used as a conventional unslaved directional gyro. With the switch in DIR. GYRO ONLY position, the Navigators Gyrosyn compass repeater and the card of the First Officers RMI continue to give the same indication as the Captains C-2A 7. Compass Repeater Indicators - The card of the First Officers RMI is slaved to and provides the same heading indication as the Captains C-2A indicator. A gyrosyn compass repeater located on the Navigators instrument panel and slaved to the Captains C-2A also provides the same indication; it is identical in appearance to the Captains C-2A except it does not have the annunciator window or synchronizer knob.
NOTE:

18.2.3

Operation

At the time the ships electrical system is energized, it is possible for the C-2A indicator and the flux valve to be as much as 180 out of alignment if the aircraft has been moved about on the ground. Slaving, or automatic synchronization, occurs at a rate of 3 - 6jminute. Hence, flux valve/indicator synchronization may take as much as 60 minutes if left to the normal system. To permit rapid synchronization, the C-2A synchronizer knob is used as follows: 1. Press and hold knob IN. This energizes the clutch which disengages the flux valve synch and card shaft from the gyro.
NOTE:

Rotate knob in direction indicated by the cross (X) or dot (.) arrows on the knob, depending upon which symbol appears in the annunciator window. Continue rotation until symbol in window just disappears or changes to the opposite symbol. Move slightly until window is clear of either symbol. Always turn knob in direction indicated by arrows since a false null exists at the reciprocal bearing and it is possible for the window to be clear of either symbol and yet have an actual 180 error on heading. Release knob.

CAUTION:Do not hold IN for a period of more than 2 minutes or damage may occur to the mechanisms. Verify heading by checking against the magnetic compass. Remember, that a normal magnetic compass is subject to many deviations and therefore, is not as accurate as the gyrosyn compass.

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CHAPTER: 19 OXYGEN SYSTEM

19.1
19.1.1

General
Description

A High pressure (18O0 PSI) is provided for use by the crew with a walk around bottle for use by the jumpseat occupant. 19.1.1.1 Supply The builtin oxygen supply is high pressure bottle located in the cockpit behind the F/O seat. 19.1.1.2 Regulators An automatic diluter demand regulator is located at each crew member position in the f1ight compartment (Captain, First Officer, and Flight Engineer). The oxygen mask plugs into an outlet fitting attached to the regulator. Oxygen flows to the wearers mask upon inhalation and shuts off upon exhalation. Exhaled air passes through the mask to the outside air through a valve in the mask. Located adjacent to the regulator is a blinkertype flow indicator which opens and closes (blinks) with each breath of oxygen inhaled by the user. Attached to the regulator is an AUTOMIX lever which has 2 positions: NORMAL OXYGEN AND 100% OXYGEN. In NORMAL OXYGEN position, the oxygen is being diluted with air in the proper proportions for the existing cabin altitude. In 100% OXYGEN position, only pure oxygen is supplied. The lever is safetywired in the 100% OXYGEN position. Also located on the regu1ator is a red EMERGENCY knob by means of which oxygen can be by passed around the demand mechanism and fed directly to the mask. Turning this knob to OPEN position converts the regulator to a continuous flow unit with the result that much oxygen is wasted, this in turn causing early exhaustion of the available supply. The knob is safety wired in CLOSED position and should be opened only in case of an obvious failure of the normal demand mechanism On some regulators, the AUTO-MIX lever positions are marked ON and OFF 19.1.1.3 Outlets
NOTE:

Outlets for the cockpit flight crewmembers are described in A-3 above 19.1.1.4 Masks Flight Crew Four (4) face masks are provided for the Captain, First Officer, Flight Engineer and jump seat position. The full-face mask attached to the walk-around oxygen bottle is stowed next to the bottle.

19.2
19.2.1

Normal Operation
Normal Operating Instructions

Check the cockpit oxygen cylinder shut-off valve is open. Normally carried closed when not in use. Diluter-demand regulator air valve control lever -100% OXYGEN for protective (or emergency) conditions. Select NORMAL OXYGEN position for other conditions. Put face mask on. Fully engage mating portions of disconnect couplings of mask and regulator breathing tubes.

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CHAPTER: 20 PRESSURIZATION, AIR CONDITIONING AND ANTI-ICING, DEICING SYSTEMS

20.1
20.1.1

Description
Pressurization and Air Conditioning

Description and operating procedures for the following sections, Air Conditioning, Pressurization, Heating and Cooling Systems, have been modified for EAC DC-6 aircraft. Both the DC-6 A & B aircraft have been modified by removal of the Pressurization and Air Conditioning systems as originally installed. 20.1.2 Basic Differences In EAC Operated Un-Pressurized DC-6 Aircraft

1. The company is using DC-6 aircraft with the pressurization and air conditioning systems removed and modified. 2. There are no changes in the performance or flight characteristics of the aircraft. 3. The following components have been removed from the aircraft. The cabin superchargers from #1 and #4 engine nacelles, drives, clutches, transmissions and related mountings for same. The supercharger bypasses valves from both nacelles. Belly scoop and associated oil coolers. Cooling turbine, axial flow fan, after-cooler, cold air bypass valve, and related brackets and drains from the heater compartment. Cabin pressure control valve and ducts, from lower fuselage. Cabin pressure relief valve and housing, from aft left fuselage. Cabin supercharger control panel, from cockpit. Emergency cabin altitude control system, from cockpit. Vacuum relief valves, from aft pressure bulkhead.

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20-A Diagram: Airfoil Anti-Icing Heaters and Air-conditioning Air Intakes

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20-B Diagram: Non-Pressurized Aircraft Air-conditioning Airflow

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20.2
20.2.1

Anti-Icing, Deicing Systems

Wing & Tail Anti-Icing System

20.2.1.1 Description 1. General - the leading edge of the wing and tail surfaces are heated by hot air from 3 combustion heaters, one for each wing and one for the tail surfaces. See Diagram 20-C and Diagram 20-D. 2. Heaters - the wing heaters are located in the wing leading edge outboard of #1 and #4 nacelle, the tail heater in the tail of the aircraft aft of the pressure bulkhead. 3. Fuel Supply - the 3 airfoil heaters receive their normal fuel supply from a fuel pump in #3 main tank, by means of a cross-feed system, a second source of fuel is available from the cabin heater fuel pump in #2 main tank. 4. Ignition System - each heater is provided with 2 spark plugs (dual ignition) 28V DC current from the ship's electrical system goes through a vibrator and a high voltage spark coil. Up to 20,000 Volts are delivered to the spark plugs. Switches in the cockpit permit checking heater operation on either of the 2 ignition systems. The vibrator has 2 sets of contacts, NORMAL and RESERVE, with a selector switch to permit selecting the RESERVE set. This switch is located in the heater compartment and not accessible in flight. A 3 AMP fuse in the 28V DC lead to each heater ignition unit prevents total ignition failure as a result of a ground in one vibrator which could cause voltage drop and result in failure of the opposite vibrator. On some aircraft this fuse is in the heater compartment and not accessible in flight.

5. Air Supply System - in flight, the heaters are supplied with air from their respective air scoop (in the wing leading edge between inboard and outboard nacelles for wing heaters; in leading edge of vertical stabilizer for tail heater). During ground operation, the wing heaters are supplied with ventilating air from #2 & #4 propeller blasts, and combustion air from the ground blowers; both are necessary for heater operation. For the tail heater, a ground blower supplies both ventilating and combustion air during ground operation. All ground blowers are automatically put into operation when the RH main gear shock strut is compressed.
NOTE:

# 2 & 4 generators are supplying power. the airfoil heater master switch is ON. # 2 & 4 engine throttles are in forward pitch range.

The wing heaters are automatically shutoff when # 2 or 4 engine throttles are in reversepitch position. 6. Cycling, Overheat & Fire Detector Thermo-switches - A group of cycling and overheat thermoswitches in the air ducts downstream from the heaters regulate the temperature of the air supplied to the leading edges. This air temp is read on the anti-icing heater temperature indicators in the cockpit. Temperature of the air is controlled by supplying the heater intermittently with fuel. Since each heater has 2 fuel systems, 2 controls are necessary. Consequently, 6 switches are installed, 3 for each fuel system. Two of these are cycling switches; the third is an overheat switch. For temperature settings of these switches, see topic D. Cycling Switches - These control the air temp by opening and closing the solenoid-operated fuel valves in the heater accessories container. When the heater discharge air temp falls, the cycling switches open the fuel valves and admit fuel to the heater; when the air temp rises, the switches close the valves, cutting off the fuel supply.

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DC-6 OPERATING MANUAL Overheat Switch - If the cycling switches allow the air temp to become excessive, the overheat switch will close the fuel valves in the heater accessories container, thus shutting off the supply of fuel to the heater. The switch also prevents overheating of the heater should it be accidentally ignited with very low ventilation air flow. Fire Detector Thermo-switch - Fire detector thermo-switches located a short distance downstream from the heater are connected to the fire warning system. When the air temp exceeds its setting, the switches actuate and turn on the respective heater fire warning light and alarm bell in the cockpit.

7. Heater Control Switches - Control switches for the system are as follows: Master Switch - A 2 position (ON-OFF) switch (AIRFOIL HEATER MASTER) controls the 3 airfoil heaters. It is mounted next to the CABIN HEATER MASTER SWITCH. Ignition Switches - Adjacent to the master switch are 3 switches, one for each airfoil heater for selection of either NORMAL (DUAL IGN) or CHECK (SINGLE IGNITION). The NORMAL (DUAL IGN) position is the one normally used. In this position, one spark plug can stop firing but the other will continue to fire. The CHECK (SINGLE IGNITION) position is used for checking the spark plugs to determine whether both are operative.

In this position, one of the 2 spark plugs will fire when #1 fuel is selected; when #2 FUEL is selected, the other plug will fire. Fuel Switches - Adjacent to the heater ignition switches are three 2 position toggle switches (one for each airfoil heater) for selection of either #1 FUEL or #2 FUEL system for each heater. These positions refer to two alternate fuel controls systems (#1 and #2) contained in each heater control can (See Diagram 20-C). For example, if #1 system is being used and malfunctions, placing the switch in #2 Fuel position permits fuel to pass through the #2 system and thus allows continued heater operation. The switches are actually placarded #1 FUEL & (#1 IGN CHECK) and #2 FUEL & (#2 IGN CHECK). The portion in parenthesis is due to these switches also being used during heater spark plug checks.

Cross Feed Switch - This switch permits fuel for airfoil anti-icing heater operation to be obtained from the cabin heater fuel pump in event the anti-icing heater fuel pump malfunctions. Its positions are NORMAL SYSTEM and CROSS-FEED.

On the ground, the cabin heater master switch must be on to obtain crossfeed to the airfoil heaters. 8. Pressure & Temperature Indicators - Anti-icing heater temp and fuel pressures are shown on 4 dual indicators. The temps indicated are heater air discharge temps, the fuel pressures are heater fuel nozzle pressures.
NOTE:

The temperature indicators are red lined at 210oC to show the maximum permissible heater temperatures that may be used. The cabin heater temperature and fuel pressure are also shown on these indicators.

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NOTE:

Normal Operation

The wing and tail anti-icing heaters should not be turned ON when the OAT is above +10oC except for in-flight and on-ground heater checks of not over 15 minutes duration, provided that the limit temperature of 210oC is not exceeded. 1. Ground Operation a. #2 & 4 engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPERATING ABOVE GENERATOR CUT-IN SPEED (APPROX. 900 RPM) b. Generator switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON & GENERATORS ON THE BUS c. Airfoil heater master switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON d. Heater fuel pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK, (Should be 3 - 10 PSI e. Heater temperature rise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FOR INDICATION f. When check complete . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TURN HEATERS OFF 2. In Flight a. Heater fuel CROSS-FEED switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL SYSTEM b. Airfoil heater FUEL & IGN SELECTOR switches . . . . . . . . . . . . . #1 FUEL & (#1 IGN CHECK) c. Airfoil heater IGNITION SELECTOR switches . . . . . . . . . . . . . . . . . . . . NORMAL (DUAL IGN) d. Airfoil heater master switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON e. Heater fuel pressures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK For a given airspeed, fuel pressure should be within maximum and minimum range shown in Diagram 20-E. f. Heater cycling temperatures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK See Diagram 20-F and Diagram 20-G (tail heater) & (wing heaters) for maximum and minimum cycling temperatures that should be obtained. g. To turn off airfoil anti-icing system: Airfoil heater master switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 3. Heater Fuel Crossfeed Operation - Any variation from the fuel pressures shown in Diagram 20-E should be analyzed to determine if the faulty operation concerns one heater or all heaters. a. If the fuel pressure varies for one heater, select #2 FUEL system for that heater. b. If fuel pressure varies for all heaters simultaneously, try using the CROSS-FEED position of the CROSS-FEED/NORMAL SYSTEM selector switch.
NOTE:

CAUTION:Do not use crossfeed if lack of fuel pressure is considered to be caused by a broken line. Turn the airfoil heater master switch OFF. 4. In Flight Daily Heater Check - In order to provide an operational check of the airfoil heater dual fuel system, these systems should be checked during normal heater operation and/or anytime a malfunction is suspected. a. All airfoil heater fuel and ignition switches. . . . . . . . . . . . . . . . . . . . .#1 FUEL & #1 IGN CHECK b. All airfoil heater ignition switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SINGLE IGNITION c. Airfoil heater master switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON d. After stabilization, record temperatures and fuel pressures. e. Master switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF f. Allow heaters to purge approximately 45 seconds; then g. Fuel and ignition selector switches . . . . . . . . . . . . . . . . . . . . . . . . . . .#2 FUEL & #2 IGN CHECK 20-6
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DC-6 OPERATING MANUAL h. Master switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON i. After stabilization, check for any material difference in operation between #1 and #2 systems. If any is noted, record in the aircraft logbook. j. Fuel & ignition selector switches . . . . . . . . . . . . RETURN TO SYSTEM #1 & DUAL IGNITION k. Master switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF, UNLESS CONTINUED HEATER OPERATION IS REQUIRED 20.2.1.3 Emergency Operation 1. Excessive Heater Temperature - If the temperature indicator for any airfoil heater exceeds its red-lined limit, proceed as follows: a. Position respective HEATER FUEL & IGNITION SELECTOR switch to other system (#2 FUEL if #1 FUEL was being used. b. Watch temperature indicator to make certain it drops to within limits. c. If temperature continues to exceed limits, turn AIRFOIL HEATER MASTER switch OFF. If it is necessary to operate the heaters, manually turn heater master switch Oil and OFF as required to maintain temperature within operating. 2. Loss of Heater Fuel Pressure and/or Temperature a. If there is temp indicated but no fuel pressure indicated for any airfoil heater, its fuel pressure indicator has probably failed; no action is necessary since fuel pressure indication is not necessary for operation of the heaters. b. If there is fuel pressure, but heat output is not sufficient, turn the heater OFF; wait 30 seconds and then turn the heater ON. c. If no pressure or temperature is indicated on any airfoil heater indicators, proceed as follows: Position respective HEATER FUEL & IGNITION SELECTOR switch to other fuel system. If heater still fails to operate, place HEATER FUEL SYSTEM switch in CROSS-FEED. d. If no pressure or temperature is indicated on any of the indicators, proceed as follows: Check that following circuit breakers on the MJB are set: Main, Tail and L&R Wing Airfoil Heaters. Main, Airfoil and Cabin Heater fuel pumps. Cabin Heater power and control. Check inverter output voltage (should be 26 VAC). If there is neither fuel pressure nor temp indication, turn AIRFOIL HEATER MASTER switch OFF.

