I

AEROPLANE FLIGHT
MANUAL
DC 6/ 6B

COMPAH Y ED IT IO}I

This Conpany Edition is not the official

Aeroplane Flight Manual approved by the
Civil Aviation Authorities as a part of
the Certificate of Airworthiness.

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fiOOqYDIqJUY|4qJ .ilrRlrlYEt tftfElr,

DENI'IARK NORWAY SWEDEX
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AEROPLA]{E FI.IGHT ITIAilUAI. DC.6/68

(oilPAllY rDril0il

INTRODUCT!ON

Foreword

This Manual is the property of Scandinavian Airlines System, and is lent to its employeeB.
It is the responsibility of the employees to fol1ow the instructions laid down herein, and to keep this Manual
up-to-date by immediately inserting all Revisions as they are issued. Because of the high cost of printing a
Manual of this type, it is essential that persons holding this Manual use caution to guard against damageto
or loss of the Manual.
Since this Manual containg information affecting SAS policy and methods, its transmission or the revelation
of its contents in any manner to persons not identified with SAS is prohibited.

Purpo se and Seope

This Manual contains information and instructions for the operation of the DC-6/68 aircraft and also short
descriptions of the aircraft and its systems and equipment. Theprocedures herein embody the Company's own
rules and cover the regulations prescribed by the Civil Avi.ation Authorities. The Pilots and Flight Engineers
should be familiar with a1I contents and shouJ.d earefuLly study all Revisions issued. The procedures in the
Manual must be adhered to in the manner outlined, but nothing herein should be considered as limiting personnel
from acting in their own best Judgment in ca6e of emergency.

Issuance of Manuals

The Engineering Departrnent is responsible for the contents of this Manual, whj.ch is published by Central
Manual Office. It ie the responsibility of each NIanual Holder to report any discrepancies and errors to
Engineering Department. A constant endeavour will be made to lmprove the established procedures and aI1
constructive criticism and suggestions will be given careful consideration.

Index System

The Manual is divided into chapters which are broken down into sections and sub-eections. Each Manual eheet
bears an Index reference in the top right-hand corner, consisting of a three-letter Manual designator, APL,
followed by a group of three numerals, indicating the chapter, section and sub-section. For example, if a
sheet is numbered.{PL 1.3.5., it mearur that it belongs to Aeroplane Flight Manual, chapter 1, section 3,
sub-section 5. The index number remains the same all through any one sub-section.

Revisions

From time io time it will be necegsary to issue Revisions which will be dietributed to att Manual holders.
To ensure that all Manuals are kept up-to-date, a Record of Revlsions is included in the frord of each Manual.
Revigions will be numbered coneecutively, and should be entered on the appropriate sheet. If any one sub-
section consists of several sheets, and it is necessary to a1ter, for instance, only two of these, these two
sheets will have consecutive Revislon numbers.
The Record of Revieions will have separate columng for the sheet number as well as for the index number.
A11 colurmns on the Record of Revisions should be accurately filled in, iJ, however, no sheet number is glven,
it indicates that the sub-section consiste of one sheet only, and obviously, this column is left blank
A breek in the Revision numbers indicates that a particular instruction has not been received, and the Manual
holder should immediately request thie from the respective Distribution Centre. This Manual serves the
purpose for which it was intended only if it is kept up-to-date.

Each Revision sheet will have the letters APL/Rev. followed by the appropriate Revlsion number, which will
i1 be found in the bottom left-hand corner.
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(more)
 INTRODUCTION (cont'd)

Manual Symbols
In order to make it possible for the reciplents to aee the changes in a revieed inetrucfion at a glance, Manual
Symbols will be used in accordance with the following:

Additions, alterations and deletions will be indlcated on each republished sheet by using the sJrmbols below.
When the change aIfects a maJor part or all of any sheet, the sl.rnbol will be placed at the sheet subject
heading. If a change affects a sfurg1e paragraph, aentence or 1ine, the symboi will be placed before tho
affected paragraph, Iine, etc,

Symbols Meaning

N- Indicates new or revleed meaning.

A- Indicates slteration in wording, Iayout, arrangement, gheet or paragraph numbering etc.

without meaning

D. Indicates deletion of previously published info;..mation.

-ooo- Indicates end of sub-eection.

Distributlon I

The Manual and future Revlsions are dietributed to SAS officee etdf or Flig,'.t personnel via the following
channels:

Flight Personnel - through their respective Crew Base.

SAS Offices within Scandinavia - via the local Distribution Centre (ASK-CpH: AOM-OSL: MZS,IO).
SAS Offices outside Scandinavia - via Head Office Distribution Centre (MZSTO)

In the event of an employee's transfer or termination of service, this Manual shall be delivered to the
employee'e supervisor, who will return it to the proper Distrlbution centre.

Stockholm,,IuIy 1st, 1957

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.,'. _,''i*it',' '.! SCANDINAVIAN AIRLINES SYSTEM
/.
B. T6rnblom G
Vice President Operations Department

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AEROPI.AHT TilGHT TTIA}IUAL DC-6/68
(0ttPANY tDtTl0il

REC ORD OF REVISIONS

KEEP THE MANUAL UP-TO-DATE BY INSERTING ALL REYISIONS IMMEDIATELY
The Rev. No. column should be used aa your own Check List and each Revision Number should be crossed out
as and when received by you.

Rev,
Check List
Date Rev
Check List
Date t Rev Check List
Date
Index Sheet Iadex Sheet Index Sheet
No Received No No- Received No. No. No. Received
No No- No.

3,6.3 59
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1 TV t' 30 4
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?, 4.6.1 1 31 3.6.3 5 60 h
3 4.6.1 2 JZ 3,6.3 b 61

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4 4.6. 4 3.6.3 7 62
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5 4. b. J 34 3.6.3 OJ

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6 4.9.2 1 35 J. b. J b4 I

4. 5.2 3 Jb J.h.J 1! 65

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1n 4.9,2. , eo 49' 1 h6

1,I 4.9 .2 4
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12 4.9.2 5 4t 4-9.2- ? 70

13 2. t. 4. 1 42 4.9.2. 4 77

2.1.4 t
2 43 4.9.2. 5 72 I

2.4.5 1 4 9.2

16 2.5.1 , 45 611 ,1
74

4.3.5 46 lil4 1 75 J'J,h

1B 4.4.4 frs" I 76

19 4. I .2", o 77 t A
A

20 2.L.4 1 49 to t\ h
27 APL, III .l 50 79 !\

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27 3.6.3 1 56 B5
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2.9 3.6.3 58 e B7 f.,j.'f I !\

(more) Effective: Ju1. 25. 57

lssue No. 2
 RECORD OF REVISIONS (cont'd)

KEEP T'HE MANUAL UP-TO-DATE BY INSERTING ALL REVISIONS IMMEDIATELY

The Rev. No. column should be used aa your own Check Liet and each Revision Nurnber should be crossed out
as and when received by you.
Check List Check List Check List
Rev. Date Rev Date Rev. Date
Index Sheet Index Sheet Index Sheet
No. Received No. Received No. No- Received
No. No. No. No- No

RR 117 146
TemP.- In rtr.
89
I
t47

90
'l't 9 148 t,ot.1.. /A.//, J'7

ol i\ 149
120
lemP. ln
o, 121 d* 150

93 722 151

94
k 123 152
frl-
124 /4 il,r 7 153
95
4
96 125 154
7
97 126 155

9B
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127 v 1s6
al ) 4
qq 128 o(" I 157
Y, lo
100 129 158 a

101 130 159

102 131 160

103 732 161

104 133 $ 162

105 134 163

I
106 1JD t) 164
I
tf 165
107 136 +
temp. nstr l

108 137 166

109 1Jd Ib I

110
h-*--E-
139 168

111 \ 140 169

7t2 t47 170

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"o ltD 1 tl
142 L7 I
;N Lt4 143 772
O
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115 144
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114 1dq

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AIROPIAI{E TI.IGHI TAl{UAl D(.6/68
(on?mY IDmox

CONTENTS APL I
Sheet 1

1. DESCN,IPTION

1.1. General

1.1,1. Aircraft
1.1.2. 3-view of aircraft
1,1.3. Dimensions and areag
01. General
02. Wing group
03. Horizontal tail surfaces
04. Vertical tail sur{aces
05. Fuselage
1. 1. 4. Wing and power loadings
01. DC-6 wing loadings
02. DC-68 wing loadings
03. DC-6 power loadings
04. DC-68 power loadings

L.2. Airframe and Landing Gear

t.2.1, Fuselage, wings and empennage

01, Fuselage
02. Wings
03. Empennage
L.2.2 Flight controls
01. General.
02. Wing flap control
03. Trim tab controls
04. Spring control tabs
05. Gust locks
06. fianges of movement of control surfacee

1.2.3. Landing gear

01. Generd
02. Main landing gears
03. Nose landing gear
04. Tail skid
05. Landing gear safety and warning devices

1. 3. Power Plant, Fuel and Oil Systems

1.3.1. General (Open)

1. 3.2 Enginee
01. Specificationa
02. General description
(1) Fron{iection--
(2) Front acceaaory case
(3) Crankcaee section
I (4) Cylindera and pietons
(5) Supercharger collector section
(3 (6) Intermediate rear section
(?) Rear gection
lll, (8) Lubrication aystem
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(aorc) Effective: Ma_y 1. 5?

lssue llo..1
 CONTENTS (eont'd)

03. lndqctlqn system

(1) General
(2) Carburettor
(3) Fuel feed valve
(4) Priming system
04 Water /Alcohol injection system
(1) General
(2) W/A tant
(3) w/A pump
(4) wiA regulator
05. Ignition system
(1) General
(2) Magneto
(3) Distributor
(4) Manifold aseembly
(5) Traneformer coil
(6) Ignition switch
(7) Manual spark advance system
06. Torquemeter system
0? Starting eystem
(1) General
(2) Induction vibrator
OB Coolant system
(1) General
(2) Cowl flaps
(3) Generator and engine ehock mount cooling system
(4) Oil cooler system

1. 3.3 Propellers
01, Specification
02. General description
(1) Individual control switches (toggle switches)
(2) Master RPM contrtl lever
(3) Master engine selector svritch
(4) Re-eynchronizing switch
(5) Taehometer generator isolation slritches (emergency switches)
(6) Propeller reverse pitch control and warning lights
(?) Feathering controls
03 Propeller aggembly
(1) Barrel
(2) Bladee
(3) Dome
04 Governor
GIffiri"
(2)
head (etepmotor)
Governor body
05, Propeller auxiliary oil pump
06. Propeller conetqqt epqqd s;6tqm
(1) Under-speed
(2) On-speed
(3) Over-speed
0? Propeller slmchronizing system
(1) Synchronizer
(2) Re-synchronizer
08. Reversing syatem
(1) Reversing
(2) Unreversing
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09, Feathering eygtem
(1) Manual feathering
(2) Autofeathering (DC-6B only)
11 (3) Unfeathering
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 gtJDrtJr%rlrrzrtt:J.ilrrUt
AEROPI,A}II T1IGHT TA]{UAI D(.6I68
COTPIXY TDIIIOX

CONTENTS (cont'd) APL I

Sheet 2

1.3.4. Fuel ey4e4

01. General
02. Fuel tanks
03. Fuel emergency shut-off valveg
04. Fuel system check valves
05. Fuel pumps and controls
06. FueI strainers
07. FueI tank selector valveg and controls
08. Cross-feed valves and controls
09. Fuel pressure indication
010. FueI quantity and flow indication
011 . Fuel dump system and controls

k 1. 3. 5. Oil system
01. Genera.I
02. Engine nacelle oil tanks
03. Auxiliary oil system (DC-68 only)
04. Oil cooler and oil cooler door controls
L 05. Oil dilution system (DC-6B only)
06. OiI emergency shut-off valves
0?. Oil temperature, pressure and quantity indication

1. 4. Hydraulic, Ineumatic and Electrica!rqysterns

1. 4. L. Hydrauliq system-
01. General
02. Hydraulic supply, pressure and control system
03. Wing flap hydraulic system
04. Landing gear system
05, Hydraulic brake system
06. Nosewheel steering system
07. Windshield wiper system
1.4,2. Pneumatic ryslem
01. Air brakes
1. 4. 3. Electrical system
01. Supply systems
\_
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1.5, Communication and Radio Navigation Systems

1.5.1 System characteristics

01. DuaI HF radiotelephone systems
02. MF /HF radiotelegraph system
03. VHF radiotelephone system
04. Dual ADF systems
05. VOR system
06. 75 Mc marker receiving system
0?. Instrument landing system (ILS)
08. LORAN receiver (DC-68 only)
09. Low range radar altimeter (AVQ-6)
010. High range radar altimeter (AVQ-9)
011. Isolation audio system
0t2, Cockpit interphone system
t 013. Service interphone system
6l 01 4. Passenger address system
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(more) Effective: Ju7. 27, 57

APL /Rev. 58 lssue l{0.. 2
 CONTENTS (cont'd)

1.6. Migcellaneoue SJrstems and Equipment

1.6. 1. Instrument eygtemg

01. List ofinstruments and tolerances
02. Layout of instrument panel
1 . 6. 2. Automatic pilot

(Will be issued later)

N- 1.6.3. Air conditioning system

01. General
02. Heating, cooling. ventilating and humidifying system
(1) Cabin heater
(2) Cabin aftercooler
(3) Cooling turbine and axial fan
(4) Cabin temperature control mixing valve
(5) Windshield
(6) Pilots' foot warmers
(7) Temperature controls
(8) Heater switches
(9) Heater instruments
(10) Ground blower
(11) Cabin auxiliary vent blower
(12) Thermister ground blower
(13) Radio rack cooling
(la) Air conditioning from ground unit
(15) Humidifier
(16) Cockpit fan
03. Pressure system
(1) Cabin pressure automatic control
(2) Cabin pressure manual control
(3) Indicating instruments
(4) Supercharger compression ratio limit switch
(5) Cooling turbine switch
(6) Supercharger clutch control and master emergency
depre ssurization control
(7) Cabin pressure warning lights
(8) Cabin low pressure warning

1.6.4. Oxygen system

01. General
02, Demand system
03, DC-6 constant flow system
04. Dt::6B constant flow system
05. FoEEle oxygen bottles
06. Smoke masks
07. Disposable type oxygen masks
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ATROPTA}II T1IGHI TAilUAI DC.6/68
(0f?rxY IDlTl0x

CONTENTS (cont'd) APL I

Sheet 3

1. 6. 5. Anti-icing and de-icing systems

01. General
02. Carburettor anti-icing and de-icing Eystems
03. Windshield anti-icing and de-icing systems
04. Airfoil anti-icing sYstem
05. Propeller de-icing eystem
06. AccessorY anti-icing sYstem

1.6.6 Fire protection equipment

01. General
02. Main and heater fire extinguisher eyatem
03. Fire extinguisher Bystem controls
L 04,
05.
Fire warning system with test on'itches
Portable fire extinguishere

1. 6. ?. Elnergeney equipment
01. Parachute flares
( 02. Portable fire extinguishere
03. Fire axe
04. Inertia light
05. Emorgency exits
06. Emergency ladder
0?. Evacuation slideg (not provided)
08. Firet aid kit
09. Life vest
010. Life raft
1. 6. 8. Interior arrangements
01, Water supply syetem

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Effectivs May 1. b?
lssue llo.. 1
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 MlDrlJrYt ,J rtn lEt tZJfEn
AEROPTA}IE TI.IGHI TNAilUAt DC-6/68
(0nPAilY tDlll0ll

DESCRIPTION APL 1. 1. 1

General - Aircraft

The DC-6 and DC-6B aeroplane series, built by Douglas Aircraft Co. , Inc. are long range, low wing monoplanes
with fu}1 cantilever wing and empennage, semimonocoque fueelage, and ful1y retraetable, hydraulically actuated
tricycle landing gear. The aeroplanee are powered by four Pratt & Whitney Douglas Wasp 18 cylinder, 2800 cubic
inch diaplacement, radial engines equipped with Hamilton Standard reveraible pitch propellers. The passenger
cabias, the cockpit and flight compartment, and the lower fuselage compartments are pressurized and heated by
an air conditioning system that can be operated either automatically or manually. The windshield and the leading
edges of the airfoils are protected againet ice accretion by heated air.