e. If malfunctioning of the left and/or right wing airfoil heater is indicated by their respective fuel pressure and temperature indicators, the L&R wing airfoil heater circuit breaker may be manually tripped. This will turn off both wing heaters, leaving the tail heater in operation. f. If malfunctioning of the tail heater is indicated by its fuel pressure or temp indicator, the tail heater circuit breaker may be tripped leaving the two wing heaters in operation. 3. Heater Backfiring - If an airfoil heater backfires during an initial heater start, as evidenced by fluctuating heater fuel pressure, turn the airfoil heater master switch OFF. If icing conditions demand airfoil heater operation, it is considered safe to operate any backfiring heater(s) during the icing conditions. Since a backfiring heater may not produce adequate heat, the following steps should be taken to stop the backfiring: a. Place HEATER FUEL & IGN SELECTOR switch for the backfiring heater on the other system, and turn AIRFOIL HEATER MASTER switch ON.
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DC-6 OPERATING MANUAL b. If backfiring continues, as indicated by lack of adequate temperature and fluctuating fuel pressure, turn master switch OFF again.
NOTE:

Backfiring should not be experienced at airspeeds in excess of 156 knots IAS. Limitations - Wing and Tail Anti-Icing Heaters

20.2.2

1. Fuel Pressures a. Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10 PSI b. Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . See Diagram 20-E 2. Minimum indicated temperature. . . . . . . . . . . . . . . . . . . . . . . . . . See Diagram 20-F and Diagram 20-G 3. Maximum indicated temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210oC
NOTE:

Do not operate if OAT exceeds +10oC except for short test period. 4. Thermo-switch Settings: a. 1st cycle switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186oC b. 2nd cycle switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198oC c. Overheat switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218oC d. Fire detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 272oC

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20-C Diagram: Airfoil Heater Fuel & Airflow Systems

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20-D Diagram: Tail Anti-Icing System

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20-E Diagram: Heater Nozzle Fuel Pressure

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20-F Diagram: Wing Anti-Icing System Minimum Gage Temperature

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20-G Diagram: Tail Anti-Icing System Minimum Gage Temperature

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20.3
20.3.1

Windshield Anti-Icing System

Description General

20.3.1.1

Hot air from the cabin heater is supplied to the windshield for anti-icing purposes. The above figure is a schematic diagram of the system. Besides supplying heat for anti-icing, the system supplies varying degrees of heat to the windshield for vinyl warming and thus "bird-proofing" purposes. 20.3.1.2 Duct System Windshield The hot air first passes through the windshield anti-icing control valve then up through the center post of the windshield, forced between the windshield double panels, and exhausted through the double paned curved corner windows. From the corner windows, the air is ducted down the cockpit sidewalls and then may be exhausted into the cockpit or beneath the floor. This flow direction is controlled by 2 valves; one at floor level just aft of the Captain's left rudder pedal, and one on the lower forward corner of the First Officer's side window. These valves have 2 positions: TO COCKPIT UNDERFLOOR Defogging By-Pass Duct The windshield by-pass valve is located in a small duct which bypasses the windshield warming valve. It is electrically actuated and is used to pass a limited amount of warm air to the windshield for de-fogging of the windshield during warm weather high humidity operation. This valve is opened by positioning the Windshield Heat Selector Switch to the 10oC to 0oC (de-fogging) position. (see Diagram 20-H and Diagram 20-I) Radome The radome is not anti-iced in EAC aircraft. 20.3.1.3 Controls

Airflow in the system is controlled by a rotary 4-position WINDSHIELD HEAT AND RADOME ANTI-ICING selector switch, its positions have the following functions: (see Diagram 20-H and Diagram 20-I) OFF ABOVE 10oC This position is used when the OAT is +10oC or higher. Both the anti-icing control valve and the defogging bypass valve are closed and, therefore, there is no airflow to the windshield. 10oC to 0oC (De-fogging) In this position, the anti-icing control valve is still closed but the defogging by-pass valve is now open, allowing warm air from the cabin heater to flow to the windshield. The position is used for windshield de-fogging. The by-pass valve remains open when selecting the 3rd and 4th switch positions. to -40oC 0oC

NOTE:

In this position, the switch partially opens the anti-icing control valve and arms the cabin heater. This sends hot air to the windshield. For cabin heater operation, the master switch must be ON. ANTI-ICING & RADOME In this position, the anti-icing control valve opens fully. As the cabin healer continues to operate, maximum heat is now available for windshield anti-icing.
NOTE:

The radome is not anti-iced in EAC aircraft.

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DC-6 OPERATING MANUAL

NOTE:

When the anti-icing control valve is fully open, it shuts off the crossover duct to the cockpit mixing valve.

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20-H Diagram: Windshield Temperature Control Schematic

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20-I Diagram: Flight Compartment and Windshield Airflow

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DC-6 OPERATING MANUAL 20.3.2 20.3.2.1 Normal Operation - Ground & Flight General

Regulate the windshield heat supply by setting the windshield heat control switch according to the OAT. 20.3.2.2 Operational Notes 1. Bird Proofing The vinyl windshield (inner pane) can withstand a temperature of 70oC (approx.) before it starts to delaminate. The optimum temperature range in which the vinyl is most elastic, hence most efficient as a bird barrier, is +27oC to +49oC. Below +10oC, the vinyl is brittle and affords little bird protection. a. Keeping the windshield heat control switch positioned according to the OAT will insure that the vinyl is adequately warm for bird-proofing. b. If the cockpit is warm, positioning the windshield control switch for VINYL WARMING is not necessary since the heat storage in the cockpit is sufficient for vinyl warming. c. To prevent exposing the vinyl windshield to unduly excessive temperatures with attendant possibility of damage or delamination, caution should be exercised in using the ANTI-ICING & RADOME position. Using this position when the OAT is appreciably above freezing may produce excessive vinyl temperatures, with resultant damage. 1. If, under this OAT condition (above freezing), there is need of cabin heater operation, the heater should be turned ON by means of either the COCKPIT TEMPERATURE rheostat or the 0oC to -40oC position (not ANTI-ICING & RADOME position). 2. Increasing Airflow Volume to Windshield - the amount of windshield heat available increases in volume as individual main cabin cold air outlets are closed. 3. Cabin Heater Maximum Temperature - during operation of the cabin heater, monitor its temperature gauge. Should it exceed 177oC in flight, a secondary dropout switch in the system will close and cause one of the cabin heater 3-amp Fuses to blow, shutting off heater fuel and ignition. a. These fuses are located inside the "J" box in the heater compartment. If these fuses are replaced enroute, care should be taken not to allow the heater temperature to exceed 135oC. Should it tend to exceed this, turn the heater off temporarily by use of the heater master switch. 4. Windshield Defogging - certain combinations of temp and humidity will cause moisture to condense from the air between the windshield panels and settle on the inner surfaces of the glass, obscuring vision. Once formed, "anti-icing" airflow with heater operation will be required to clear the panels. a. Fogging will occur whenever the air between the panels becomes supersaturated. Dry, uncirculated air between the panels will not fog. However, in descent even with the windshield switch off, some exchange of airflow will increase the susceptibility of fogging. b. Maximum airflow with cabin heater operation provides positive anti-fogging protection. Recognizing, however, that it is not always desirable to operate throughout the entire descent and landing with the windshield control in "anti-icing", the following general rules are recommended to protect against windshield fogging during landing: Prior to starting descent, set windshield heat and cabin heater controls as required for atmospheric conditions anticipated for final approach and landing. CAUTION:If atmospheric conditions are such that the windshield may fog during approach and landing, turn the cabin heater ON well in advance. Use the COCKPIT TEMPERATURE control if windshield airflow is not desired during descent. Then, if fogging should occur, turning the Windshield Heat control to ANTI-ICING & RADOME will immediately provide a high flow of hot air that will 20-18
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DC-6 OPERATING MANUAL clear the windshield. If cabin heater is not turned ON in advance and this air is not hot, turning the Windshield Heat control to ANTI-ICING & RADOME will temporarily worsen the fogging condition. During approach and landing, avoid any changes of windshield heat and cabin heater controls that will decrease the volume or temperature of airflow to the windshield. If windshield fogging occurs, use ANTI-ICING & RADOME airflow with cabin heater operation to clear the panels. 20.3.3 Limitations

Max cabin heater temp for windshield anti-icing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .135oC

20.4
20.4.1

Propeller Deicing System

Description General

20.4.1.1

The propellers are protected from excessive ice formation by electrical heating elements mounted on the blades. These create sufficient intermittent heat to raise the blade surface temperature above freezing so that existing ice is loosened and thrown off by centrifugal force. The propellers are heated in sequence by means of a timer. The deicing circuit to a propeller is open and inoperative whenever the auxiliary (feather) pump for the propeller is operating (feathering, unfeathering, reversing, un-reversing). 20.4.1.2 Heating Elements The heating elements contain electrically conductive strips that are Energized through brushes on the engine nose section and a slip ring assembly mounted behind the propeller. Each element extends out to about 30 inches from the blade tip. 20.4.1.3 Power Source The system operates on DC current. TWO circuit breakers for the system, one labeled PROP DE-ICE CONTROL and the other MANUAL CONTROL, are located on MJB circuit breaker panel. 20.4.1.4 Timer To prevent an excessive power drain on the electrical system, the timer energizes each propeller deicing circuit in sequence, starting with #1 propeller. The sequence then repeats until the system is turned OFF. 20.4.1.5 Heater Cycle The power ON/OFF cycle is 20 seconds ON, 60 seconds OFF. 20.4.1.6 Master Switch Normal automatic operation of the system is controlled by a master switch which has PROP DE-ICER, ON and OFF positions. 20.4.1.7 Ammeter & Ammeter Selector Switch An ammeter and a rotary PROP DE-ICER AMMETER SELECTOR switch permit the Current drain of the propeller heating elements to be monitored: The selector switch has 5 positions, OFF-1-2-3-4. To monitor the current flow on the ammeter, the switch is placed in the numbered position corresponding to the propeller being checked. When the timer rotates around to the position for that propeller the ammeter will indicate for 20 seconds and then return to zero for 60 seconds, this sequence continuing to repeat until the next propeller is selected or the system turned OFF.
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DC-6 OPERATING MANUAL The current draw of the blade heaters varies with ambient air temperature. Manual Prop Deice Controls

20.4.1.8

For use in event the timer becomes inoperative, 4 manual prop deice toggle switches are provided. These are guarded switches and each has 2 positions: TIMER and MANUAL. For normal operation, the switches remain in TIMER position (guards down). When manual operation becomes necessary, they are placed in MANUAL position. All or any of the switches can be placed in MANUAL position. Then by turning the prop deice ammeter selector switch, the ammeter readings will be indicated and the propeller(s) selected will be deiced. Thus, for manual operation, the ammeter selector switch also serves as the prop heat ON/OFF control for each propeller as well as the means for obtaining current flow indication. If the automatic system (timer) is being used and the Pilot wishes to deice only #3 and #4 propellers, for example, #1 and #2 manual control switches are placed in MANUAL position. This opens the circuits to the blade heaters on #l and #2 propellers and, consequently, only #3 and #4 propellers are de-iced. Normal Operation The propeller deicing system is best utilized in the prevention of excessive ice formation rather than removal of ice after it has affected prop operation. The system should be put into operation when icing conditions are first anticipated and should be turned off after the condition no longer exists. Partial timer and manual deicing operation is not recommended.

20.4.2
NOTE:

NOTE: NOTE:

The DC-6 MEL states that all systems maybe inoperative provided the aircraft is not operated in known or forecasted icing conditions. 20.4.2.1 Ground Operation 1. Prop Deice Test a. All engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . above 900 RPM b. Master Prop Deice Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON c. TIMER/MANUAL switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TIMER POSITION d. Rotate ammeter selector switch and check ammeter readings in each position. 150 40 AMPS = (110 to 190 AMPS) e. Master Prop Deice Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 2. Operation with Engines Shut Down With engines inoperative, the propellers do not have cooling airflow. Therefore, the operating time limitations as listed on page 21 must be observed. 3. Extended Ground Operation With engines running, If propeller icing is anticipated as a result of extended ground operation under conditions of fog or invisible moisture at OAT's below +35oC, use the following procedure: Do not use the prop deice system. If actual existence of prop ice is suspected, shutdown at least one engine and check prop visually. If prop ice exists, it should be removed with glycol and the aircraft then taxied to takeoff position and takeoff made as soon as practicable. Prop deicers should be turned on at the same time that Maximum Power is applied for take off.

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DC-6 OPERATING MANUAL 20.4.2.2 In Flight 1. Automatic de-icing. a. Master Prop Deice Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON b. Timer/Manual Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TIMER c. Master Prop Deice Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF WHEN DEICING NO LONGER REQUIRED If it is desired to deice only a specific propeller (or propellers), place the TIMER/MANUAL switches for prop(s) not to be heated to the MANUAL position. Remaining prop(s) will then continue to be heated by timer action. 2. Manual Deicing a. Master prop Deice Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF b. Timer/Manual Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALL TO MANUAL c. Ammeter Selector Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ROTATE AS REQUIRED Do not exceed 1 minute in any one position. Allow 3 minutes before again selecting same position.
NOTE:

20.4.3

Return to OFF when not in use. Limitations

20.4.3.1 Maximum Ground Operating Time (Engines Not Running) Timer (automatic) 3 cycles maximum in any 30-minute period, not to be operated while engines are not running. Manual 1 minute max at each position of prop deice ammeter selector switch in sequence but no more than twice in any 30-minute period. Not to be operated while engines are not running.

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20-J Diagram: Propeller Deice Controls

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20-K Diagram: Propeller Blade Heating Elements

20.4.3.2 Maximum Ground Operating Time (Engines Running) TIMER (automatic) Unlimited (with engines running at or above generator cut-in speed). MANUAL 1 minute maximum at each position of prop deice ammeter selector switch when operated in sequence.

20.5
20.5.1

Carburetor and Windshield Alcohol Deicing Systems

General

Two alcohol de-icing systems are provided; one for the 4 engine carburetors and the other for the windshield. A 16 gallon supply tank, located in the RH wing fillet, serves both systems. An electric pump is located externally of the tank in the outlet line. There is an alcohol quantity indicator in the cockpit. The tank also incorporates a quantity indicator which is accessible on the ground only.
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DC-6 OPERATING MANUAL A solenoid shutoff valve is provided in each of the 4 carburetor supply lines and one in the windshield supply line. These open when their control switches are actuated and close when the switches are returned to the OFF position. The 2 systems are powered by the aircraft DC power supply through 2 WINDSHIELD & CARB Deice circuit breakers on the MJB panel, one labeled SOLENOID VALVE and the other PUMP. Carburetor Alcohol Deicing Systems

20.5.2

20.5.2.1 Description General If carb preheat is insufficient to prevent ice formation, or is applied too late, the carburetor alcohol system can be used. Spray Jets Alcohol under pump pressure is supplied to a spray manifold located around the lower end of each carburetor air intake duct and just above the carburetor top deck. Controls The system is controlled by 4 spring loaded toggle switches, one for each engine. They are located on the heater control panel and placarded CARBURETOR DE-ICER. 20.5.2.2 Normal Operation See ENGINE ICING Chapter 10, page 14. 20.5.3 Windshield Alcohol Deicing Systems

20.5.3.1 Description General In addition to thermal anti-icing for the windshield (refer to this chapter, page 14), alcohol can be sprayed over its exterior surfaces. Controls The system is controlled by an ON/OFF toggle switch and a needle valve. 1. The switch is located on the overhead panel, is placarded WINDSHIELD ALCOHOL DE-ICE. An indicator light above the switch comes ON when the switch is placed ON. 2. A manually operated needle valve controls the rate of alcohol flow to the windshield. It is located at floor level on the RH cockpit sidewall adjacent to the First Officer's position. 20.5.3.2 Normal Operation 1. To operate the windshield alcohol deicing system, proceed as follows: a. Needle Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FOR CLOSED POSITION b. Windshield Alcohol Deice Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON c. Indicator light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FOR ON d. Needle valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN AS REQUIRED e. When windshield alcohol no longer required: Windshield Alcohol Deice Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Needle valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED 2. The windshield alcohol system should only be used for emergency conditions to make certain alcohol is available for carburetor de-icing.

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DC-6 OPERATING MANUAL If the Cabin Heater fails no windshield heat will be available. The alcohol system is then the primary windshield de-icing system. 20.5.3.3 Limitations 1. Supply tank capacity - 16 gallons. 2. Carburetor Alcohol Approximately 100 lbs/hour per engine or about a 17 minute Total supply for the 4 engines, provided no alcohol used for the windshield.
NOTE:

3. Flow Rate Carburetors - 1/4 Gal/Min./Carb Windshield - 1/3 Gal/Min. at Max flow

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20-L Diagram: Alcohol Deicing System

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20-M Diagram: Carburetor and Windshield Alcohol Deicing System

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20.6
20.6.1

Pitot Heat, Static Vent, Airscoop and Splitter Anti-Icing Systems

Description General

20.6.1.1

The pitot heads, static pressure vents and cabin heater combustion airscoop are kept free of ice by electrical heating elements. 20.6.1.2 Power Source The system is powered by the 28V DC system through the following circuit breakers: (located on MJB circuit breaker panel) a. Airscoop Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wing (Disconnected) b. Airscoop Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cabin c. Pitot Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LH & RH 20.6.1.3 Control Switch The system is controlled by an ON/OFF toggle switch placarded STATIC VENT, PITOT & SCOOP HEATERS. When the switch is ON, all of the heating elements receive current. 20.6.1.4 Ammeter & Ammeter Selector Switch A rotating selector switch and an adjacent ammeter permit a check to be made of the operation of the various heating elements. The selector switch Positions are as follows, reading clockwise: WING SCOOPS (Disconnected) 20.6.2 BELLY SCOOP (Disconnected) CAPT. PITOT STATIC FIRST OFFICER PITOT STATIC CABIN HTR. COMB. AIR SCOOP Normal Operation

In flight, there is no time limit on operation of these electrical heaters. Ground operation of the heaters is limited to a maximum of 1 minute at a time. 20.6.3 Limitations

1. Ground operation time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 minute (max) 2. Normal amperage for each unit: a. Wing scoops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (Disconnected) b. Belly scoop leading edge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (Disconnected) c. Capt. pitot & static . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10 Amps d. First Officer pitot & static . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10 Amps e. Cabin Heater combustion air scoop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-16 Amps

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DC-6 OPERATING MANUAL

CHAPTER: 21 FIRE DETECTION AND EXTINGUISHING SYSTEM

21-A Diagram: Fire Detection and Extinguishing System

21.1

General

All potential fire areas in the aircraft are provided with a built-in fire protection system. Engine Zone 1 has fire detection but no CO2 protection. The system comprises fire detector e1ements, fire warning circuits (including warning lights, master warning bell and test circuits), a supply of CO2 extinguishing agent and controls in the cockpit for selection and discharge of CO2 to the protected areas. Details of the system are contained in other subjects in this section. Underfloor & Tail Compartment Viewer Provisions

NOTE:

21.1.1

Viewer holes in the main cabin floor and the aft pressure bulkhead permit checking the under-floor compartments and then tail compartments during flight. A special viewer device is used to inspect the compartments through these windows. All cargo EC-6 viewer, openings are covered with plywood and are not accessible in flight. 21.1.2 Portable Fire Extinguishers

For location, see Chapter 1, page 6. 21.1.3 Wing Ventilation Fire Control Doors

Located on separate bulkheads in Zone 3 of each outboard nacelle are two wing ventilation doors. The doors are springloaded to closed position but are held open by fusible links. In case of fire in that nacelle
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DC-6 OPERATING MANUAL area, the links will melt when subjected to a temperature of approximately 200C allowing the doors to close. This seals off the outboard nacelles from the wings. 21.1.4 Zone 2 Knockout Doors for Ground Extinguishers

Provisions are made for introducing CO2 into engine Zone 2 from a ground extinguisher by means of a knockout door located in the lower side of each nacelle.

21-B Diagram: Fire Detection System Test Button Panel

21.2
21.2.1

Fire Detection System

Description

21.2.1.1 Fire Detector Circuits Engine Nacelles - Each engine nacelle is divided into fire zones 1, 2 and 3 (Diagram 21-A, page 1). Two fire detector circuits are provided; one on Zone 1 and one that is common to Zone 2 and 3. The Zone circuit consists of 6 individual thermocouple units wired in series. The Zone 2/3 circuit consists of 13 thermocouple units wired in series. Lower Fuselage Compartments - Each lower fuselage compartment (forward baggage, aft baggage, hydraulic accessories and heater) has a seriesconnected, thermal-switch fire detector circuit. Combustion Heaters - Each combustion heater (cabin heater and 3 airfoil heaters) has a series-connected, thermal-switch fire detector circuit. 21-2
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DC-6 OPERATING MANUAL 21.2.1.2 Fire Warning Lights & Bell

A dual-bulb warning light for each individual detector circuit and a master alarm bell are provided. In addition, the two CO2 discharge handles, by means of integral dual-bulb lights, are also used for fire warning purposes. Nacelle Warning Lights - These are incorporated in the firewall shut-off handle, for each engine. If a Zone 1 circuit is energized, only the firewall shut-off handle for the affected engine illuminates. If a Zone 2/3 circuit is energized, the firewall shutoff handle and both CO2 discharge handles illuminate. Zone 1 has no CO2 protection. As a fire in this Zone may burn through into Zone 2 and 3, emergency procedures call for CO2 to be discharged into affected engine regardless of Zone indication.

Lower Fuselage Compartment Warning Lights - These are incorporated in the fire extinguisher selector valve handle for each compartment. Both CO2 discharge handles also illuminate if a lower compartment detector circuit is energized. Combustion Heater Warning Lights each combustion heater has its own warning light located on the heater fire control panel. Master Alarm Bell This bell sounds when any detector circuit is energized. It can be silenced only by turning OFF the FIRE WARNING BELL circuit breaker on the M&B. 21.2.1.3 Test System Normal circuit continuity of the fire detection system can be tested by a group of 10 push button switches. Pushing each switch gives the indication listed below. SWITCH Zone 1 Zone 2 & 3 Fwd. Bag Hyd. Acc. Compt Heater Compt. Aft. Bag L. Wing Htr. R. Wing Htr. Cabin Htr. Tail Htr. 21.2.2 INDICATION Bell; all engine firewall shut-off handles illuminate Bell; all engine firewall shut-off handles & both CO2 discharge handles illuminate Bell; fwd. Baggage Compt. CO2 selector handle & both CO2 discharge handles illuminate Bell; hyd. Accessories compt. CO2 selector handle & both CO2 discharge handles illuminate Bell; heater compt. CO2 selector handle & both CO2 discharge handles illuminate Bell; aft baggage compt. CO2 selector handle & both CO2 Bell; L. wing heater warning light ON Bell; R. wing heater warning light ON Bell; cabin heater warning light ON Bell; tail heater warning light ON

Normal Operation

The fire detection system is tested for proper operation at the following times: Flight Engineers pre-f1ight check During cruise on first leg of flight.

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DC-6 OPERATING MANUAL

21.3

CO2 Supply

21-C Diagram: CO2 Supply

21.3.1 21.3.1.1

Description General

The engines (except Zone 1) and nacelles, the wing anti- icing heater and the lower fuselage compartments are protected by the main CO2 supply. In addition, the cabin heater and the tail anti-icing heater are each equipped with a small, individual CO2 cylinder. 21.3.1.2 Main Supply The main CO2 supply, located in the nose wheel well, comprises cylinders arranged in 2 banks of 3 each. This provides 2 shots of CO2. The banks are designated LH and RH, respectively. Each cylinder contains 11.66 of CO2. The cylinders are discharged mechanically, for the engine nacelles and lower fuselage compartments and electrically for the wing heaters. A flood valve is mounted on the top of each cylinder. A double check tee pre-vents pressure from an unused bank from being dissipated in a used bank. Basically, the flood valves on the 2 aft cylinders in a bank are opened mechanically (by cable) In addition, each valve is capable of being opened by gas pressure bled from an adjacent discharging cylinder. For this purpose, pressure interconnect lines link together the 3 flood valves in each bank. By this method, all 3 cylinders in a bank discharge simultaneously whether the bank is discharged mechanically or electrically. A pair of CO2 discharge indicators discs (one red, one yellow) is located in the fuselage skin on either side of the nose wheel well. If a red disc is observed to be missing or ruptured, a thermal discharge (overboard) of one or more cylinders in a bank is indicated. Controls

21.3.1.3

The main CO2 supply mechanical-discharge controls are on the fire controls panel under the glareshield; the electrical-discharge control are located overhead on the heater fire control.

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DC-6 OPERATING MANUAL It is to be noted that, once started, CO2 discharge from the cylinder into the distribution system cannot be stopped, whether the cylinder are discharged mechanically or electrically. Likewise once discharge from the distribution system to a selected area is initiated, the complete charge from the bank will be dissipated. Mechanical Discharge Controls These comprise of 2 pul1-handles, one for each bank of main CO2 supply cylinders. They are placarded LH CYL (left bank) and RH CYL (right bank), respectively. Pulling either handle causes the respective bank to discharge. The CO2 then enters the main distribution system and flows to the endangered area. A 2nd shot is obtained, if necessary, by pulling the remaining discharge handle. Travel of discharge handle from full IN to full OUT is about .

Electrical Discharge Controls See the following references for description of the electrical discharge controls: page 7, Diagram 21-E Fire Extinguisher System Wing Heaters page 13, Diagram 21-K Fire Extinguisher System Cabin Heater page 15, Diagram 21-L Fire Extinguisher System Tail Heater

21.3.2

Operation

For emergency operation of the CO2 supply system, see amplified emergency procedures, Chapter 5.

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DC-6 OPERATING MANUAL

21.4

Engines and Nacelles

21-D Diagram: Engines and Nacelles

21.4.1 21.4.1.1

Description General

The engines (except Zone 1) and nacelles are protected by the main CO2 supply. Selection and discharge is accomplished mechanically. Controls are located on the main fire control panel under the glare shield. They comprise of 4 fire extinguisher selector valve handles (Firewall shut-offs) and 2 CO2 discharge handles. 21.4.1.2 Fire Extinguisher Selector Valve Handles (Firewall Shut-Offs) Pulling one of these handles accomplishes the following: 1. Closes the fuel, oil and (on inboard engines only) hydraulic fluid emergency shut-off valves and cuts off cooing air flow to the generator and engine mount.

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DC-6 OPERATING MANUAL 2. Opens a spring-loaded CO2 pilot valve for the engine. When a CO2 bank then released, the gas first passes through the pilot valve and thence to the spring- loaded direction valve. The pressure then opens this valve, all full flow from the CO2 main line to Zones 2 and 3. When pressure in the system subsides (approx. 2 seconds after pulling the CO2 bank discharge handle), the pilot and direction valve automatically close. In closing, the pilot valve pulls the selector valve handle approx. 3/4 towards its full IN position. Automatic closing of the pilot and direction valves eliminates having to manually push the selector valve handle IN to re-close those valves and thus avoid a split shot if CO2 has to be released to another area. The pilot and directional valves are located in the wing.

3. If a second shot of CO2 to the same engine is desired, it is necessary to re-cock the pilot valve by pulling the selector handle full out again before discharging the remaining bank of CO2. A spring stop under each selector valve handle serves the function shown by Position 4 of Diagram 21-G. If a propeller continues to windmill after its engine is shut down and no fire exists the oil supply emergency shut-off valve can be opened about half way by pushing the selector valve IN until its barrel contacts the spring stop. This permits some oil flow to the engine and thereby reduces the possibility of engine seizure due to oil starvation. The fuel and hydraulic emergency shut-off valves are not re-opened by this action, but the generator blast tube is partially re-opened. Position 5

21.4.1.3

If it is desired to return the handle to Position 5 (full IN), the spring stop must be held disengaged from the handle barrel by finger pressure while simultaneously pushing the selector valve handle IN until its barrel contacts the spring stop. The stop cannot be overridden by merely pushing on the handle Travel of the handles from full IN to full OUT is limited by a stop to about 3 1/2 inches. When pulling a handle, it is always pulled out as far as it will go, never to an intermediate position.

21-E Diagram: Engine Extinguisher Selector valve Handle Positions

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21.5

Lower Fuselage Compartments

21-F Diagram: Main CO2 System

FIRE EXTINGUISHER SELECTORS PULL ENGINE OR COMPARTMENT SELECTOR HANDLE BEFORE RELEASING FIRST CO2 DISCHARGE. PULL ENGINE OR COMPARTMENT SELECTOR HANDLE OUT AGAIN BEFORE RELEASING SECOND CO2 DISCHARGE

21.5.1 21.5.1.1

Description General

The lower fuselage compartments are protected by the main CO2 supply. Selection and discharge is accomplished mechanically. Controls are located on the main fire control panel under the glare shield. They comprise 4 fire extinguishers selector valve handles and 2 CO2 discharge handles.

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DC-6 OPERATING MANUAL 21.5.1.2 Fire Extinguisher Selector Valve Handles

Pulling one of these handles operates a springloaded pilot valve for that compartment. When CO2 bank is then released, the gas first passes through the pilot valve and then to a spring loaded direction valve. The pressure then opens this valve, allowing full flow from the CO2 main line to the compartment.

21-G Diagram: Lower Compartment Fire Extinguisher Selector Valve Handle Positions

1. When pressure in the system subsides (approx. 2 seconds after pulling the CO2 bank discharge handle), the pilot and direction valves automatically close. In closing, the pilot valve pulls the selector valve handle approx. 3/4 towards its full IN position; see Diagram 21-G. a. Automatic closing of the pilot and direction valves eliminates having to manually push the selector valve handle IN to re-close these valves and thus avoid a split shot of CO2 has to be released to another area. b. The pilot valves are in the cabin area, being located between the main fire control panel and the forward pressure bulkhead. The direction valves are forward of the forward pressure bulkhead and, therefore, outside the cabin area. 2. If a 2nd shot of CO2 to the same compartment is desired, it is necessary re-cock the pilot valve by pulling the selector handle full OUT again before discharging the remaining bank of CO2. 3. Travel of the handles from full IN to full OUT is limited to about 1 by stop. When pulling a handle, it is always pulled out as far as it will go never to an intermediate position. 21.5.1.3 Cabin Heater CO2 Supply When CO2 is discharged into the heater compartment, part of it also directed into the cabin heater itself. See Diagram 21-K on page 13 of this chapter. Thus, the cabin heater can receive 3 shots of CO2, two from the main supply and one from the small individual cylinder at the heater. 21.5.1.4 Operation For operation of the lower fuselage compartment fire extinguishing system, see Chapter 5 containing the amplified emergency checklist procedures.
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21-H Diagram: Heater Fire Control Panel

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21-I Diagram: Heater Fire Control Panel Electrical Schematic

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21-J Diagram: Wing Anti-Icing Heaters Fire Extinguishing System

21.6
21.6.1

Wing Anti-Icing Heaters

Description General

21.6.1.1

The wing antiicing heaters are protected by the main CO2 supply. Selector- and discharge are accomplished electrically. Controls are located on the overhead heater fire control panel. They comprise of a CO2 bank selector switch, two heater selector switches and a CO2 discharge switch.