The DC-6/68 aeroplanes are designed for passenger transportation and are equipped with suitable interior fur-
nishings and equipment,
L The fotlowing lists indicate the various DC-6 and DC-68 aircraft in the SAS fleet with registration letterg, name
etc.

DC-6

I Registration Name Mfs. serial Delivery date Arrival

letterg No. Santa Monica Stockholm
LN-LAG SVERRE VIKING 43t34 May 28. 1948 Jun- 3.1948
-LAH HARALD VIKING 43135 Jun. 3.1948 Jun. 7.1948
-LMF AGNE VIKING 43t20 May B. 1948 May 12. 1948

OY-KLO SKJOLD VIKING 43133 Jun. 1.1948 Jun. 5.1948

-KLU SKJALM VIKING 43t32 May 10. 1948 May 28.1948
.KLY ALF VIKING 43t21 May 19.1948 May 23. 1 948

SE-BDD ALGAUT VIKING 43122 Jun. 10.1948 Jun. 20.1948

-BDE ALRIK VIKING 4312 3 Jun. 10.1948 Jun. 21.1948
.BDF ALVAR VIKING 43t24 Jun. 15.1948 Jul. 3.1948
-BDL ASMUND VIKING 43129 May 4. 1948 May 23. 1948
-BDM ANUND VIKING 43130 May 29.1948 Jun. 1.1S48
-BDO ARNGRIM VIKING 43131 Jun. 11.1948 Jun. 19.1948

DC-68
Registration Name Mfs. serial Delivery date Arrival
letterg Santa Monica Stockholm
LN.LML HEMING VIKING 43549 Jul. 3.1952 Jul. 7.1952
-LMO HJALMAR VIKING 43745 Dec. 4.1952 Dec. 6. 1952
-LMP LEIF VIKING 437 46 Dec. 11. 1952 Dec- 18. 1952
-LMS TORE VIKING 44t67 Nov. 20. 1953 Nov- 23.1953
-LMT BERNT VIKING 44L70 Jan.22-1954 Jan. 27 .1954

OY.KMA TORKIL VIKING 43548 May 24. 1952 May 31. 1952
-KME ARILD VIKING 437 44 Nov. 15.1952 Nov. 21. 1952
-KMI HELGE VIKING 4416 6 Oct. 16.1953 Oct. 20. 1953
-KMU GORM VIKING 4416I Jan. 15.1954 Jan. 25.1954
SE-BDP GRAN VIKING 43747 Jan. 14.1953 Jan. 17.1953
-BDR STURE VIKING 43748 Feb. 21.1953 Feb" 24.1953
-BDS VIDAR VIKING 437 49 Feb. 7.1953 Feb. 10.1953
-BDT SVEN VIKING 441 65 Aug. 21.1953 Aug. 24" 1953
-BDU ERIK VIKING 44168 Dec. 15. 1953 Dec. 20. 1953
I

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Effective: May 1.57

lssue N0..1
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 M/JDrlrYtfiJ rrrutlEt tZJriE j
AEROPTANT ITIGHT TTIANUAT DC-6/6B
COIilPAIIY TDIIIOII

DESCRIPTION APL I.L.2.

General - 3-view of aircraft

309qo
DC- 6
g ooo 856r
,50 o

9360 t4173

All measurements in mm

(.-L-n'

35814

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-T V-shape 70

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Effective: May 1. 57
(more) lssue No.. 1
 DESCRIPTION

Generel - 3-view of aircraJt (cont'd)

32&l6l
3?tE2 6
FUSEI.AGE STATION 460.5

8738

53A5
/5o ii ilxmr
llLllf'-.:#
il lr

ilo 16 ONE DEGREE STATIC GROUND IINE

r355t HORIZONTAT RIiFERENCE
rqt73 PLANE

2s35
NOSE WHEET
44.INCH DIAA{ETER TIRE

MAIN WHEETS
45.2O.INCH DIAMETER IIRE

CENTER SPAR PTANE

TU5ELAGE STAIION 460.5OO
(APPROXIMATETY 40 PER CENT CHORD)
58te

l8 l2

E I

3581lt
rrl l$

DIHEDRAT

I WING REFERENCE PTANE

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57{ 75 t8
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ATROPI.ANE TTIGHT fiIANUAI. D(.6/68
c0ilPAi{Y tDtTt0lt

DESCRIPTION APL 1.1.3

General - Dimensions and areas

01. GENERAL DC-6 6B

Span . . .....35.81m
Length (over all including pitot tubes and tail
light). . DC-6: 30.94 m, DC-6E}: 32.46 m
Height oc-6: 8.66 m, DeI6E: 8.7 4 m

):- 02. WING GROIIP

Span: DC-6 6B

Ailerone (each side) 7 14m

Flaps (each side). . . I 00m
i
Areag
Winge(gross) ...... 1 35 I rr.z
Ailerone (total, aft of hinge line) . . 7 90 *22
Flaps (total, including vane) . 2L 31 rn
Trim tab (RH aileron, aft of hinge line). . . . . . . . 0 24 m2
Spring control tab (LH aileron, aft of hinge Line)

Inboard section.. DC-6: 0.22 rn2, DC-68: 0 63 m

2

Outboard section. DC-6' o.20 rn2, nC-6e: o 55 m2

Chords:
Wing:
Chord at root (theoretical) 5 81 m
Chord at tip (theoretical). 1 81 m
Flap:
Chord (totaI, including vane)
Inboard end . .. 1.46 m
Outboard end ... 0.91 m
Wing taper ratio . 3.21:1
Wing angle.of incidence (N, A. C. A. chord line to wing
L- reference plane):
Root . +4 degr
Joint . +4 degr
T'ip +1 degr
Wing dihedral (meaeured at reference plane) . 7 degr
Wing sweepback at centre spar plane 0 degr
I :l Wing aepect ratio . I 44
Wing MAC 4.17m
FIap maximum deflection .. . . . 50 degr.

03, HORIZONTAL TAIL SURFACES pc-6/6I]

Span (over a1I) ... .. 14.17 m
Areas: ,
Horizontal surface (gross) . . . 33.96 mi
Horizontal stabllizers (gross area minus movable surface) .. 19.59 mi
I
Elevator (aft of hinge line, including tabs) .. . 10.12 m'
m Spring control tabs (total on both sides, D DC-6B: 0.54 m Z
aft of hinge line) .. .... . DC-6: 0.67 m",
;
6l
Trim tabs (total onboth sides, aft of hinge line; . . ..1. ... . . 0.92-;r -
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lssue No 1
 DESCRIPTION

Generel - Dimensions and areas cont

Chords:
Root(theoretical). ...... 3.46m
Tip (theoretical). . . .... . 1.36 m
Dihedral 0 degr.
Incidence (horizontal surface reference plane to
fuaelage plane). +2 degr.

04. VERTICAL TAIL SURFACES pc-6/68

Height (elevator- hinge li:ae-to-tip) . . 5.61 m
Areas:
Total exposed (including dorsal fin) . . . . . . . 14.86 m2
Vertlcal etabillzere (total expoeed minus I
movable eurface) 8.68 ml
Rudder (aft of hinge line) . . +.ctm
Rudder tab (aft of hlnge line). . o.44 n2

05. FUSELAGE pc-6168

Height (max. cross section) 3.51 m
Widht (max. cross section). 3.18 m

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 MID'A'U'NJ"AT'IET'Z'7i8"
AEROPTANT TI.IGHT TNAilUAt DC.6/68
cotPAllY tDlTl0il

DESCRIPTION APL 1.1.4.