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DC-6 OPERATING MANUAL CO2 Bank Selector Switch this is a two position toggle switch used to select the bank of cylinders to be discharged. The positions are LEFT BANK and RIGHT BANK. 21.6.1.2 Heater Selector Switch These are push button switches and are located under the hinged plastic cover on the panel. They are placarded L WING and R WING respectively. Pushing the desired switch arms the solenoidoperator directional valve for that heater shutting off the fuel and ignition to all three airfoil heaters and prevents any fuel from being delivered to the airfoil heaters from the cabin heater fuel pump. However, this does not affect operation of the cabin heater unless the cross feed fuel system is being used. These switches are not spring loaded and remain flush with the panel surface after being pushed in. They can only be reset (Returned to off), if that becomes necessary, by lowering the panel. 21.6.1.3 CO2 Discharge Switch
NOTE:

Pushing this switch energizes the selected heaters solenoidoperated directional valve and discharges the CO2 cylinder bank selected through the directional valve into the heater and surrounding area. The directional valve closes when the discharge switch is released since this cuts off power to the solenoid. If it subsequently becomes necessary to discharge CO2 into the opposite wing heater, the directional valve for the first heater will be reenergized resulting in the CO2 being split between the two heaters. 21.6.2 Operation

For operation of the wing heater fire extinguishing system, See Chapter 5, amplified emergency checklist procedures.

21.7

Cabin Heaters

21-K Diagram: Cabin Heater Fire Extinguisher

21.7.1 21.7.1.1

Description General

The cabin heater is provided with a small individual, electrically discharged CO2 cylinder, in addition to being connected into the main CO2 supply. The cylinder contains 1.03 lbs. of CO2. Controls for the cylin-

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DC-6 OPERATING MANUAL der are on the overhead heater fire control panel. They comprise 2 push button switches; one is a selector, the other discharges the cylinder. Thermal and normal discharge indicators are provided for the cylinder. 21.7.1.2 Selector Switch This is labeled CABIN and is located under the hinged, plastic cover on the panel. Pushing the switch arms the CO2 cylinder solenoid-operated control head, shuts-off the ignition and fuel supply for the heater, and also prevents the cross-feeding of fuel from the airfoil heater fuel pump to the cabin heater, if they are operated on the cross-feed system. Operation of the airfoil heaters is not affected. This switch is not spring-loaded and remains in the flush position with the panel surface after being pushed in. It can only be reset (returned to OFF), if that becomes necessary, by lowering the panel. 21.7.1.3 CO2 Discharge Switch
NOTE:

Pushing this switch energizes the CO2 cylinder solenoid control head, releasing the cylinder contents into the heater ventilating and combustion air chambers. This switch is also used to discharge the tail anti-icing CO2 cylinder. 21.7.1.4 CO2 Discharge Indicators A pair of CO2 discharge indicator discs (one red and one yellow) are located in the fuselage skin in close proximity to the cylinder. If the red disc is observed to be missing or ruptured, a thermal discharge (overboard) of the cylinder is indicated. If the yellow disc is observed to be missing or ruptured, a normal electric discharge of the cylinder is indicated. 21.7.2 Operation

For operation of the cabin heater fire extinguisher system, refer to Chapter 5, for the expanded emergency checklist procedure.

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21.8

Tail Anti-Icing Heater

21-L Diagram: Tail Anti-icing Heater

21.8.1 21.8.1.1

Description General

The tail anti-icing heater is provided with a small, individual electrically discharged CO2 cylinder. See Diagram 21-L. The cylinder contains 1.03 lbs. of CO2. This heater receives no CO2 from the main system supply. Controls for the cylinder are on the overhead heater fire control panel. They comprise 2 push-button switches; one is a selector, the other discharges the cylinder. Thermal and normal discharge indicators are provided for the cylinder. 21.8.1.2 Selector Switch This is labeled TAIL and is located under the hinged, plastic cover on the panel. Pushing the switch arms the CO2 cylinder solenoid-operated control head, shuts-off the ignition and fuel supply for all 3 airfoil heaters and prevents any fuel from being delivered to the airfoil heaters from the cabin heater fuel pump. However, this does not affect operation of the cabin heater unless the cross-feed fuel system is being used. This switch is not spring-loaded and remains flush with the panel surface after being pushed in. It can only be reset (returned OFF), if that becomes necessary, by lowering the panel. 21.8.1.3 CO2 Discharge Switch
NOTE:

Pushing this switch energizes the CO2 cylinder solenoid control head, releasing the cylinder contents into the heater ventilating and combustion air chambers. 21.8.1.4 CO2 Discharge Indicators A pair of CO2 discharge indicator discs (one red and one yellow) are located in the fuselage skin in close proximity to the cylinder. If the red disc is observed to be missing or ruptured, a thermal discharge (overboard) of the cylinder is indicated. If the yellow disc is observed to be missing or ruptured, a normal electric discharge of the cylinder is indicated.

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DC-6 OPERATING MANUAL 21.8.2 Operation

For operation of the tail heater fire extinguisher system, refer to Chapter 5, the expanded emergency checklist procedures. 21.8.3 21.8.3.1 Smoke Detector System General

A chloride pyrotector smoke detector system is installed in the cargo compartment and consists of 4 type II smoke detectors located in the ceiling at stations number 200, 400, 600 and 800. One red warning light and 4 test switches are located on the overhead electrical control panel next to the flight engineers map light and a single red warning light is located on the pressurization panel. Electrical requirements are 28V DC from the main DC Buss and circuit protection is located on the aircraft main junction box. 21.8.3.2 Operation With DC power applied to the aircraft, place #1 test switch to the test position and both red warning lights will illuminate. Repeat procedure for the 3 remaining units. If during normal operation a unit does detect smoke both warning lights will illuminate. Then follow the emergency procedure elsewhere in this manual.

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DC-6 OPERATING MANUAL

CHAPTER: 22 DIFFERENCES EVALUATION N555SQ

22.1 Introduction

In general, training for systems and procedures for Everts Air Cargo aircraft are centered on the base aircraft N351CE and difference that might exist between variant aircraft will be included in this chapter specific to individual aircraft.

22.2
22.2.1

Differences by Chapter
Chapter 1 Aircraft Description

N555SQ a DC-6B was manufactured as a civilian passenger aircraft and has been modified for cargo operations. Modifications to the aircraft were the de-activation of the pressurization system, installation of a cargo forward bulkhead, conversion of cargo compartment to a class E, modification of the ventilation system and installation of a manually actuated aft cargo door. Resultant differences are: No forward cargo door. 22.2.2 Aft cargo door dimensions = 76.5 x 140, manually activated. Maximum floor loading = 100 lbs. per square foot. Chapter 2 Limitations

No change 22.2.3 Chapter 3 Normal Procedures

Item 36, Preflight Inspection expanded check list; (2000 PSI disc brakes) Chapter 3 page 22 Run-up check for A.C. emergency output. 22.2.4 Chapter 4 Abnormal Flight Procedures

No change 22.2.5 Chapter 5 Emergency Operating Procedures

This Chapter, page 6 and page 7 Electrical Fire Emergency Procedures. 22.2.6 Chapter 6 Performance

No change 22.2.7 Chapter 7 Weight and Balance

Chapter 7 Floor Loading Limits DC-6A on page 3, lbs. per square foot unit load limited to 100 lbs. in lieu of 200 lbs. 22.2.8 Chapter 8 Special Procedures

No change 22.2.9 Chapter 9 Minimum Equipment List

No change
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DC-6 OPERATING MANUAL 22.2.10 Chapter 10 Engines No change 22.2.11 Chapter 11 Propellers No change 22.2.12 Chapter 12 Fuel System N555SQ has the standard 8 tank configuration with a total system capacity of 4934 US gallons. The tank vapor vent return flow from engines #1 and #2 will go to #2 main or #2 alternate tank and the flow from engines #3 and #4 will go to #3 main or #3 alternate tank dependant on fuel selector position. Fuel quantity indication is provided by a 115v 400 CPS capacitance probe system with respective engine tanks (ex. #1 main and #1 alt.) protected by a separate fuse in the right hand annex. Tank quantities are in pounds. Fuel quantities for individual tanks are as follows: #1 and #4 Main= 695 U.S. Gals. Each #2 and #3 Main= 719 #1 and #4 Alt= 526 #2 and #3 Alt= 527 TOTAL = 4934 U.S. Gals 22.2.13 Chapter 13 Oil System 555SQ does not have an auxiliary oil system. The oil quantity indicating system is powered by 26VAC with a 4 AMP protection fuse located in each individual engines instrument fuse in the Right Hand Annex. The oil quantity reads in gallons. 22.2.14 Chapter 14 Hydraulic System The hydraulic system is serviced with 5606 Mineral Hydraulic Fluid. The total hydraulic system quantity is 14.5 Gals., due to lack of cargo door plumbing and actuators. Wheel brakes are Goodyear Disc brakes with Lockout Cylinders. 22.2.15 Chapter 15 Flight Controls No Change 22.2.16 Chapter 16 Electrical System The electrical system differences include an oil quantity indicating system powered by 26VAC, the Oil quantity is indicated in U.S. Gallons. Landing Gear position indicating lights and a separate 26VAC wing flap indicating gauge is installed. A Takeoff Warning system is installed. Solid State Inverters supply AC power for normal operations, emergency AC power is supplied by 115V/400 cycle/3 Phase AC alternators on each inboard engine thru an Emergency Power selector switch located on the outboard side of each flight instrument panel. Refer to Diagram 22-A for DC distribution. Refer to Diagram 22-B for Emergency AC and DC distribution. Refer to Chapter 3 page 21 for procedures to check alternators. Refer to page 6 of this Chapter for Electrical Emergency Procedures.

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DC-6 OPERATING MANUAL 22.2.17 Chapter 17 Communication/Radio Nav Systems Refer to page 7 for communications and navigation systems. 22.2.18 Chapter 18 Flight Instruments Refer to King KCS 55/55A Pictorial Navigation System - Operation on page 11 for flight instrument layout. 22.2.19 Chapter 19 Oxygen Systems No Change 22.2.20 Chapter 20 Anti-Icing, Deicing/Defogging Systems No Change 22.2.21 Chapter 21 Fire Detection and Extinguishing Systems No Change

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DC-6 OPERATING MANUAL

22-A Diagram: DC Distribution N555SQ

22-4

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22-B Diagram: N555SQ Emergency DC and AC Power Distribution

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22.3
22.3.1 1. 2. 3. 4. 5. 6.

Emergency Procedures Abbreviated Checklist

Smoke Evacuation Smoke Evacuation N251CE, N351CE, N555SQ, N888DG and N9056R

Oxygen Masks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/100% Emergency Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ Smoke Emergency Ventilation Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SMOKE EMERGENCY Door to Cabin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED Cockpit windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED Cabin Smoke. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN OVERWING EMERGENCY EXITS Electrical Fire N251CE, N351CE, N888DG and N9056R

22.3.2 1. 2. 3. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15.

ENGINE RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AS/REQ EMER INST POWER GANG BAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER MASTER ELEC GANG BAR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DOWN Crew Oxygen Mask . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/100% Emergency Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ Call ATC on VHF #1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXPLAIN Smoke Evac . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IF NECESSARY All MJB CBs (except Emer CBs). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Battery Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Generator Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Generator Field CBs (one at a time) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Inverter Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Inverter CBs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Inverter Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Malfunctioning CB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Remaining CBs, One at a time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Master Elec Gang Bar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL Emergency Instrument Power Gang Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL Inflight Door Warning

22.3.3 1. 2. 3. 4. 5. 6.

Land as soon as practical Oxygen Masks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/100% Door-to-Cabin. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED Emergency Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ Door Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN OR BREAK Cabin Smoke. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN OVERWING EMERGENCY EXITS

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DC-6 OPERATING MANUAL 22.3.4 1. 2. 3. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. Electrical Fire N555SQ and N6586C

ENGINE RPM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2400 EMER INST POWER & WHITE LIGHTING SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON BATTERY & GENERATOR SWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Crew Oxygen Masks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/100% Emergency Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS/REQ Call ATC on VHF #1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXPLAIN Smoke Evac . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IF NECESSARY All MJB CBs (except Emer CBs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Battery Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON Generator Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON Generator Field CBs (one at a time). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON Inverter Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Inverter CBs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON Inverter Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON Malfunctioning CB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Remaining CBs, One at a time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON Emer Inst Power & Cockpit White Light Sws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL

22.4
22.4.1

Communications and Radio Navigation System

General

Communications and Radio navigation Equipment 555SQ 1. Dual Ding Radio KX155 VHF... Communications VOR/LOC and Glide Path Packages 2. Dual King Radio KR-87 ADF Systems 3. Dual Northern Air Technology AMS41 Audio Switching and Intercom System 4. Dual King Radio KCS-55 Compass Systems 5. Single King Radio KN-62A DME System 6. Single Narco AT-150 Transponder 7. Single Narco ELT-1O Emergency Locator Transmitter 8. Single - Marrow - GPS System Power Supply

22.4.2

Same as 351CE AC power - Flight Instruments Attitude Gyro and Turn and Bank Indicators receive power from the aircraft inverter with engine driven alternators on #2 and #3 engines as emergency source of power. Circuit Breakers and Fuses

22.4.3

DC circuit breakers for all avionics equipment are located on the junction sub panel in the radio rack. AC circuit breakers and fuses are the same as 351CE.

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DC-6 OPERATING MANUAL 22.4.4 Communications Controls

The KX155 transceivers #1 and #2 are located in the right hand and left hand flight instrument panels respectively. Frequency selection, volume and squelch controls are provided on the front panel of each Transceiver. Radio Navigation Systems Controls

22.4.5

Each KX155 includes a VOR - Localizer receiver and a Glide Path Receiver packaged with and colocated with the Communication Transceiver in the left and right light instrument panel. Frequency selection and volume controls are provided on front panels. King KR-82 ADF Receivers #1 and #5 are located in the pedestal AFT of the throttle quadrant. Radio Master Switch

22.4.6

The radio master switch is located in the center of the pedestal it is a three position ON-OFF-ON Switch with a mechanical lock which prevents inadvertent actuation. The center position (straight up) is off. Lifting the handle and moving the switch lever to forward ON connects the radio equipment to the main 28vDC bus means of a radio master relay through a 70 AMP circuit breakers. Lifting the handle and moving the switch lever to the aft ON position connects the radio equipment to the main 28vDC (feeder) buss by means of a different feed wire, radio master relay and circuit breaker. 22.4.7 Emergency Radio Electrical Power

Emergency 28v DC power is selected by the emergency/normal switch located in the center overhead panel right side aft and to the right of the battery / ground power switch. Placing this switch in the emergency position disables the normal radio master relays and connects DC radio feeder buss directly to the aircraft battery thru the emergency radio master relay protected by a 25 amp circuit breaker located on the main electrical junction box circuit breaker panel. 22.4.8 VHF Comm Systems

1. GENERAL - Two separate VHF Comm systems are provided: Transceivers are located in the Capt and First officer flight instrument panels. #1 Comm is on the left and #2 Comm is on the right. 2. Dual audio switching and intercom panels provide microphone and headphone connections to the desired transceiver. 3. TRANSCEIVERS - King Radio KX155 4. FREQUENCY RANGE - 118.0 to 135.975 in 25 khz step 5. CHANNELS - 720 6. TRANSMITTER POWER - 12 watts minimum 7. CONTROLS - Frequency selection, volume and squelch controls are front panel 8. OPERATION Radio Master Switch ON KX155 on - off vol. switch ON Select Frequency (Channel) Set Audio Panel MIC & Headphone switches to desired Transceiver Adjust volume

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DC-6 OPERATING MANUAL 22.4.9 VHF Navigation Systems

1. GENERAL - Two separate VHF Nay Systems are provided. The VOR-Localizer Receiver and glide Path receiver are packaged in the same housing with the Comm Transceiver. #1 VOR/LOC GS in the left flight instrument panel and the #2 VOR/LOC GS in the right flight instrument panel. Audio is available from both systems by means of selector switches on both audio switching panels. 2. RECEIVERS King Radio - KX155 3. FREQUENCY - RANGE 108.0 - 117.95 MHz 4. CONTROL - FREQUENCY SELECTION 0FF - ON volume controls front panel 5. CHANNELS - 200 VOR localizer REC 40 Glide path REC 6. COURSE DEV INDICATORS - King Radio ONE KI515A (hsi) on Captains flight instrument panel with King Radio K1209 repeater on F/O flight instrument panel. ONE KI525A (hsi) on F/O flight instrument panel with a King Radio KI-209 repeater on the Captains flight instrument panel 7. RELATIVE BEARING POINTERS - There is no provision for this function in this aircraft 8. OPERATION Radio Master Switch ON Same as 351CE

22.4.10 ADF Navigation System 1. GENERAL - Two separate ADF Nav Systems are provided. The receivers are located in the pedestal. OFF-ON volume control, frequency selector and function switches are provided on the front panel of each receiver. Audio from both systems is available both selector switches on both audio switching panels. 2. RECEIVERS - King Radio KR-87 3. FREQUENCY RANGE - Same as 351CE 4. CONTROLS - Controls are on the front panel (face) of these Receivers and provide for the following functions: Frequency select, ADF, BFO, Test and OFF-ON Volume. 5. RELATIVE BEARING POINTERS Two Radio magnetic indicators are provided, #1 in the Captains flight instrument group and #2 in the First Officers flight instrument group. Each RMI has one single bar pointer and one double bar pointer. The single bar pointers in both RMIs is driven by the #1 ADF Receiver, the double bar pointers is driven by the #2 ADF Receiver. There are no pointer switching provisions associated with either ADF system. 6. OPERATION Radio master switch ON OFF-ON volume control ON ADF function push button release (out position) pointers will be at, or go I o the Parked position which is 90 degrees to the longitudinal axis of the aircraft. Select frequency Select desired ADF on respective audio switching and intercom panel Set volume to comfortable level and identify station Press ADF button for automatic direction finding operation

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DC-6 OPERATING MANUAL 22.4.11 Marker Beacon Receiver 1. GENERAL - One marker beacon receiving system is provided. It consists of a receiver, two three amp indicators and a H1-LO sensitivity switch. Audio is available by selection of MKRswitch on both audio switching and intercom panels. 2. RECEIVER - NARCO - located in the main radio rack 3. ANTENNA - Boat shaped antenna mounted on the lower forward fuselage 4. CONTROL - The marker beacon system is powered up anytime the radio master switch is ON. A HI-LO sensitivity switch is provided and indicator lamps press to test for lamp checking. 22.4.12 Audio Switching and Intercom System 1. GENERAL - There are two audio switching intercom panels. The one on the left side of the pedestal facilitates switching of the Captains headphone and microphone to any Receiver, Transmitter or the Intercom function. The one on the right side of the pedestal provides the same access for the First Officers headphone and microphone (or headset). The Captains jack panel with jacks for a headphone and microphone (or headset) and smoke mask is located on the side panel near the Captains seat on the left hand side of the aircraft. A similar jack panel is located on the side panel near the First Officers seat on the right hand side of the aircraft. Jacks for the Engineers headphone, microphone and smoke mask are located in the radio rack. 2. CONTROLS The volume controls adjust the audio level for each amplifier. Audio select switch - these turn on the audio for a given radio through the speaker or phone or both as required. These switches are labeled as follows: VHF Communications One VHF Communications Two VHF Navigation One VHF Navigation Two Radio Compass one Radio compass Two Distance Measuring Equipment Marker Beacon (COM1) (COM 2) (NAV 1) (NAV 2) (ADF 1) (ADF 2) (DME) (MKR)

3. MICROPHONE SELECT SWITCH - This connects the microphone to the required radio or interphone and is labeled as follows: VHF Transmitter One (COM 1) VHF Transmitter Two (COM 2) HF Transmitter Interphone (HF) (INT)

22.4.13 Distance Measuring Equipment 1. General a single DME navigation system is provided. The receiver is located in the center instrument panel. The audio selectors are located on the audio control panel. 2. Receiver - King KN-62A 3. Controls Control head is located on the receiver and consist of a frequency selector and volume ON/OFF control with ground speed /time to station selectors. 4. Display - On the front panel of Receiver 5. Operation a. Both radio master switches cr1. Control head volume switches on. 22-10
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DC-6 OPERATING MANUAL Select frequency. Select either KTS or MIN.

22.4.14 Transponder 1. 2. 3. 4. 5. 6. General one transponder is provided, it is located in the pedestal. Transponder - NARCO AT15O. Transmitter Power 200 watts minimum. Mode A 4096 codes Mode C 100 ft. increments from 1000 ft. to 63,000 ft. Operation Both radio master switches on. Function selector to STBY (standby) position. Select proper code. Select ON or ALT position when required. Ident. is accomplished by pressing IDENT. Button. Reply light indicates interrogations.

22.4.15 Emergency Locator Transmitter 1. General - The aircraft is equipped with an ELT which is mounted on the left side of the fuselage behind the rear cabin bulkhead. 2. Transmitter - The transmitter is self-contained with its own battery and is activated on impact or by turning the unit on via the switch on the unit. The unit has a voice mode for emergency Use. 3. 0peration - Set unit to ARM.

22.5
22.5.1

King KCS 55/55A Pictorial Navigation System - Operation

Display Description

This section contains information pertaining to controls and indicators, operating procedures, and emergency operation of the KCS 55/55A Pictorial Navigation System. Refer to Diagram 22-A, Diagram 22-B and Diagram 22-C for additional information. 22.5.2 KI 525/525A Indicator and Controls Function This rotating card displays gyro stabilized magnetic compass information beneath the Lubber Line Positions the heading select marker relative to the compass card. Represents the relationship of the aircraft with respect to the display. Indicates the reciprocal of the selected course. Positions the selected course pointer with respect to the compass card. Represents VOR radial or LDC course. When referenced to the symbolic aircraft the position of the deviation bar is the same as the position of the chosen VOR radial or LOC Course to the aircraft.

Indicator / Controls Compass Card: Heading Select Knob: Symbolic Aircraft: Reciprocal Course Pointer: Course Select Knob: Lateral Deviation Bar:

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DC-6 OPERATING MANUAL Glideslope Pointer: Represents the actual aircraft deviation from the glideslope path. When unusable glideslope information is present the glideslope pointer is biased out of view. When a valid glideslope signal is received there is a 2 to 12 second delay before the pointers come into view. Indicates the selected aircraft heading. When unusable VOR/LOC information is present the warning flag is in view. Aircraft magnetic heading is read under this Line. Inadequate Power, manual slave, fast auto slave or spin motor less than 50% normal speed. Inadequate Power. Indicates the selected VOR radial or LOC course. Indicates the direction to the VOR station along the selected radial. Indicates the difference between the displayed heading. Positive deflection indicates a clockwise error of the compass card.

Heading Select: NAV Warning Flag: Lubber Line: Heading Warning Flag: (KI 525A only) Power Flag (KI 525 only) Selected Course Pointer: ToFrom Indicator: Slaving Meter: 22.5.3

Operating Procedures

When power is applied to the KCS 55 System the PWR flag will, disappear from view if the power is normal. If the system is in the slaved gyro mode the compass card wilt, automatically fast slave at the rate of 180 degrees per minute towards the magnetic heading. The system will remain in this fast slave mode for 120 seconds after which it will automatically revert to the normal slaving mode and slave at a constant rate of 3 degrees per minute to keep the system aligned with the earths magnetic field. The slaving meter on the (A 51 indicates relative deviation from this alignment. When power is applied to the KCS 55A System the HOG flag will remain in view until the following conditions are satisfied: The gyro spin motor is at least 50% of normal speed, the fast slave mode has been executed and normal system power is present. The fast slaving mode is initiated when power is applied and is switched to the slow slave mode when the slaving error is reduced to zero. The fast slave rate is 180 degree/minute. The slow slave rate is 3 degree/minute to keep the system aligned with the earths magnetic field. The slaving meter on the KA 51A/51B indicates relative deviation from this alignment. Set the navigation receiver to the desired VOR/LOC station and rotate the course select knob to adjust the selected course pointer to the desired course radial. When a usable navigation signal is received by the KI 525A the NAV warning flag will disappear from view. The KI 525A lateral deviation bar represents the selected VOR/LOC course. The relationship of the deviation bar to the symbolic aircraft presents the relationship of the selected course to the aircraft. For an ILS approach, tune the navigation receiver to the desired frequency. For LOC operation the selected course pointer should be set to the inbound Localizer course. The glideslope pointer will deflect into view after a 2 to 12 second delay if a usable glideslope signal is received. The glideslope pointer indicates the relative position of the glideslope path with respect to the aircraft. For LOC operation and ILS front course approach, tune the navigation receiver to the desired frequency, set the pointer to the selected inbound Localizer course, and if a usable glideslope signal is received the glideslope pointer will deflect into view. The glideslope pointer indicates the position of the glideslope path with respect to the aircraft. The position of the deviation bar with respect to the symbolic aircraft indicates the relative position of the selected course. For back course operation set the course pointer to the inbound localizer course. The deviation bar position relative to the symbolic aircraft then represents the position of the back course with respect to the aircraft.

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DC-6 OPERATING MANUAL 22.5.4 Emergency Operation

If the KI 525 input power warning flag appears the compass system has experience a power failure and the card indications are in error. Remove power from the KG 102; the Lateral deviation bar and the ToFrom indicator will remain in operation. If the KI 525A HDG flag appears in view after the system has been operating or will not go out of view after initial power up, one of the following conditions exists and the compass information will not be reliable: The gyro on the KG 102A is not running above 50% of its normal speed. The system has not rotated to the magnetic heading and switched out of fast slave on initial power up. The power supply in the KG 102A is not functioning properly.

A continuous large deflection of the slaving meter or large discrepancies between the magnetic compass and the KI 525/525A compass card may indicate a failure in the slaving system and may not necessarily be annunciated by the HDG flag. If a slaving failure should occur the SLAVE IN button on the KA 51/51A/ 51B should be returned to its outer position. The system will now be in the free gyro mode. By depressing the clockwise or counterclockwise button (toggle switch on the KA 51B) on the KA 51/51A the compass dial can be repositioned to the correct heading. The KCS 55/55A will continue to function normally except the heading information will be solely derived from the KG 102/102A Gyro, there will be no magnetic correction from the KMT 112. If the KI 525/525A NAV flag appears the navigation equipment is off, improperly tuned, or malfunctioning. If possible switch to another navigation receiver. The compass card on the K1 525/525A will continue to display the aircraft heading. If the KI 525/525A glideslope pointer remains out of view during ILS operation the glideslope transmitter or the aircraft glideslope receiver is malfunctioning. If possible switch to another glideslope receiver. The localizer and heading displays will continue to function normally.

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DC-6 OPERATING MANUAL

22-C Diagram: KA 51B Slaving Accessory and Controls

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DC-6 OPERATING MANUAL

CHAPTER: 23 DIFFERENCES EVALUATION N888DG

23.1 Introduction

In general, training for systems and procedures for aircraft are centered on the base aircraft 351CE and differences that might exist between variant aircraft will be included in this chapter specific to individual aircraft.

23.2
23.2.1

Differences By Chapter
Chapter 1 Aircraft Description

No change 23.2.2 Chapter 2 Limitations

Takeoff gross weight may be increased to 103,800 Lbs. with operational Auto Feather 23.2.3 Chapter 3 Normal Procedures

3.6 Normal Abbreviated Checklist on page 21 3.6.3. TAXI CHECK 5. RADAR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED 3.6.4. RUNUP PROCEDURE 6. AUTO FEATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED 3.6.5. BEFORE TAKEOFF CHECK 10. AUTO FEATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED 3.6.7. AFTER TAKEOFF PROCEDURE 1. ADI and AUTO FEATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 3.6.11. BEFORE LANDING CHECK 9. RADAR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED 3.6.12. AFTER LANDING PROCEDURE 10. RADAR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 3.7.1 Expanded Check List on page 25 3.7.4. TAXI CHECKLIST 5. RADAR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED For radar use, allow 1 minute warm-up and then follow the procedures as outlined in Chapter 17, page 6. 3.7.5. RUNUP PROCEDURES 6. AUTO FEATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKED 3.7.6. BEFORE TAKEOFF 6. AUTO FEATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED ON at Captains discretion. Required for takeoffs in excess of 100,000 Lbs. 3.7.8. AFTER TAKEOFF PROCEDURE 1. ADI and AUTO FEATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
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DC-6 OPERATING MANUAL 6. RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED Set at Captains discretion. 3.7.12. BEFORE LANDING CHECK 9. RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED Set at Captains discretion. 3.7.13. AFTER LANDING CHECK 10. RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 23.2.4 Chapter 4 Abnormal Flight Procedures

No change 23.2.5 Chapter 5 Emergency Operating Procedures

No change 23.2.6 Chapter 6 Performance

Refer to the Airport Analysis Manual for increase in maximum gross takeoff gross weights. 23.2.7 Chapter 7 Weight and Balance

Refer to Chapter 7, page 13 of this manual. 23.2.8 Chapter 8 Special Procedures

No change 23.2.9 Chapter 9 Minimum Equipment List

For Weather Radar refer to N888DG MEL, Vol. VI, Chapter 1, Page 42, line item 11. For Auto Feather refer to Chapter 3, page 24, item 5. 23.2.10 Chapter 10 Engines No change 23.2.11 Chapter 11 Propellers For Auto Feather descriptions refer to the DC6 Operating Manual, Vol. II, Chapter 11, page 2. For Auto Feather operations refer to, Vol. II Chapter 11, page 4. 23.2.12 Chapter 12 Fuel System No change 23.2.13 Chapter 13 Oil System No change 23.2.14 Chapter 14 Hydraulic System Goodyear disc brakes with lockout cylinders. 23-2
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DC-6 OPERATING MANUAL 23.2.15 Chapter 15 Flight Controls No change 23.2.16 Chapter 16 Electrical System No change 23.2.17 Chapter 17 Communication/Radio Navigation Systems For Weather Radar description and operation refer to this manual, Vol. II, Chapter 17, page 6. 23.2.17.1 Communications and Radio Navigation General Dual King KX-165 VHF Communications, VOR/LOC and G/S Packages. Dual King KR-87 ADF systems. Dual King KMA-24H Audio control systems. Single King KN-63 DME system. Single King KDI-574 DME Indicator. Single Narco AT-150 Transponder. Single ELT-10 Emergency Locator Transmitter. Single Sperry Primus 300SL Airborne Weather Radar. Power Supply No change 23.2.17.2 Circuit Breakers and Fuses 1. The Captains and First Officers clock Circuit Breakers are located on each instrument panel just below each respective clock. 2. The DC Circuit Breakers for all Avionics equipment are located on the Main Junction Box Panel. 3. The AC Circuit Breakers and Fuses are the same as N351CE. 4. Main and Standby Inverter Circuit Breakers are located on the MJB. 5. The Emergency Inverter circuit breakers are the same as N351CE. 23.2.17.3 Communication Controls The KX-165 Transceivers #1 and #2 are located on the pedestal AFT of the throttle quadrant. The Frequency selection, volume and squelch controls are provided on the front of each Transceiver. 23.2.17.4 Radio Navigation Systems Controls Each KX-165 includes a VOR, LOC and G/S receiver packaged and collocated with the communication transceiver on the pedestal. The Frequency selector and volume control are provided on the front panel of each transceiver. The King KR-87 ADF Receivers are located on the side shelves just outboard of the pilots seats. The #1 ADF to the LEFT of the Captain and the #2 ADF to the RIGHT of the First Officer. 23.2.17.5 Radio Master Switch The Radio Master Switch is located in the center of the pedestal between the KX-165 Transceivers. It is an ON-OFF two position switch. 23.2.17.6 Emergency Radio Electrical Power Same as N351CE, with the exception of the Master Relay