General - Wing and power loadings

01. DC.6 WING LOADINGS

(1) Take-off

Take-off weight (gross):

43.220 kg (wET 20o) . . 3r7 . 4 kglrnz
43.22o kg (3 WET, 1 DRY 20o) 377.4kglrn',
41.820 kg (DRY 20o) .. 307.63 kglrr.'

(2) Landing

Max. Ianding weight 35.380 kg 260,75 kglo,2

02, DC-68 WING LOA-DINGS

(1) Take-off

(a) With CB-17 engiaes

Take-off weight (gross) :

48. 580 kg(WET 20u, with autofeathering). . . 357. a kglrnz

46. ?60 kg (WET 20o, without autofeathering) 344.25 kel n i
^
44.990 kg (DRY 20o, with autofeathering) . . 330. 58 kglrr."
(b) With CB-16 engines
fat<e-off weight lgross;:
46. 6?0 kg (WET 20o, with autofeathering) . . . . . . 342.79 kek"z
45. 400 kg (WET 20o, without autofeathering) . . . 334 kglrr,z
43.810 kg (20o - 3 WET and 1 DRY without
autofeathering - 1950 BHP/2800 RPM) 322.28 :rel^2
41.860 kg (DRY 20o, without autofeathering
at 2050 BHP/2?00 RPM) :.......... 307.63 kglorz
L (2) Landing

With CB-17 engines

(a)
' Ifax. ranAlry w;igm 40. 040 kg - wET or DRy soo 2g4.45 Ugl^2

(b)With CB-16 enginee

Max. landing weight:
40.040kg-WET.... 29a. aS kglrl:
40.040kg-3WET1D;Y 28s. ? kglrr.f,
39.3?0kg-DRY5Oo..... 283.7 kgl rr,'

03. DC-6 POWER LOADINGS

I
Take-off weight and take-off power:
43.220 kg (WET 20o) at 2400 BIj.Pleng. . . . . 4.5 kg/BHP
<r
43.22O kg - WET on 3 engines at 2400 BHP/eng.
and 1950 BHP DRY on 1 engine (20o flap) a.72 kglBHP
;
6a
41.820 kg (DRY 26o) at 2050 BHP/eng. 5. 09 kg/BFIP
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lssue No 1
 DESCRIPTION
,d)
General - Wing and power loadlnga (cont

04. DC.6B POWER LOADINGS

(1) Wlth CB-17 enginee

Take-off weight and take-off power:

48.580 kg (WET 20v, w'ith autofeathering . . 4.86 kg/BHP
at 2500 BHP/eng. )
46. 760 kg (WET 20o, rrithout autofeathering
at 2500 BIIP/eng. ) .... 4.68 kg/BHP
44.990 kg (DRY 20o, $,ith autofeathering
at 2200 BHP/eng. ) ..... 5.13 kg/BHP

(z',, Wlttr CB-16 englnes

Teke-off weight and take-off power:
46. 670 kg (WET 20o, without autofeathering
at 2400 BHP/eng.) 4.86 kglBHp
45. 400 kg (WET 20o, without autofeathering
at 2400 BHP/eng.) 4.72 kglB.HP
43.810 kg at 2400 BHP/2800 RpM WET on 3 engines
at 1950 BHP/2800 RPM
DRY on 1 engine (20o flap) 4.77 kelB.HP
41.860 kg (DRY 2Oo without eutofeathering
at 2050 BHPl2700 RPM) . 5.0e kglBHP

-oOo-

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 tZflDr/JrYril Urn rJtt tZJrAn
ATROPTAilE FTIGHT ThA}IUAI D(.6/68
(oilPAilY tDtll0il

DESCRIPTION APL 1.2. I

Sheet 1
Airframe and Landing Gear - Fueelage, wings and empennage

01. FUSELAGE
(1) GeneraL

The fuselage ia of semi-streesed skin, a1I metal construction incorporating transverse frames and
longitudinal stiffeners covered with smooth, aluminium alloy sheet. It is composed of three sections:
noae section, a centre eection and tail section. The outsides of the fuselage are provided with ice
Protector strips in a line with the plane of rotation of the i.nboard propellers. The nose and tall sec-
tions tre attached to the fuselage centre section by bolted butt joints. Pressure bulkheads are installed
t\ whereever ncceagary.
'-L*

(2) Interior divigiong

The interior of the fuEelage is divided into the flight compartment, the main and aft passenger cabins
separated bythe pantry and coatroom, the toilets, the cargo compartments, and - for DC-6 only - the
L ladies lounge, - for the DC-68 only - the stateroom.

AIl these areas are pressurized

(a) The flight comPartment contaj.ns all the instruments, controls and equipment necessary for the ope-
ration of the aeroplane and seats are available for a crew of 5. As to the DC-6 aeroplanes only the left
aft area of the flight compartment comprises the forward upper cargo cori[EiTment where sleeping or
seating accommodation for 3 persons can be installed.
(b) The main cabin seats 24 paasengers in de Luxe Class or 32 passengers in the First Class as a regu-
1ar standard, For the Tourist Class version the main cabin in the DC-6 aeroplane can accommodate
44 paasengers and in the DC-68 48 passengers.
(c.) The aft, cabin has normally accommodation for 16 seated or 8 sleeping passengers in all classes
except for the DC-68 Tourist Class version of 19 seated passengers.

Note; For further details of the various seating auangements in different cablns refer to the different
EElance Charts in APL 5.1. or the aeroplane sketches in APL 5.4.2.

(d) The pantry and coatroom area is-Iocated just inside the main cabin door.
(e) The DC-6 ladies lounge is located behind the aft cabin.
(f) The DC-68 stateroom has a convertible arrangement. The whole area can be converted into two cargo
i
@sedaspassengercabinthestateroomaccommodates8seatedor4sIeepingper-
sons. When partially used as crew compartment the left side has accommodation for 4 seated or 2
sleeping persons and the right side for 3 sleeping crew members.

Th0 two sides of the stateroom may be separated by a curtain diagonally in the aisle.

(g) Toilets

- DC-6
Tfiie-e toilets are installed - two are located just aft of the flight compartment and can be used by
the passengers and the crew members. The third toilet hag beenbuilt into the ladies lounge.

- DC-68
Four toilets are installed - two are located between the stateroom and the main passenger cabi.n.
One Beat for a Cabin Attendant is provided in the aisle between ihesetoilets.Two toilets are located
behind the aft cabin.

I
(h) qqlgg_cigpe{gglE
The forward and the aft lower cargo compartments are for the stowage of large quantities of cargo
and baggage. Emergency access doors and viewer openings are provided in the floor of the passenger
;
d!
area for visual detection of smoke and fire during flight. They are covered by the carpet.
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lssue No 1
 DESCRIPTION

Airframe and Landing Gear - Fuse1age, wings and empennage (cont'd)

(3) External ed doorg

A11 external doors providing access into the pressurized area are equipped with latching mechanisme
which are such that they prevent accidental opening of doors once they have been fully closed and
latched. The latch mechanism bayonet type fittings incorporate an indentation to permit a restricted
opening of the doors for gradual depressurization. The cockpit door, cabin door aft lower cargo
compartment doors, hydraullc compartment door and the heater compartment door are equipped with
safety switches which actuate a warning light on the cabin pressurization panel in the coclipit. There
ig one common light for the cockpit door and the cabin door and one common light for the forward and
aft lower cargo compartment doors, the hydraulic compartment door and the heater compartment .door,
The lights, which are dual, are on when any door is not closed and secured in a position ready for flight.

(a) The gogkpit door, which ia approximately 30" wide and 60t' high in DC-6 and 49, wide and 60" high
In DC-68, opens outward and forward and is ingtalled on the right side of the flight deck. It is Iocked
by a set of 7 latcheg in DC-6 and B latches in DC-68. They are operated by the door handles through
a lever and flerible puetr-putt rod control mec-EdG-m. The latchee extend over rollers in the door
jamb, thereby pressing the door tightly against the eealing strip. The door may be opened from
either side.
An automatically engaging door hold-open mechanism ie inetalted below the upper door hinge.