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DC-6 OPERATING MANUAL 23.2.17.7 VHF Communications Systems 1. GENERAL: Two separate VHF Communication systems are provided, the transceivers are located on the pedestal aft of the throttle quadrant. The #1 VHF transceiver is located on the left side and #2 transceiver 0n the right side. 2. TRANSCEIVERS: King Radio KX-165 3. FREQUENCY RANGE: 118.0 to 135.975 in 25 KHZ steps. 4. CHANNELS: 720 5. TRANSMITTING POWER: 12 Watts minimum 6. CONTROLS: Frequency selection, volume and squelch controls are located on the front panel of each transceiver. 7. OPERATION: Radio Master ON KX-165 ON/OFF volume switch ON Select Frequency CHANNELIZE SET the audio panel Microphone and headphone switches to the desired transceiver. ADJUST Volume

23.2.17.8 VHF Navigation Systems 1. GENERAL: Two separate navigational systems are provided. The VOR/LOC receiver and G/S receiver are packaged in the same housing with the communications transceivers. Audio is available from both systems by means of selector switches on both Audio Switching Panels. 2. RECEIVERS: King Radio KX-165 3. FREQUENCY RANGE: 108.0 to 117.9 MHZ 4. CONTROLS: Frequency selection and the ON/OFF Volume controls are located on the face of the receiver. 5. CHANNELS: 200 VOR/LOC and 40 Glide Path 6. COURSE DEVIATION INDICATOR: One Collins 331A-3G HSI is located on the Captains instrument panel and receives its signals from the #1 VOR/LOC/GS receiver. One King KI-206 CDI indicator is located on the First Officers instrument panel and receives its signals from the #2 VOR/LOC/ GS receiver. 7. RMI AND BEARING POINTERS: Dual King KNI-582 RMIs are provided, one on the Captains instrument panel, the other on the First Officers instrument panel. Each RMI has a #1 and #2 Bearing Pointer. The #1 needle receives its signals from either the #1 VOR or #1 ADF receiver. The #2 needle receives its signals from the #2 VOR or ADF receiver. The selection depends upon the VOR or ADF function selector push buttons which are located on the face of the KNI-582 RMI Indicators. 8. OPERATION: Same as N351CE 23.2.17.9 ADF Navigation Systems 1. GENERAL: Two separate ADF Navigational systems are provided. The ADF receivers are located on a side shelf, outboard of each able by selector switches on both Audio Control Switching Panels. 2. RECEIVERS: King Radio KR-87 3. FREQUENCY RANGE: Same as N351CE 4. CONTROLS: The controls are located on the front panel of each receiver and provide the following functions; Frequency Selection, ADF, BFO, Test and OFF/ON Volume control. 5. BEARING POINTERS: Refer to Paragraph I, VHF Navigation System, Item 7 (bearing pointers). 23-4
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DC-6 OPERATING MANUAL 6. OPERATION: Radio Master Switch ON OFF/ON Volume control ON SELECT the desired ADF RECEIVER through its respective switch located on the Audio Switching Panel. SELECT FREQUENCY (tune and identify) SELECT ADF POSITION for proper bearing pointer information.

23.2.17.10 Marker Beacon Receiver 1. GENERAL: One Marker Beacon Receiving system is provided, which consist of a receiver that is located in the radio rack and a three lamp indicator with a Hi-Lo sensitivity switch located on each pilots instrument panel. Audio is available for either pilot by selection of a MKR switch located on both Audio Switching panels. 2. RECEIVER: King Radio located in the radio rack. 3. ANTENNA: Boat shaped antenna mounted on the lower fuselage. 4. CONTROL: The Marker Beacon system is powered anytime the Radio Master switch is ON. A Hi-Lo sensitivity switch is provided and a press-to-test for the indicator light bulbs. 23.2.17.11 Audio Switching and Intercom System 1. GENERAL: There are two King Radio KMA-24H Audio Control Systems provided. The one located on the side shelf outboard of the Captain facilitates switching of the Captains headphone and microphone to any receiver, transmitter or intercom function. The one located on the side shelf outboard of the First Officer provides the same access for the First Officers headphone and microphone. The Jack Panels for both pilots are located in the same area. 2. Five station intercom, in the KMA-24H an intercom replaces the KMA-24Hs integral marker beacon receiver and lights. The intercom with its own volume control, allows for up to five microphone inputs and drives up to six headsets connected in parallel Pilot Priority gives the pilots microphone transmit priority over the co-pilots when both mikes are keyed at the same time. 23.2.17.12 Controls 1. Intercom volume; ADJUST the intercom audio level for each amplifier. 2. Audio select buttons; these turn on the audio for a given radio through the speaker or phone or both as required. These buttons are labeled as follows: HF Receiver VHF Communications One VHF Communications Two VHF Navigation One VHF Navigation Two Radio Compass One Radio Compass Two (Not Installed) (Com 1) (Com 2) (NAV 1) (NAV 2) (ADF 1) (ADF 2)

23.2.17.13 Distance Measuring Equipment 1. GENERAL: A single DME navigation system is provided. The Receiver is located in the radio rack and remote to either NAV Receiver through a selector switch located on the pedestal aft of the throttle quadrant. 2. RECEIVER King KN63 3. CONTROLS A three position selector switch is located on the pedestal. The positions are #1 NAV, #2 NAV or HOLD. The DME Frequency is Channeled through the VHF NAV Receivers.
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DC-6 OPERATING MANUAL 4. DISPLAY A King KDI-574 DME Indicator is located on the Captains Instrument Panel. 5. OPERATION Radio Master ON VHF NAV Receiver ON Select Frequency Place Selector Switch to desired NAV Receiver #1 or #2

23.2.17.14 Transponder Same as N351CE. 23.2.17.15 Emergency Locator Transmitter Same as N351CE. 23.2.18 Chapter 18 Flight Instruments Refer to Chapter 17 23.2.19 Chapter 19 Oxygen Systems No Change 23.2.20 Chapter 20 Anti-Icing, Deicing/Defogging System No Change 23.2.21 Chapter 21 Fire Detection and Extinguishing System No Change

23-6

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DC-6 OPERATING MANUAL

CHAPTER: 24 DIFFERENCES EVALUATION N251CE

24.1 Introduction

In general, training for systems and procedures for Everts Air Cargo aircraft are centered on the base aircraft 351CE and differences that might exist between variant aircraft will be included in this chapter specific to individual aircraft.

24.2
24.2.1

Differences by Chapter
Chapter 1 Aircraft Description

No change 24.2.2 Chapter 2 Limitations

No change 24.2.3 Chapter 3 Normal Procedures

No change 24.2.4 Chapter 4 Abnormal Flight Procedures

No change 24.2.5 Chapter 5 Emergency Operating Procedures

No change 24.2.6 Chapter 6 Performance

No change 24.2.7 Chapter 7 Weight and Balance

Refer to Chapter 7, page 13 of the DC6 Operating Manual for basic Cargo configuration or Bulk Tanker Configuration data. 24.2.8 Chapter 8 Special Procedures

Refer to Chapter 8, page 6 of this manual for Bulk Fuel Tank Procedures. 24.2.9 Chapter 9 Minimum Equipment List

No change 24.2.10 Chapter 10 Engines No change 24.2.11 Chapter 11 Propellers No change

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DC-6 OPERATING MANUAL 24.2.12 Chapter 12 Fuel System No change 24.2.13 Chapter 13 Oil System No change 24.2.14 Chapter 14 Hydraulic System No change 24.2.15 Chapter 15 Flight Controls No Change 24.2.16 Chapter 16 Electrical System Refer to Chapter 16 page 6 of this manual for AC power switch and circuit protection location. 24.2.17 Chapter 17 Communication/Radio Navigation Systems Dual King KMA-244 Audio Control Systems Five station intercom; in the KMA-24H an intercom replaces the KMA-24Hs integral marker beacon receiver and lights. The intercom with its own volume control, allows for up to five microphone inputs and drives up to six headsets connected in parallel Pilot Priority gives the pilots microphone transmit priority over the co-pilots when both mikes are keyed at the same time. 24.2.17.1 Controls Intercom volume; ADJUST the intercom audio level for each amplifier. Audio select buttons; these turn on the audio for a given radio through the speaker or phone or both as required. These buttons are labeled as follows: HF Receiver VHF Communications One VHF Communications Two VHF Navigation One VHF Navigation Two Radio Compass One Radio Compass Two (Not Installed) (Com 1) (Com 2) (NAV 1) (NAV 2) (ADF 1) (ADF 2)

24.2.18 Chapter 18 Flight Instruments No change 24.2.19 Chapter 19 Oxygen Systems An Oxygen System pressure gage and an Oxygen Bottle pressure gauge are located just forward of the First Officers Oxygen Flow Indicator 24.2.20 Chapter 20 Anti-Icing, Deicing/defogging System No Change

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DC-6 OPERATING MANUAL 24.2.21 Chapter 21 Fire Detection and Extinguishing System No Change

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DC-6 OPERATING MANUAL

Intentionally Left Blank

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DC-6 OPERATING MANUAL

CHAPTER: 25 DIFFERENCES EVALUATION N151

25.1 Introduction

In general, training for systems and procedures for Everts Air Cargo aircraft are centered on the base aircraft 351CE and differences that might exist between variant aircraft will be included in this chapter specific to individual aircraft. 25.1.1 Chapter 1 Aircraft Description

No change 25.1.2 Chapter 2 Limitations

Takeoff gross weight may be increased to 103,800 lbs. with operational Auto Feather. 25.1.3 Chapter 3 Normal Procedures

No change 25.1.4 Chapter 4 Abnormal Flight Procedures

No change 25.1.5 Chapter 5 Emergency Operating Procedures

No change 25.1.6 Chapter 6 Performance

Refer to the Airport Analysis Manual for increase in maximum gross takeoff gross weights. 25.1.7 Chapter 7 Weight and Balance

Refer to Chapter 7, page 13 of the DC6 Operating Manual. 25.1.8 Chapter 8 Special Procedures

No change 25.1.9 Chapter 9 Minimum Equipment List

For Auto Feather refer to DC-6 MEL Chapter 3, page 24, item 5. 25.1.10 Chapter 10 Engines No change 25.1.11 Chapter 11 Propellers For Auto Feather description refer to Chapter 11, page 2 in this manual. For Auto Feather operations refer to, Vol. II Chapter 11, page 4.

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DC-6 OPERATING MANUAL 25.1.12 Chapter 12 Fuel System N151 has the standard 8 tank configuration with a total system capacity of 4934 US gallons. The tank vapor vent return flow from engines #1 and #2 will go to #2 main or #2 alternate tanks and the flow from engines #3 and #4 will go to #3 main or #3 alternate tanks dependent on fuel selector position. Fuel quantity indication is provided by a 115v 4 CPS capacitance probe system with respective engine tanks (ex. #1 main and #1 alt.) protected by a separate fuse in the right hand annex. Tank quantities are in pounds. Fuel quantities for individual tanks are as follows: #1 and #4 main = 695 gals. each #2 and #3 main = 719 gals. each #3 and #4 alt. = 526 gals. each #2 and #3 alt. = 527 gals. each Total = 4934 gallons 25.1.13 Chapter 13 Oil System Auxiliary oil system is installed 25.1.14 Chapter 14 Hydraulic System Goodyear disc brakes with lockout cylinders. 25.1.15 Chapter 15 Flight Controls No change 25.1.16 Chapter 16 Electrical System 25.1.16.1 AC Power INVERTERS - Two rotary inverters, housed in the soundproofed inverter compartment outboard of the radio rack, supply alternating current for the instruments and electronic equipment. Either inverter is capable of supplying the entire AC load of the airplane (both single and 3 phase) at 115 volts for operation of the electrical instruments, communication and navigation equipment. An emergency inverter is installed on the floor of the flight compartment. The emergency inverter receives power directly from the airplane batteries. In the event of a power failure in the main d-c system, or if the main inverters fail, the emergency inverter can be turned on to supply AC power to the compass, the emergency radio equipment, and to the flight instruments. One hundred fifteen volt, single and 3 phase, 400 cycle AC power is supplied to the radio equipment; 26 volt, single and 3 phase, 400 cycle AC power is supplied through step down transformers for operation of the engine instruments. The inverters operate directly from the main bus, and each circuit is protected by a 125 or 150 ampere circuit breaker on the main circuit breaker panel. The inverter output circuits are protected by a 15 ampere circuit breaker for each output circuit. INVERTER CONTROLS - Three inverter switches are mounted on the forward overhead panel. The left switch selects AC power for the Captains flight instruments and the radio equipment; the center switch selects the 26-volt AC transformer to supply power for the engine instruments; and the right switch selects AC power for the first officer's flight instruments. It is necessary to operate two inverters during normal operations. The standby inverter may be operated in the event one inverter fails. INVERTER INDICATORS - Dual red warning lights, mounted on both the Captains and first officer's flight instrument panels, illuminate when there is a lack of AC power from the inverter selected by the respective inverter switch, indicating that the opposite inverter should be used. The lights also illumi25-2
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DC-6 OPERATING MANUAL nate when the respective inverter switch is left in the "OFF" position, when the respective circuit breaker is open, or when the respective flight instrument transformer fails. When the throttles are advanced for take-off, two warning horns switch on the No. I and No. 3 throttles close, and the warning horn will sound if the inverter supplying flight instrument power is inoperative. EMERGENCY INVERTER - an emergency inverter, installed in a small case located just outboard of the captain at floor level, supplies AC current to a limited number of electrically actuated flight instruments and radio equipment in the event of total inverter failure. The emergency inverter switch, mounted on the forward overhead panel, is actually three switches ganged together to an emergency bar. Moving the ganged emergency switches to the "ON" position will automatically disconnect the normal inverters and turn on the emergency inverter. At the same time, a battery relay circuit is completed to supply 28-volt d-c battery power to the emergency inverter and also to the instrument panel white lights. All AC engine instruments are inoperative when operating on emergency instrument power.

25.1.17 Chapter 17 Communication/Radio Navigation Systems 25.1.17.1 General Dual King KTR 9100A 720 Channel VHF Communications Dual Collins 51RV-1 VOR, LOC, G/S Navigational Systems Dual Collins 51Y-4A ADF Navigational Systems Single Bendix/King KN 63 DME System Single King KT 76A Transponder Single Collins 51Z-4 Marker Beacon Receiver Single Sentry C-4000 Emergency Locator Transmitter Dual C-4A Compass System 25.1.17.2 Communication Controls The Transceivers #1 and #2 are located on the pedestal AFT of the throttle quadrant. The Frequency selection, volume and squelch controls are provided on the front of each Transceiver. 25.1.17.3 Radio Navigation Systems Controls Each Collins 51RV-1 includes a VOR, LOC and G/S Frequency selector and volume control located on the control head, are located on the pedestal. The Collins 51Y-4A ADF Receivers are located on the pedestal the #1 ADF to the LEFT and the #2 ADF to the RIGHT. 25.1.17.4 Radio Master Switch The Radio Master Switch is located in the center of the pedestal. It is an ON-OFF two position switch. 25.1.17.5 VHF Communications Systems GENERAL: Two separate VHF Communication systems are provided; the transceivers are located on the pedestal aft of the throttle quadrant. The #1 VHF transceiver is located on the left side and #2 transceiver on the right side. TRANSCEIVER #1 & #2: King Radio KTR 9100A FREQUENCY RANGE: 118.0 to 135.975 in 25 KHZ steps. CHANNELS: 720 TRANSMITTING POWER: 12 Watts minimum CONTROLS: Frequency selection, volume and squelch controls are located on the front panel of each transceiver.
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DC-6 OPERATING MANUAL AUDIO CONTROL PANEL: Aircraft is equipped with three ANDERA A301 audio control panels, one for each flight crewmember. Unit is equipped with ICS from a PTT switch for each crewmember. Hot Mike is also an option. CONTROLS Volume; adjust for proper intercom level Selector switch; choose com 1, com 2, or ICS Hot Mike switch; keeps intercom on when selected 7 select switches turn audio on or off for each Com, ADF, NAV and DME

25.1.18 Chapter 18 Flight Instruments No Change 25.1.19 Chapter 19 Oxygen Systems No Change 25.1.20 Chapter 20 Anti-Icing, Deicing/Defogging System No Change 25.1.21 Chapter 21 Fire Detection and Extinguishing System No Change

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CHAPTER: 26 DIFFERENCES EVALUATION - N6586C

26.1 Introduction

In general, training for systems and procedures for Everts Air Cargo Aircraft are centered on the "BASE" aircraft 351CE and difference that might exist between "variant" aircraft will be included in this chapter which is specific to that individual aircraft.

26.2
26.2.1

Differences by Chapter
Chapter 1 Aircraft Description

N6586C, a DC-6B was manufactured as a civilian passenger aircraft, and has been modified for cargo operations. Modifications to the aircraft were the de-activation of the pressurization system, installation of a cargo forward bulkhead, conversion of the cargo compartment to class E, modification of the ventilation system and installation of an electrically controlled, hydraulically actuated aft cargo door. Resultant differences are: No forward cargo door. 26.2.2 Aft cargo door dimensions = 78" x 134", two doors, electrically controlled and hydraulically actuated, with a self contained hydraulic system. Maximum floor loading = 100 lbs. per square foot. Chapter 2 Limitations

Take-off Gross weight may be increased to 103,800 lbs. with operational Auto Feather. 26.2.3 Chapter 3 Normal Procedures

Chapter 3, page 9, item 37, Preflight Inspection expanded checklist (2000 PSI, disc brakes) Chapter 3, page 21, run-up check for AC emergency electrical output. Chapter 3, page 21, run-up check for Auto Feather System. 26.2.4 Chapter 4 Abnormal Flight Procedures

No change 26.2.5 Chapter 5 Emergency Operating Procedures

Chap. 5, page 14, Electrical Fire Chap. 5, page 18, Smoke Evacuation Procedures. 26.2.6 Chapter 6 Performance

No change 26.2.7 Chapter 7 Weight and Balance

"Floor Loading limits", page 3 Item D, lbs per square foot unit load, limited to 100 lbs in lieu of 200 lbs. Chap. 7, page 13, Weight & Balance data.

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DC-6 OPERATING MANUAL 26.2.8 Chapter 8 Special Procedures

No change 26.2.9 Chapter 9 Minimum Equipment List

No change 26.2.10 Chapter 10 Engines No change 26.2.11 Chapter 11 Propellers Chap. 11, page 2 and page 4, Auto Feather System. 26.2.12 Chapter 12 Fuel System N6586C has an 8 tank configuration with a total system capacity of 3992 US gallons. The tank vapor vent return flow from engines #1 and #2 will go to #2 main or #2 alternate tank and the flow from engines #3 and #4 will go to #3 main or #3 alternate tank, dependent on the fuel selector position. Fuel quantity indication is provided by a 115V 4 CPS capacitance probe system with respective engine tanks (ex. #1 main and #1 alt.) protected by a separate fuse in the right hand annex. Tank quantities are in pounds. Fuel quantities for individual tanks are as follows: #1 and #4 Main = 695 gals. each #2 and #3 main = 508 gals. each #1 and #4 alt. = 431 gals. each #2 and #3 alt. = 362 gals. each Total 3992 gals. = 23,952 lbs. Chap. 12, page 18; Refer to the fuel loading schedule 26.2.13 Chapter 13 Oil System N6586C does not have an auxiliary oil system. Oil quantity indicators are powered by 26V AC with a protective fuse being on each individual engine instruments fuse, located in the right hand annex. The oil quantity indicators read in gallons. 26.2.14 Chapter 14 Hydraulic System The hydraulic system in N6586C has a total system quantity of 14.5 gals. due to lack of a standard cargo door hydraulic actuating system. Brakes are Goodyear disc brakes with lockout cylinders. 26.2.15 Chapter 15 Flight Controls No change 26.2.16 Chapter 16 Electrical Systems 26.2.16.1 AC Power INVERTERS - Two rotary inverters, housed in the sound proofed inverter compartment, outboard of the radio rack, supply alternating current for the instruments and electronic equipment. Either inverter is capable of supplying the entire AC load of the airplane (both single and 3 phase) at 115 volts for operation of the electrical instruments, communication and navigation equipment. 26-2
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DC-6 OPERATING MANUAL 115VAC, single and 3 phase, 400 cycle power is supplied to the radio equipment; 26 volt, single, 400 cycle AC power is supplied through step down transformers for operation of the engine instruments. The inverters operate directly from the main bus, and each circuit is protected by a 125 or 150 ampere circuit breaker on the main circuit breaker panel. The inverter output circuits are protected by a 15 ampere circuit breaker for each output circuit. EMERGENCY AC INSTRUMENT POWER - An emergency source of AC electrical power is available from engine driven AC alternators located on engines #2 & #3. The alternator on engine #2 powers the Captains AC flight instruments and the alternator on #3 engine powers the First Officers AC flight instruments. There is cross over capability thru a two position selector switch located next to the Emergency Power Gang Bar on the overhead panel. The switch is labeled Flight Instrument Emergency Power. The normal position for the switch is to the left (L.H. ALT, CAPT INST & R.H. ALT F/ O INST) and an optional position to the right (R.H. ALT, CAPT INST & F/O INST INOP). The emergency source of power is provided by (2) Eclipse 28E04-1 Engine-driven Alternators; one on each inboard engine. The alternators will vary approximately from 360 to 475 cycles and the voltage approximately from 95 to 122 volts with the alternators being driven between 2200 and 2900 engine RPM. No field power is required by an alternator of this type, so the output voltage and frequency are totally dependent upon the speed at which the rotor is turned. The output is rated at 100 volt amperes in order to obtain the rated output from the alternators, it is necessary to operate No.2 and No.3 engines at a speed of 2400 100 RPM. When the Emergency Power Gang Bar is in the normal position (OFF) the aircraft inverters are supplying the electrical power for normal operation. INVERTER CONTROLS - Three inverter switches are mounted on the forward overhead panel. The left switch selects AC power for the Captains flight instruments and the radio equipment; the center switch selects the 26-volt AC transformer to supply power for the engine instruments; and the right switch selects AC power for the first officer's flight instruments. It is necessary to operate two inverters during normal operations. The standby inverter may be operated in the event one inverter fails. INVERTER INDICATORS - Dual red warning lights, mounted on both the Captains and first officer's flight instrument panels, illuminate when there is a lack of AC power from the inverter selected by the respective inverter switch, indicating that the opposite inverter should be used. The lights also illuminate when the respective inverter switch is left in the "OFF" position, when the respective circuit breaker is open, or when the respective flight instrument transformer fails. When the throttles are advanced for take-off; two warning horn switches on the No. I and No. 3 throttles close, and the warning horn will sound if the inverter supplying flight instrument power is inoperative.

26.2.17 Chapter 17 Communication/Radio Nav. Systems Dual King KX-165 VHF Communications, VOR/LOC and G/S Packages Dual King KDF 805 ADF Systems Dual King KMA 24H Audio Control System Single King KN63 DME System Single King KDI 574 DME Indicator Single GTX 320A Transponder Single ELT-10 Emergency Locator Transmitter 26.2.17.1 Power Supply No change

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DC-6 OPERATING MANUAL 26.2.17.2 Circuit Breakers and Fuses The Captains and First Officers clock Circuit Breakers are on each instrument panel just below each respective clock. The DC Circuit Breakers for all Avionics equipment are located on the Junction Box Sub Panel located on the radio rack. The AC Circuit Breakers and Fuses are the same as N351CE. Main and Standby Inverter Circuit Breakers are located on the MJB. The Emergency Inverter circuit breakers are the same as N351CE. 26.2.17.3 Communication Controls The KX-165 Transceivers #1 and #2 are located on the pedestal AFT of the throttle quadrant. The Frequency selection, volume and squelch controls are provided on the front of each Transceiver. 26.2.17.4 Radio Navigation Systems Controls Each KX-165 includes a VOR, LOC and G/S receiver packaged and collocated with the communication transceiver on the pedestal. The Frequency selector and volume control are provided on the front panel of each transceiver. The King KDF 805 ADF Receivers are located in the radio rack. The ADF Control Heads are located on the pedestal. 26.2.17.5 Radio Master Switch The Radio Master Switch is located in the center of the pedestal between the KX-165 Transceivers. It is an ON-OFF two position switch. 26.2.17.6 Emergency Radio Electrical Power Switch located left of pilots seat. 26.2.17.7 VHF Communications Systems GENERAL: Two separate VHF Communication systems are provided, the transceivers are located on the pedestal aft of the throttle quadrant. The #1 VHF transceiver is located on the left side and #2 transceiver on the right side. TRANSCEIVERS: King Radio KX-165 FREQUENCY RANGE: 118.0 to 135.975 in 25 KHZ steps. CHANNELS: 720 TRANSMITTING POWER: 12 Watts minimum CONTROLS: Frequency selection, volume and squelch controls are located on the front panel of each transceiver. OPERATION: Radio Master ON KX-165 ON/OFF volume switch ON Select Frequency CHANNELIZE SET the audio panel Microphone and headphone switches to the desired transceiver. ADJUST Volume 26.2.17.8 VHF Navigation Systems GENERAL: Two separate navigational systems are provided. The VOR/LOC receiver and G/S receiver are packaged in the same housing with the communications transceivers. Audio is available from both systems by means of selector switches on both Audio Switching Panels. 26-4
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DC-6 OPERATING MANUAL RECEIVERS: King Radio KX-165 FREQUENCY RANGE: 108.0 to 117.9 MHZ CONTROLS: Frequency selection and the ON/OFF Volume controls are located on the face of the receiver. CHANNELS: 200 VOR/LOC and 40 Glide Path COURSE DEVIATION INDICATOR: One Collins 331A-3G HSI is located on the Captains instrument panel and receives its signals from the #1 VOR/LOC/GS receiver. One King KI-206 CDI indicator is located on the First Officers instrument panel and receives its signals from the #2 VOR/LOC/GS receiver. RMI AND BEARING POINTERS: Dual King KNI-582 RMIs are provided, one on the Captains instrument panel, the other on the First Officers instrument panel. Each RMI has a #1 and #2 Bearing Pointer. The #1 needle receives its signals from either the #1 VOR or #1 ADF receiver. The #2 needle receives its signals from the #2 VOR or #2 ADF receiver. The selection depends upon the VOR or ADF function selector push buttons which are located on the face of the KNI-582 RMI Indicators. OPERATION: Same as N351CE 26.2.17.9 ADF Navigation Systems GENERAL: Two separate ADF Navigational systems are provided. The ADF receivers are located on the radio rack. The ADF Control Heads are located on the pedestal. Audio from both systems is available by switches on both Audio Control Panels. RECEIVERS: King Radio KDF 805 FREQUENCY RANGE: Same as N351CE CONTROLS: The controls are located on the pedestal and provide the following functions; Frequency Selection, ADF, BFO, Test and OFF/ON Volume control. BEARING POINTERS: Refer to Paragraph I, VHF Navigation System, Item 7 (bearing pointers). OPERATION: Radio Master Switch ON OFF/ON Volume control ON SELECT the desired ADF RECEIVER through its respective switch located on the Audio Switching Panel. SELECT FREQUENCY (tune and identify) SELECT ADF POSITION for proper bearing pointer information. 26.2.17.10 Marker Beacon Receiver GENERAL: One Marker Beacon Receiving system is provided, which consist of a receiver that is located in the radio rack and a three lamp indicator with a Hi-Lo sensitivity switch located on each pilots instrument panel. Audio is available for either pilot by selection of a MKR switch located on both Audio Switching panels. RECEIVER: King Radio located in the radio rack. ANTENNA: Boat shaped antenna mounted on the lower fuselage. CONTROL: The Marker Beacon system is powered anytime the Radio Master switch is ON. A Hi-Lo sensitivity switch is provided and a press-to-test for the indicator light bulbs. 26.2.17.11 Audio Switching and Intercom System GENERAL: There are two King Radio KMA-24H Audio Control Systems provided. The one located on the side shelf outboard of the Captain facilitates switching of the Captains headphone and microphone to any receiver, transmitter or intercom function. The one located on the side shelf outboard of

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DC-6 OPERATING MANUAL the First Officer provides the same access for the First Officers headphone and microphone. The Jack Panels for both pilots are located in the same area. Five station intercom, in the KMA-24H-70 Audio Selector replaces the KMA-24Hs integral marker beacon receiver and lights. The intercom with its own volume control, allows for up to five microphone inputs and drives up to six headsets connected in parallel Pilot Priority gives the pilots microphone transmit priority over the co-pilots when both mikes are keyed at the same time. 26.2.17.12 Controls Intercom volume; ADJUST the intercom audio level for each amplifier. Audio select buttons; these turn on the audio for a given radio through the speaker or phone or both as required. These buttons are labeled as follows: HF Receiver VHF Communications One VHF Communications Two VHF Navigation One VHF Navigation Two Radio Compass One Radio Compass Two (Not Installed) (Com 1) (Com 2) (NAV 1) (NAV 2) (ADF 1) (ADF 2)

26.2.17.13 Distance Measuring Equipment GENERAL: A single DME navigation system is provided. The Receiver is located in the radio rack and remote to either NAV Receiver through a selector switch located on the pedestal aft of the throttle quadrant. RECEIVER: King KN63 CONTROLS: A five position selector switch is located on the pedestal. The positions are OFF, Nav 1, Hold, Nav 2, OFF. The DME Frequency is channeled through the VHF NAV Receiver. DISPLAY: A King KDI 574 DME Indicator is located on the Captains Instrument Panel. OPERATION: Radio Master ON VHF NAV Receiver ON Select Frequency Place Selector Switch to desired NAV Receiver #1 or #2 26.2.17.14 Transponder Same as N351CE. 26.2.17.15 Emergency Locator Transmitter Same as N351CE. 26.2.18 Chapter 18 Flight Instruments No Change 26.2.19 Chapter 19 Oxygen Systems Four A-12A oxygen outlets are installed on the forward face of the 9G bulkhead above the four-place Jump Seat.

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DC-6 OPERATING MANUAL 26.2.20 Chapter 20 Anti-Icing, Deicing/Defogging Systems The windshield isopropyl alcohol de-icing system is not installed. 26.2.21 Chapter 21 Fire Detection and Extinguishing Systems No change

26-A Diagram: Flight Instrument

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DC-6 OPERATING MANUAL

26-B Diagram: Aft Cargo Door: Hydraulic Control Systems

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CHAPTER: 27 DIFFERENCES EVALUATION N9056R

27.1 Introduction

In general, training for systems and procedures for Everts Air Cargo aircraft are centered on the base aircraft 351CE and differences that might exist between variant aircraft will be included in this chapter specific to individual aircraft. 27.1.1 Chapter 1 Aircraft Description

No change 27.1.2 Chapter 2 Limitations

Takeoff gross weight may be increased to 103,800 lbs. with operational Auto Feather. 27.1.3 Chapter 3 Normal Procedures

No change 27.1.4 Chapter 4 Abnormal Flight Procedures

No change 27.1.5 Chapter 5 Emergency Operating Procedures

No change 27.1.6 Chapter 6 Performance

Refer to the Airport Analysis Manual for increase in maximum gross takeoff gross weights. 27.1.7 Chapter 7 Weight and Balance

Refer to Chapter 7, page 13 of this manual. 27.1.8 Chapter 8 Special Procedures

No change 27.1.9 Chapter 9 Minimum Equipment List

For Auto Feather refer to Chapter 3, page 24, item 5. 27.1.10 Chapter 10 Engines No change 27.1.11 Chapter 11 Propellers For Auto Feather description refer to Chapter 11, page 2, of this manual. For Auto Feather operations refer to, Vol. II Chapter 11, page 4.