The door is provided with visual inspection ho1es, which allow individual inspection of each latch
to determine that it ie locked properly.
A small circular window is installed in the door. In some DC-68 it is hinged to open inward for
gmoke evacuation.
(b)T!9 91!ln door,which is approximately 39'r wide and 72" high, may be opened outward and for-
wara-F;m;EEer side and is Iocated on the left side of the fuselag" aft of the wing. It is locked
by a sei of 10 latches.

The door is equipped with a latch controlling mechanism, a door hold-open mechanism and with
visual inspection holes in the same way as the cockpit door.
The door is elosed from the ineide by counter-clockwise rotation of the door handle from the down
position to the up position.

The smal1 circular window in the Jabin door does not open.
(c) The forward and aft lower cargo compartment doors open outward and down, providing an opening
;ca6a on tEelower right side of the fuseiage, one forward of
the leading edge of the wing and the other aft near the trailing edge. Each door is 1ocked by a set
of 7 latches. 'The door handles are flugh with the outgide of the door when the door is tocked.

An automatically (DC-6) or manually (DC-68) operated door hold-open mechanisitr is installed.

The doors incorpoiate-2 safety latches. which operate automatically to prevent sudden opening of
the doorg if the normal latch mechanism fails. A rubber bungee snubbing device prevente each
door from dropping quickly as it is opened and also aids in closing the door.

Provisions for padlocks are installed on both doors, and each door is also equipped with removable
access plugs at each latch pin to provide access for emergency opening.

Hatches are ingtalled in the fueelage floor to provide internaL access to the compartments under-
neath the floor.
(a)@,1ocatedontheIowerrightsideofthefuse1agebeIowthewing
pI
leading edge' is an inward opening, upward swinging door. The door handle is concealed by a
flush snapfastened access door. A spring latch ig provided to hold the door in open poeition.
N (") Tlg t:glgt-ggpSlment door, located on the'lower right side of the fuselage, is hinged at the
,;
b@down.ThedoorisequipledwithanautomatichoId-openlatchwhich
6l may be released by depreesing the finger-1ike projection on the hinge,
O

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a
 M/AAnt Yrrfl.{tantlaf tAlrla J

AEROPI.AIIT FTIGHT T[A]{UAI DC.6/68

COiIPANY EDITIOl{

DESCRIPTIOI\ APL I,2, L.

Sheet 2
Airframe and Landing Gear - Fuselage, wings and empennage (cont'd)

(4) Emergenay exits

In the DC-6 sj.:r outward opening, forward swinging emergency exit hatches are installed, three on
each sidE-.In the DC-6B the number of emergency exits is ten" five on each side. The upper part of
a hatch contsins an ordinary passenger cabin window and the lower part contains the release handle.
The exits may be opened both frorn the inside and outside of the aeroplane. Exit hatches will remain
in the fully opdned position after opening.
The emergency exits mentioned above as well as the cockpit and cabin doors are equipped with emer-
gency ropes installed in tubes and having one end attachecl to the exit frame structure above the respec-
L tive opening"

(5) Rear hatclr

A circular hatch is installed in the rear pressure bulkhead to provide accesa to the tail compartment.
L In DC-68 the wall between the two aft toilets is provided with a sma1l door in order to make opening
of ttre hE*ct possible.

(6) External nor-pressurized doors

External doors opening into non-presgurized v/elIs (sealed off from the areas subject to pressurization)
are provided for servicing of the toilets, Iocated outboard and below each toilet.

An outwarC and upward swinging access door to the tail compartment is installed on the lower left side
of the tail section, just behind the pressure bulkhead,

Doors are also provi.ded to enclose the nosewheel well and the battery compartment, and for access to
different equipment in nonpreesurized areas.

(7) Windghield and windows

(a) The windshieLd is V-shaped, bird-resistant and made of one outer panel or full;.tempered glass and
one inner panel composed of 2 layers of semi-tempered glass sheets with a vinyl separator. It is
double paned to permit heated air to flow between the panels for anti-icing. Warm air is conducted to
the windshield through the centre post, which forms a duct, A hydraulically actuated windshield wiper
is installed on each side.
(u)@thecockpitarernadeofIaminatedsemi-temperedg1assandopeninward.
Warm air ie eonducted to the windows through slots in the post separating the windshield and the corner
windows.
(c) flC !!!qfqg qidg ryindovrs in the cockpit sLide aft into a slot in the fuselage lining and are locked in a
preesure-tight position by means of the handLe aft of the window. Pushing up on the handle unlocks
the wiridow and allows it to slide aft on the track.
(d) The passenger cabin windows are rectangular, double paned windows with an air gap between the
panels to prevent frosting. The windows are pressu-re sealed. The windows are approxirnately
16'r x 1Br'.
(e)IlASS!"teo"s_-rng9.s. PLEXI-glass windows of the same tJrye as the passenger cabinwindows are
installed in the toilets, in the ladies lounge, at each upper berth, in the cabin door and in the cockpit
door"

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lssue N0..1
 DESCRIPTION

Airframe and Landing Gear - Fuselage, wings and emperur&ge (cont'd)

02. WINGS

(1) General

The wing is full cantilever, of multi-cellular skin stressed construction, and incorporates a centre
gection, two outer panele, and two wing tips. The centre section is integral with the fuselage. The
outer panels attaeh to the centre Bection by bolted fittings and the wing tips bolt to the outer panels.
Removabi.e fillete fair the engine nacelles and the fuselage to the wing. Six _of the wing fuel tanke are
built as integral parts of the wing. A duct for hot anti-icing air extends the full length of the wing at
the leading edge.

(2)E1tgrte ilatallation

The engine nacelles aft of the firewall are integral with the wing structure. Each engine mount, for-
ward of the firewall, is made of steel tubing and is bolted to the nacelles at four points. The engine
is shock mounted to minimize tranemission of vibration" The engines are completely cowled with
contoured removable metal cowling and are equipped with electrically operated cowl flape.

(3)Ailerons
Metal covered, aerodynamically balanced ailerons extend along the trailing edge of each outer wing
Panel; the ailerons are dynamically and etatically mass balanced by lead weighte bolted to the noae
channel. The DC-6 right aileron has a trim tab, which is operated by a control wheel on the aft face
of the controi pedEstat. The left DC-6 aileron has a two-piece spring control tab, a type of ftying tab,
,which provides aerodynamical boost. Both DC-6B ailerons are Bimilar to the DC-6 left aileron, The
tabs are controlled by one control wheel onlhE-aft face of the control pedestal.
-
(a) Wing flapg

The wing flape extend from the inboard end of the ailerons at the junction of the wing centre section and
the outer wing panels to the wing-to-fuselage fillet. They are of a1l metal conetruction, hydraulically
operated with a cable fol1ow-up systeEn, and are mechanically connected by a bua cable systern. A vane
attached to the entire leading edge of the flap forms a slot between the flap and the trailing edge of the
wing to enaure F smooth airflow over the flap when it is lowered,

03. EMPENNAGE

(1) General

The full-cantilever empennage is composed of a tail cone, horizontal and vertical stabilizere, rudder
and elevators. The stabilizers and tail cone are bolted to the fuselage tail section.

(2) Stabilizers

The horizontal and vertical stabilizers are of all metal construction. Hot air ducts for anti-icing are
.o
I
incorporated in the leading edge of each stabilizer.
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 wzrt yrtt rtn rtEt trtTDtl
AEROPTA}IE TTIGHI TIIA}IUAI D(.6168
(0ilPAltY EDtlt0!t

DESCRIPTION
APL 1. 2. 1.
Sheet 3
Airframe and Landing Gear - Fuselage, wings and empennage (cont

(3) Rudder

The rudder is of fs'bric covered alumiaium alJ.oy conatruction and is etatically and dynamically balanced
by lead weights attached inside of the leading edge skin. The rudder ie equipped wigi a fabric covered
tab that functions both as a trim, and control tab. The tab ie controlLable from the flight compartment
by means of the control wheel located in the vee of the windshield.

(4) Elevator

{I The elevatorg are of al1 metal aluminium alloy construction and are etatlcally and dynamically balanced
by weights installed inside the leading edge skln. The elevators have three statically and dynamically
balanced tabe each: One epring control tab (inboard) and two conventional interconnected trim tabs
(outboard). The trim tabs are operated by dual control wheelg on the control pedestal side panels. The
spring control tab eysteme are a tJDe of flying tab that provides aerodynamic boost. They are operated
by normal motion of the cbntrol column.

-ooo-

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Effective: May 1.57

lssue No 1
\
 SAflOrttyrfiJ,otmttEttzrTattl

ATROPTANE ITIGHI MANUAT D(.6/68

cotPll{Y EDtlt0ll

DESCRIPTION APL r.2.2

Sheet 1

Airframe and Landing Gear - Flight controls

Ol.GENERAL

The aeroplane is controlled in flight by conventionally operated aileron, wing fIap, elevator and rudder sur-
faces, aided by trim tabs for trimming purposes and spring control tabs f or aerodynamic boost.
The flight controls are of conventional 2-way closed cabJ.e systems - pulley, bellcrank-type - except for the
wing flaps which although cable controlled, are operated hydraulically. They are conventional in operation;
that is, the elevators are moved by fore-and-aft movement of the control column, the ailerons are moved by
turning the control column wheels and the rudder responds to movements of the adjustable foot pedals. The
wing flaps are controlled by a lever on the control pedestal.

A11 cockpit controls are dual, except for the rudder and aileron trim taba and for the wing flaps.

The hinged dual rudder pedals operate the main gear hydraulic brakes by appli.cation of the pressure. An
adjustment lever at the inside edge of each pedal permits fore-and-aft adjustment of the pedal.
\_ For information on the different control surfaces with trim and spring control tabs, see APL 1.2. 1,

O2.WING FLAP CONTROL

The hydraulically actuated wing f,Iaps are controlled by a pre-position grip type control lever on the lower
right and face of the control pedestal. The position of the flaps is indicated by a remote indicator located on
the left part of the engine instrument panel. The quadrant on the left side of the control lever, is marked in
suitable increments; an indicating marker on the right side of the control pedestal is marked in a similar
manner" In the full DOWN position, the flaps are 50o down. The wing flaps are operated by moving the lever
to thb desired poeition as indicated on the quadrant. There isnoneutral, or off, position for the control handle,
therefore it must be left in the pre-set position until a new position is desired.
For information on the wing flap hydraulic system, see APL 1.4. 1.

OS.TRIM TAB CONTROLS

The rudder tab, a combination of trim and flying-type tab, provides both aerodynamic boost and trimming
action and is controlled, for trimming purposes, by a handwheel located on top of the glareshield in the V
of the windshield. The trim tab position indicator, which extends through the panel between the fire extin-
guisher selector valve handles below the flareshield, is marked in increments of 1 from the centre, or
neutral position of 0 to the 15 LEFT position andthe l5RIGHTposition. Awheelstoplimits the control wheel
to approximately 3 turns from neutral. During ground operation, the degree of tab movement will be approxi-
mately 50 greater than during flight.

The elevator trim tabs provide a means of balancing nose heavinesB or tail heaviness and are controlled by
dual hand wheeLs located on the side panels of the control pedestal. The wheels are mounted on a common
shaft. The tab position indicator, located on top of the pedestal, adjacent to each wheel, is marked in incre-
ments of 1 degree tab movement from the neutral rigged position of 0 to the 15 NOSE UP position and to the
5 NOSE DOWN position for DC-6 and to the I NOSE UP position and to the 5 NOSE DOWN position for the
DC-68.

The aileron trim tabs which also act as flying tabs provide a means of correcting lateral trim of the aero-
plane and are controlled by a single wheel on the lower aft face of tne control pedestal. The control quadrant
I
is marked in increments of l from the neutral positionof 0tothe8L. WING DOWNpositionandtheBR. WING
DOWI{ position.
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(more) Effective: May 1. 57

lssue No.. 1
 DESCRIPTION

Airframe and Landing Gear - Fiight controle (cont'd)

04. SPRING CONTROL TABS

The left DC-6 aileron and both DC-6E} ailerons, both elevators and the rudder are equipped with spring control
tabei the rudder tab and the aileron tabs of DC-68 also act as trim tabs. The spring control tab is a spring
Ioaded type of flying tab which provides aerod@mic boost to the control surfaces,

The main control cables from the cockpit are connected to an idler bellcrank. This crank moves through an
angle sufficient to displace the tab through its full throw before the bellcrank contacts a stop. This provides
a direct drive between the control cable and the main control surface. A spring, inserted into the tab system
and pre-loaded, creates a force whi.ch provides Fiiot trfeel" that increases with.tab deflection- The spring
also
causes the tab to centre itself relative to its control surface when stick force has been released. Th, pre-ioad
is sufficient to overcome system friction.
The spring control tab deflects, with respect to the control surface, at a rate that varies with airspeed;
that is,
at low airspeeds the tab deflection rate is 1ow and at high airspeeds the rate is high under normal pilot
stick
force acceleration. when a high stick force acceleration (or jerking) is applied, the tab rate of movement
increage sufficiently to create a snap action of the main control surface at either low or high airspeed. will

DC-6/6El stick forces are light and any snap action of the controls at any airspeed will create a sudden high
deflection of the eontrol surfaces with a subsequent whipping of the aeroplane.

05. GUST LOCKS

The rudder elevator and aileron eontrol systems are provided with a mechanical control surface
lock, A lever
in the floor of the cockpit inboard of -the 1 / P t seat, operates the gust lock system and secures the controls
the neutral position. The lever is held in the locked (upright) posiiion by a leather ring attached
in
to a red war-
ning tape rounel'on a spring loaded, braked reel located in the ceiling, above the left windshield panel
DC-6 anci for the DC-6E} by a control surface lock retaining mechanism puj.led out from the left side
in the
of the
control pedestal and which fits over the gust lock 1ever. .q. trt"h on the floor secures the gust lock in the dis-
engaged (horizontal) position. The aileron gust lock is connect ed to the aileron cross, the elevator gust
lock
to the elevator torque tube and the rudder gust lock to the rudder tor.que tube.

The gust lock lever is connected through linkage to a protecting guard installed on a hexagonal
shaft mounted
on the top of the control pedestal. When the lever is in the upright (gust lock engaged) position,
the linkage
Iowere the guard to a horizontal position and prevents two of the four throttles r"on ueing advanced
more
than approximately 22 inches Hg at sealevel (approximately 1730 rpm). only one engine on the Ieft
side and
one on the right side may be run up sirnultaneously. 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.

06. RANGES Or' MOVEMENT OF CONTROL SURFACES

DC-6 DC-68
Ailerons - UP travel T76- 190
Ailerons - DOWN travel 170 174
Ai1eronspri.ngcontro1tab(leftai1eron)-I.]Ptravel. 150
AiIeronspringcontro1tab(1eftai1eron)-DowNtrave1. 150
Aileron spring control tabs - Up travel . . . .
21.50
Aileron spring control tabs - DOWN ar.rel'.'
21. 50
Aileron trim tab (right aiteron) - Up traver ..:::..::.......:::.::..: 7. 50
Aileron trim tab (right ailer=on) - DOWN travel 7. 50
I Aileron trim tabs - UP travel
150
;r Aileron trim tabs - DOWN travel .
150
N
N 500 500
Elevators -
UP travel 250 x)
11?
N
x) when the el.evator trim tab indicator readg from 4 to g degrees NOSE
o
o UP the elevator UP travel is . . ..
250
o
d
x) when the elevator trim tab indicator reads from 6 degrees NosE DowN
to 4 degrees NOSE Up the elevator Up travel is,.........
220

(more)
 frJ/fOrZrlrr/J rrnlrlE tZJr;E l
ATROPTA}IE TTIGHT TTIA}IUAI DC.6/6B
cotPlllY IDlfl0ll

DESCRIPTION APL t.2.2.