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DC-6 OPERATING MANUAL 27.1.12 Chapter 12 Fuel System 9056R has the standard 8 tank configuration with a total system capacity of 3992 US gallons. The tank vapor vent return flow from engines #1 and #2 will go to #2 main or #2 alternate tanks and the flow from engines #3 and #4 will go to #3 main or #3 alternate tanks dependent on fuel selector position. Fuel quantity indication is provided by a 115v 400 CPS capacitance probe system with respective engine tanks (ex. #1 main and #1 alt.) protected by a separate fuse in the right hand annex. Tank quantities are in pounds. Fuel quantities for individual tanks are as follows: #1 and #4 main = 695 gals. each #2 and #3 main = 508 gals. each #3 and #4 alt. = 431 gals. each #2 and #3 alt. = 362 gals. each Total = 3992 gallons 27.1.13 Chapter 13 Oil System Auxiliary oil system is not installed 27.1.14 Chapter 14 Hydraulic System Goodyear disc brakes with lockout cylinders. 27.1.15 Chapter 15 Flight Controls No change 27.1.16 Chapter 16 Electrical System 27.1.16.1 AC Power INVERTERS - Two rotary inverters, housed in the soundproofed inverter compartment outboard of the radio rack, supply alternating current for the instruments and electronic equipment. Either inverter is capable of supplying the entire AC load of the airplane (both single and 3 phase) at 115 volts for operation of the electrical instruments, communication and navigation equipment. An emergency inverter is installed on the floor of the flight compartment. The emergency inverter receives power directly from the airplane batteries. In the event of a power failure in the main d-c system, or if the main inverters fail, the emergency inverter can be turned on to supply AC power to the compass, the emergency radio equipment, and to the flight instruments. One hundred fifteen volt, single and 3 phase, 400 cycle AC power is supplied to the radio equipment; 26 volt, single and 3 phase, 400 cycle AC power is supplied through step down transformers for operation of the engine instruments. The inverters operate directly from the main bus, and each circuit is protected by a 125 or 150 ampere circuit breaker on the main circuit breaker panel. The inverter output circuits are protected by a 15 ampere circuit breaker for each output circuit. INVERTER CONTROLS - Three inverter switches are mounted on the forward overhead panel. The left switch selects AC power for the Captains flight instruments and the radio equipment; the center switch selects the 26-volt AC transformer to supply power for the engine instruments; and the right switch selects AC power for the first officer's flight instruments. It is necessary to operate two inverters during normal operations. The standby inverter may be operated in the event one inverter fails. INVERTER INDICATORS - Dual red warning lights, mounted on both the Captains and first officer's flight instrument panels, illuminate when there is a lack of AC power from the inverter selected by the respective inverter switch, indicating that the opposite inverter should be used. The lights also illumi27-2
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DC-6 OPERATING MANUAL nate when the respective inverter switch is left in the "OFF" position, when the respective circuit breaker is open, or when the respective flight instrument transformer fails. When the throttles are advanced for take-off, two warning horns switch on the No. I and No. 3 throttles close, and the warning horn will sound if the inverter supplying flight instrument power is inoperative. EMERGENCY INVERTER - an emergency inverter, installed in a small case located just outboard of the captain at floor level, supplies AC current to a limited number of electrically actuated flight instruments and radio equipment in the event of total inverter failure. The emergency inverter switch, mounted on the forward overhead panel, is actually three switches ganged together to an emergency bar. Moving the ganged emergency switches to the "ON" position will automatically disconnect the normal inverters and turn on the emergency inverter. At the same time, a battery relay circuit is completed to supply 28-volt DC battery power to the emergency inverter and also to the instrument panel white lights. All AC engine instruments are inoperative when operating on emergency instrument power.

27.1.17 Chapter 17 Communication/Radio Navigation Systems 27.1.17.1 General Dual King KTR 9100A 720 Channel VHF Communications Dual Collins 51RV-1 VOR, LOC, G/S Navigational Systems Dual Collins 51Y-4A ADF Navigational Systems Single Bendix/King KN 63 DME System Single King KT 76A Transponder Single Collins 51Z-4 Marker Beacon Receiver Single ACK E-01 Emergency Locator Transmitter Dual Collins 331A-3 F/G HSI Dual C-4A Compass Systems 27.1.17.2 Communication Controls The Transceivers #1 and #2 are located on the pedestal AFT of the throttle quadrant. The Frequency selection, volume and squelch controls are provided on the front of each Transceiver. 27.1.17.3 Radio Navigation Systems Controls Each Collins 51RV-1 includes a VOR, LOC and G/S Frequency selector and volume control located on the control head, are located on the pedestal. The Collins 51Y-4A ADF Receivers are located on the pedestal the #1 ADF to the LEFT and the #2 ADF to the RIGHT. 27.1.17.4 Radio Master Switch The Radio Master Switch is located in the right hand forward of the pedestal. It is an ON-OFF two position switch. 27.1.17.5 VHF Communications Systems GENERAL: Two separate VHF Communication systems are provided; the transceivers are located on the pedestal aft of the throttle quadrant. The #1 VHF transceiver is located on the left side and #2 transceiver on the right side. TRANSCEIVER #1 & #2: King Radio KTR 9100A
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DC-6 OPERATING MANUAL CONTROLS: Frequency selection, volume and squelch controls are located on the front panel of each transceiver. Audio Control Panel

27.1.17.6

Aircraft is equipped with three ANDERA A301 audio control panels, one for each flight crewmember. Unit is equipped with ICS from a PTT switch for each crewmember. Hot Mike is also an option. 27.1.17.7 Controls Volume; adjust for proper intercom level Selector switch; choose COM 1, COM 2, or ICS Hot Mike switch; keeps intercom on when selected 7 select switches turn audio on or off for each COM, ADF, NAV and DME 27.1.18 Chapter 18 Flight Instruments No Change 27.1.19 Chapter 19 Oxygen Systems No Change 27.1.20 Chapter 20 Anti-icing, Deicing/Defogging System No Change 27.1.21 Chapter 21 Fire Detection and Extinguishing System No Change

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CHAPTER: 28 DIFFERENCES EVALUATION N400UA

28.1 Introduction

In general, training for systems and procedures for aircraft are centered on the base aircraft 351CE and differences that might exist between variant aircraft will be included in this chapter specific to individual aircraft.

28.2
28.2.1

Differences by Chapter
Chapter 1 Aircraft Description

No change 28.2.2 Chapter 2 Limitations

Takeoff gross weight may be increased to 103,800 Lbs. with operational Auto Feather 28.2.3 Chapter 3 Normal Procedures

No change 28.2.4 Chapter 4 Abnormal Flight Procedures

No change 28.2.5 Chapter 5 Emergency Operating Procedures

No change 28.2.6 Chapter 6 Performance

Refer to the Airport Analysis Manual for increase in maximum gross takeoff gross weights. 28.2.7 Chapter 7 Weight and Balance

Refer to Chapter 7, page 13 of this manual. 28.2.8 Chapter 8 Special Procedures

No change 28.2.9 Chapter 9 Minimum Equipment List

No change 28.2.10 Chapter 10 Engines No change 28.2.11 Chapter 11 Propellers No change

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DC-6 OPERATING MANUAL 28.2.12 Chapter 12 Fuel System N400UA has a 8 tank configuration with a total system capacity of 5512 US gallons. Fuel quantities for individual tanks are as follows: #1 and #4 main = 695 gals. each #2 and #3 main = 719 gals. each #3 and #4 alt. = 580 gals. each #2 and #3 alt. = 762 gals. each Total = 5512 gallons 28.2.13 Chapter 13 Oil System No change 28.2.14 Chapter 14 Hydraulic System SKYDROL fluid system. Goodyear disc brakes with lockout cylinders. 28.2.15 Chapter 15 Flight Controls No change 28.2.16 Chapter 16 Electrical System No change 28.2.17 Chapter 17 Communication/Radio Navigation Systems 28.2.17.1 Comm/Radio Navigation: General Dual King KX-165 VHF Communications, VOR/LOC and G/S Packages. Dual King KR-87 ADF systems. Dual King KMA-244 Audio control systems. Single King KN-63 DME system. Single King KDI574 DME Indicator. Single Garmin GTX320A Transponder. Single ELT-10 Emergency Locator Transmitter. Dual PN101 remote compass systems. 28.2.17.2 Power Supply No change 28.2.17.3 Circuit Breakers and Fuses The Captains and First Officers clock Circuit Breaker is on the radio fuse and circuit breaker panel, located on aft radio rack support. The DC Circuit Breaker for all Avionics equipment is located on the Main Junction Box Panel. The AC Circuit Breakers and Fuses are the same as N351CE. Main and Standby Inverter Circuit Breakers are located on the MJB. The Emergency Inverter circuit breakers are the same as N351CE.

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DC-6 OPERATING MANUAL 28.2.17.4 Communication Controls

The KX-165 Transceivers #1 and #2 are located on the pedestal AFT of the throttle quadrant. The Frequency selection, volume and squelch controls are provided on the front of each Transceiver. 28.2.17.5 Radio Navigation Systems Controls Each KX-165 includes a VOR, LOC and G/S receiver packaged and collocated with the communication transceiver on the pedestal. The Frequency selector and volume control are provided on the front panel of each transceiver. The #1 King KR-87 ADF receiver is located on the side shelve just outboard of the pilots seat. The #2 ADF is mounted on the right hand side of the First Officers instrument panel. 28.2.17.6 Radio Master Switch The Radio Master Switch is located in the center of the pedestal between the KX-165 Transceivers. It is an ON-OFF two position switch. 28.2.17.7 Emergency Radio Electrical Power Same as N351CE, with the exception of the Master Relay 28.2.17.8 VHF Communications Systems GENERAL: Two separate VHF Communication systems are provided, the transceivers are located on the pedestal aft of the throttle quadrant. The #1 VHF transceiver is located on the left side and #2 transceiver 0n the right side. TRANSCEIVERS: King Radio KX-165 FREQUENCY RANGE: 118.0 to 135.975 in 25 KHZ steps. CHANNELS: 720 TRANSMITTING POWER: 12 Watts minimum CONTROLS: Frequency selection, volume and squelch controls are located on the front panel of each transceiver. OPERATION: Radio Master ON KX-165 ON/OFF volume switch ON Select Frequency CHANNELIZE SET the audio panel Microphone and headphone switches to the desired transceiver. ADJUST Volume 28.2.17.9 VHF Navigation Systems GENERAL: Two separate navigational systems are provided. The VOR/LOC receiver and G/S receiver are packaged in the same housing with the communications transceivers. Audio is available from both systems by means of selector switches on both Audio Switching Panels. RECEIVERS: King Radio KX-165 FREQUENCY RANGE: 108.0 to 117.9 MHZ CONTROLS: Frequency selection and the ON/OFF Volume controls are located on the face of the receiver. CHANNELS: 200 VOR/LOC and 40 Glide Path COURSE DEVIATION INDICATOR: One Collins 331A-3G HSI is located on the Captains instrument panel and receives its signals from the #1 VOR/LOC/GS receiver. One Collins 331A-3G HSI is

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DC-6 OPERATING MANUAL located on the First Officers instrument panel and receives its signals from the #2 VOR/LOC/GS receiver. RMI AND BEARING POINTERS: Dual King KNI-582 RMIs are provided, one on the Captains instrument panel, the other on the First Officers instrument panel. Each RMI has a #1 and #2 Bearing Pointer. The #1 needle receives its signals from either the #1 VOR or #1 ADF receiver. The #2 needle receives its signals from the #2 VOR or ADF receiver. The selection depends upon the VOR or ADF function selector push buttons which are located on the face of the KNI-582 RMI Indicators. OPERATION: Same as N351CE 28.2.17.10 ADF Navigation Systems GENERAL: Two separate ADF Navigational systems are provided. The ADF receivers are located on a side shelf, outboard of each able by selector switches on both Audio Control Switching Panels. RECEIVERS: King Radio KR-87 FREQUENCY RANGE: Same as N351CE CONTROLS: The controls are located on the front panel of each receiver and provide the following functions; Frequency Selection, ADF, BFO, Test and OFF/ON Volume control. BEARING POINTERS: Refer to Paragraph I, VHF Navigation System, Item 7 (bearing pointers). OPERATION: Radio Master Switch ON OFF/ON Volume control ON SELECT the desired ADF RECEIVER through its respective switch located on the Audio Switching Panel. SELECT FREQUENCY (tune and identify) SELECT ADF POSITION for proper bearing pointer information. 28.2.17.11 Marker Beacon Receiver GENERAL: One Marker Beacon Receiving system is provided, which consist of a receiver that is located in the radio rack and a three lamp indicator with a Hi-Lo sensitivity switch located on each pilots instrument panel. Audio is available for either pilot by selection of a MKR switch located on both Audio Switching panels. RECEIVER: King Radio located in the radio rack. ANTENNA: Boat shaped antenna mounted on the lower fuselage. CONTROL: The Marker Beacon system is powered anytime the Radio Master switch is ON. A Hi-Lo sensitivity switch is provided and a press-to-test for the indicator light bulbs. 28.2.17.12 Audio Switching and Intercom System GENERAL: There are two King Radio KMA-24H Audio Control Systems provided. The one located on the side shelf outboard of the Captain facilitates switching of the Captains headphone and microphone to any receiver, transmitter or intercom function. Jack Panels for both pilots are located on the bulk head behind their seats. Each KMA-24H has an intercom with its own volume control which allows for up to five microphone inputs and drives up to six headsets connected in parallel Pilot Priority gives the pilots microphone transmit priority over the co-pilots when both mikes are keyed at the same time.

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DC-6 OPERATING MANUAL CONTROLS: Intercom volume; ADJUST the intercom audio level for each amplifier. Audio select buttons; these turn on the audio for a given radio through the speaker or phone or both as required. These buttons are labeled as follows: HF Receiver VHF Communications One VHF Communications Two VHF Navigation One VHF Navigation Two Radio Compass One Radio Compass Two (Not Installed) (Com 1) (Com 2) (NAV 1) (NAV 2) (ADF 1) ADF 2)

28.2.17.13 Distance Measuring Equipment GENERAL: A single DME navigation system is provided. The Receiver is located in the radio rack and remote to either NAV Receiver through a selector switch located on the pedestal aft of the throttle quadrant. RECEIVER: King KN63 CONTROLS: A three position selector switch is located on the pedestal. The positions are #1 NAV, #2 NAV or HOLD. The DME Frequency is Channeled through the VHF NAV Receiver. DISPLAY: A King KDI574 DME Indicator is located on the Captains Instrument Panel. OPERATION: Radio Master ON VHF NAV Receiver ON Select Frequency Place Selector Switch to desired NAV Receiver #1 or #2 28.2.17.14 Dual Remote Compass Systems A Collins PN101 remote compass system controls the Captains 331-A-3G HSI. It is cross linked to drive the First Officers RMI. A Collins PN101 remote compass system controls the First Officers 331-A-3G HSI. It is cross linked to drive the Captains RMI. Both systems activate when the Radio Master is turned on. There is a fast slave button for each system located on the pedestal. 28.2.17.15 Transponder Garmin GTX320A located in center pedestal above #1 Nav/Com unit. No operational change from N351CE. 28.2.17.16 Emergency Locator Transmitter Same as N351CE. 28.2.18 Chapter 18 Flight Instruments Refer to Chapter 17 I 28.2.19 Chapter 19 Oxygen Systems No Change 28.2.20 Chapter 20 Anti-Icing, Deicing/Defogging System No Change

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DC-6 OPERATING MANUAL 28.2.21 Chapter 21 Fire Detection and Extinguishing System No Change

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