Sheet 2
Airframe and Landing Gear - Flight controls (cont A)

DC-6 DC.68
Elevatora - DOWN travel Tto- 156--
Elevator spring control tabs (inboard:one on each aide)- UP travel... BO ?. 50
Elevator spring control tabe (tnboard:one on each side)- DOWN travel 200 22.5a
Elevator trim tabe (outboard:two inter-connected on each side)-
UP travel. 5o 4o
Elevator trim tabs (outboard: two inter'connected on each side)-
DOWN travel 150 110
Rudder - RIGHT travel 200 2oo
Rudder - LEFT travel 200 200
Rudder spring control tab - RIGHT travel 200 2oo
Rudder epring control tab - LEFT travel 2oo 200
Rudder trim tab - RIGIIT travel 200 19.50
Rudder trim tab - LEFT travel 200 19. 50

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Effective: May 1. 5?
lssue l{0. . 1
 nlUzrtJrYrU/J rrRrr/Ji:t tzt BrJ

AEROPLAI{T FTIGHI TUIAI{UAL DC.6/68

(oitP^ltY IDtil0tl

DESCRIPTION APL t.2.3,

Sheet 1

Airfreme and Landing Gear - Landing gear

01. GENERAL
The landing gear consists of 3 hydraulically operated units ag follows:

The 2 fuily retractable main gear assemblies with brakes and dual wheels and a fully retractable nose gear with
a steerable wheel A falred, non-retracting, shock supported tail ekid guarde against tail damage.

For information on the landing gear hydraulic system, see APL 1.4. 1.

N - 02. MAIN LANDING GEARS

(1) Gears, wheels and doors

Two main gears ere attached to the forward and centre spars in the wing centre section, aft of the centre
\ of gravity of the aeroplane and retract forward into the gear wells of the inboard nacelles.

The 2 wheels of each main gear are mounted on a fixed axle on opposlte eidee of a single oleopneumatic
shock strut. Both air and hydraulic fluid are used in the cylinder to produce controlled resistance to
shock during take-off end landing, The static weight of the aircraft le camied by the air in the upper
chamber of the struts. The impact energy of landing ie absorbed by the hydraulic oil and the energy
developed in taxiing is abgorbed by the air,

A hydraulically operated brake is installed in each main wheel and is controlled by the brake pedals in the
coci<pit. An emergency air brake Bystem is available for use in the case of hydraulic system failure and
is controlled by a handle below the glareshield in the cockpit.
The main geer hydraulic brakes can be set for parking by a lever on the left side of the control pedestal.

For information on the main gear hydraulic brakes, see APL 1. 4, 1. and for information on the emergency
air brake syatem, see APL 1.4,2.
Doors, operated by the landing gear retracting mechanigm, cloae to form the bottom contour of the nacelle
when the gear is fully retracted.

(2) Bungee springs and down locl!

Fore and aft loads on the landing gear are absorbed by a drag linkage whlch incorporateg a down lock. Thts
ig hdld in the latched position by spring loaded llnkage, During retraction tl.e first action of the actuating
strut is to rotate the down lock until it unlocks - permitting the knee joints to break and the gear to retract.
A hole is provided ln each down lock for inserting a pin-type ground eafety lock. The gear cannot be re-
tracted when this lock pin is in place.

(3) Uplatch

In the retracted position the geare hang from a mechanically operated uplatch hook when no hydraulic
pressure exists in the up-Iine. The uplatch is rigged by cable to the lending gear control lever in the cock-
pit, As the main gear movea upward into the nacelle, a apacer on the upper drag link engages the uplatch
I hook. Further movement of the main gear to the fully retracted poaition latches the hook.
(f)
N (more)
;
6{
o
o
o
d,
o

Effective: Sep. 16. 57

APL/Rev 113 lssue l{o t
 DESCRIPTION

Airframe and Landing Gear - L anding gear (cont,d)

A special dural shear bolt is installed between the support link and the uplateh hook to prevent damage to
the uplatch in case the gear is lowered under pressure without the latch first being disengaged,

N - 03. NOSE LAND.ING GEAR

(1) Gear, wheel and doors

The nose gear - hydraulically steerable - is located in the nose gear well and is suspended from the side-
waUs of the gear wel1. On operating the landing gear control Iever, the nose gear retracts forward with
the mein gears.

The steerable nosewheel is supported by a yoke attached to the lower end of the forward sloping shock
strut. Hydraulic struts turn the nosewheel 670 to each side of centre position permitting the aircraft
to make turne wlth one set of the main gear wheele as a turning point.
The steering control wheel is located on the left cockpit wall. A white pointed mark on the steering
eontrol wheel indicates the approximate position of the nosewheel. SeU-centring cams turn the noge-
wheel to a straight forward position as weight is removed from the gear during take-off and before re-
traction occurs.
The nose gear well is encloeed by 2 doors to the sides of the we}l. The doors are operated by a saddle
assembly installed between the doors and attached to them and to the well by linkage. During retraction
the nose gear shock strut forces the saddle assembly upward closing the doors behind it,

(2) Bungee strut and down lock

The nose gear spring-loaded hydraulically operated bungee strut ie mounted on the yoke and connected on
the piston end with the down lock. When the nose gear is extended, the spring in the bungee strut extends
the bungee piston, forcing the down lock knee past centre locking the gear in down position. In the re-
traeting operation, hydraulic pressure ie directed to the bungee strut to overcome spring tension and force
the bungee piston to retract. This action breaks the down lock knee joint and allows the nose gear to
retract.
A hole ie provided in the down lock knee for inserting a pin-type ground safety loek. The nose gear
cannot be retracted when the ground safety lock is in position.

(e) IIPIsls!
The nose gear uplatch secures the gear in the up position by means of a hook which engages a spacer on the
noae gear shock strut collar when the gear is retracted. The hook is clamped to and rotates around the
axis tube.

A special dural shear bolt secures the apaeer to the uplatch lug on the shock strut lower support collar to
prevent damage to the uplatch if the gears are Iowered under preseure without the latch firsf,being dis-
engaged.

04. TAIL SKID

I

The non-retracting tail skid - located on the underside of the fuselage tail section - acts as a shock absorber and
o prevents damage to the aeroplane etructure in the event of a tail-down landing. The tail skid consists of a hinged
N
skid plate supported by an oleopneumatic shock strut houaed in a telescoping fairing.
iO
6t
o
o
(more)
o
(l
o
 Mflztt yrrfi .rtRlrt$ tztripu

AEROPIAIII TTIGHT TUIANUAT DC.6/68

c0ilPAilY tDtTt0tt

APL 1.2.3
DESCRIPTION Sheet 2

Airframe and Landing Gear - Landing gear (contrd)

TITROTTLE SWITC1IES
CLOSED BELOW 25%
POWER

N0.4
ENGINE

No3
ENGI N E

LANDINO GEAR
NO.2 SWITCH UNSAFE LIGHT
ENGIN E TRANSFER RELAY RELAY

a WARN ING
HORN
rl

LATCH EO
R R
NO.1 a
ENGINE CLOSED RED WARN ING
LI GHTS

WARN ING HORN

DIMMING SI LENICE RELAY
a RELAY

U PLATCH G HORN
ACTUATED SWITCHES sl BUTTON

LANDING GEAR LEVER

UNLOCK SOLENOIO

o
u
9 (
RIGHT LANDING GEAR
STRUT SAFETY SWITCH

DtMt,ltN0
RELAY

G
GREEN INDICATOR
LIGHT S

LANDING GEAR
CONTROL LEVER
MICRO SWITCH
SWIACES N RELAYS S.l
ffi

(L,8au I.E .d.!y Ltch)

Ut
I UDLtd Etud .rtt.h..

N
DoE ld.dul.d .ntdc.
,f:Itlfl?nmf:trEnlllilil:mif d d d d
6r q 6 d d

!O
6q End gafet circuit
o
o
o
d
o

(more) Effective: Sep. 16. 57

APL/Rev.114 lssue No.. 2
 DESCRIPTION

Airframe and Landing Gear - Landing gear ( con't 'd)

05, LANDING GEAR CONTROLS

The main and nose landing gears extend and retract under hydraulic pressure, controlled by a selector valve
in the hydraulic compartment. The selector valve is cable-operated by a landing gear control lever on the aft
face of the control pedestal, The lever also operates a cable system which releases the uplatches before
extension of the gears oecurs. In the event of hydraulic failure the gears can be lowered by gravity in positioning
the landing gear control lever in the DOWN position to unlatch the uplatches and permit the gears to extend by
their own weights.
The landing gear control lever has three positions: UP, NEUTRAL and DOWN. I

N - 06. LANDING GEAR SAFETY AND WARNING DEVICES

(1) Electrical deyiceq (ref. to fig. 1. )

The landing gear control lever safety circuit is a part of the landing gear warning circuit and functions
to prevent movement of the landing gear control lever from the DOWN position when the aeroplane is on
the ground and the weight of the aeroplane is on the gears.

The landing gear warning lights and warning horn are controlled by uplatch and down lock actuated switches
on each landing gear, by throttle switches in the throttle switch box and by a landing gear control lever
microswitch.

For additional take-off warnings ref. to APL 1.4.3,

(a) Landing gear control leyeryeqqly circuit
The safety circuit consists of a landing gear lever unlock solenoid located at the right side of the control
lever on the control pedestal, a landing gear control lever microswitch on the right main gear lower
drag link and a landing gear strut safety switch on the right main gear shock strut centre door - just
above the torque links and actuated by the torque links.

When the landing gear is fully down (throttles closed and landing gear control lever DOWN) and the
weight of the aeroplane is on the gear, the safety ewitch ie open and thereby de-energlzes the spring-
loaded unlock solenoid.

The solenoid when de-energized projects a safety latch pin across the landing gear control lever quadrant
and prevdnts inadvertent retraction of the landing ge&r.

When the aeroplane takes off and all weight is off the landlng gear, the safety switch on the shock strut
door closes and energizes the unlock sotenoid. The solenoid retracts the safety latch pin and permits
operation of the landing gear control lever,

Note: A finger hole is provided in the control pedestal aft cover adjacent to the landing gear control
Iever for manual operation of the solenoid pin when the unlock solenoid is inoperative.

(b) Landing gear warning lights and horn circuiis

The position of the landing gear is indicated by 3 green indicator ltghts - 1 for each gear - and 1 red
I
warning light. The lights are lnstalled on the right instrument panel and are connected with the landing
.o
cl gear latches and locks and the uplatch and down lock actuated switches on gach landing gear, A dual
GTJ green light for each gear is illuminated when the gear ls extended and locked and the landing gear
N
control lever is fully down and locked in the DOWN position. A dual red light is illuminated to indicate
;iN conditions of gears not locked or latched,
o
o
ol
(more)
o
 tcr/JDtlryrr/Jrrrur/JEst t E ,
ATROPTANE TTIGHT MANUAT DC.6/68
COMPAilY TDIIIOII

APL 1.2.3
DESCRIPTION S heet 3

Airframe and Landing Gear - qear (cont ,d)

The landing- gear warning horn is positioned on the forward waII of the radio rack just above the left
pilot seat. The warning-ho.r, audiUty warns the pilot if any of the throttles is retarded beyond 1/4 -
open position when the landing gear is in any position except fully down and locked.

The 4 tanding gear throttle switches and the throttle switch tranefer relay are housed in the throttle
switch box on the forward side of the control pedestal. Each switch is adjusted to close when the
corresponding throttle lever is retarded to any point between 1/4-open and ful1y closed.

The landing gear control lever microswitch - actuated by the squeeze grip - is installed below the
control lever. A warning horn silence button is provided in the aft pedestal cover to the right of the
Ianding gear control lever s1ot.

The warning horn silence button - when depreseed - opens the horn circuit iJ one or more throttle
leverg are retarded, e. g. the propellers are feathered or if the engines are throttled back for any
other cause. A warning horn silence relay continues to hold the horn circuit open until any other
throttte lever is retardid at $rhich time the horn will again become operative. The throttle switch
transfer relay ensures that - under any combination of retarded throttles - an additional retarded
throtile will reset the warning horn silence relay and the horn will again become operative. When
more than one throttle is retarded - advancing one throttle while leaving the other retarded - will
also cauge the horn to gound.

A landing gear unsafe light relay provides a ground return for the red warning light during flight,
when any of the throttles is retarded beyond 1/4-open position, The light will, therefore' come
on at the same time the horn sounds.

Two different conditions exist in the ground return circuit for the light'
If the throttle for the No.3 or No.4 engine is retarded, the current will flow through the landing
gear warning horn and unsafe light relay to ground at the moveable contact of No. 1 engine throttle
iwitch. This will energize the landing gear unsafe light relay which provides a ground return path
for the red warning light.
If the throttle for the No,1 or No.2 engine is retarded a new ground return path must be provided
for the warning horn circuit as the unretarded throttle switeh of No' 3 or No,4 engine is now dis-
eonnected from this circuit. (poeiil6;;pposlte to that shown in fig. 1). The current flow through
the landing gear throttle switch transfer reJ.ay will now be directed to ground through the retarded
throttle switch of No. 1 or No,2 engine. This energizes the tranefer relay proYiding a new path
for the curyent from the landing gear warning horn and unaafe light relay and the. red warning light,
through the eontacts of the transflr relay and the throttle switch(es) of No, 1 and/or No.2 engine to
ground.

In either case retardlng one or more throttles will provtde a ground path for the current through
the warning horn and the red warning }ight.
L (2) Mechanical devicee

A miryor, mounted on the right beam of the nose gear well enables the right Pilot to see the nose gear
doTn-I66[ knee (fig. 2) to determine whether the gear is down and locked. A snap fastened hinged door
in the cockpit floor, on the right eide of the control pedeetal, permits the Pilot in the right seat to look
through a glase window and into the mirror. A light installed in the noae gear \ileU, is set to shine
direcily on the down lock and is controlled by a switch on the forwerd switch panel.
part of the nose gear with doors can be observed through the driftmeter, if inatalled, but part of the
I gear which c6n b; aeen iB so small that it is imposalble to state whether the gear ie locked or not'
(a
co
c! (more)
;
c{
o
o
o
d
6

Effective: Sep. 16. 5?

APL/Rev.115 lssue No. 1 /
 DESCRIPTION

Airframe and Landing Gear - Landing gear (conrtd)

A light yellow "'target" with a red stripe in the middle is mounted between the upper flanges of the down *
lock pulley arm of each main gear and is visible through the open cockpit side window or through the
N- stateroom window when the main gear is down and locked. However, there may be some difficulties to
observe the t'target", e. g. when it is dirty. Observing the down lock inboard pulley instead of the
"target" will also give accurate information whether the gear is locked or not. Ref. to fig.3 re-
garding the alternative methods to determine when the main gears are locked in down position, A
focused light for night use is installed in each inboard nacelle and is controlled by a snitch on the forward
switch panel. The lights can also be used for general nacelle illumination while on the ground.

The main gears ean also be observed through the driftmeter, if installed. The I'target" can be seen on the
right main gear only in the DC-6B. In the DC-6 it is impossible to see the 'rtargets" at all. The left gear
is partly covered by a ioop antenna and by tEE@ar door.

{rr MTRROR

HOLE FOR PIN-TYPE

GROUND SAFETY LOCK

,
p
0a
aa
, '/r"
N

;
6\r
o
o
o Fig.2. Nose gear down lock knee in locked positlon as seen
c
o through mirror below cockpit floor,

(more)
 tAnOr/1,Yrr'J rrRlrlfEt tlJl& ,
AEROPTANE TTIGHT MANUAT DC.6/68
COfrlPAT{Y TDIIION

DESCRIPTION
APL I,2.3
Sheet 4
Airframe and Landing Gear - Landing gear (contrd)

\-
\
AS GEAR HAS JUST REACHED DOWN POSITION
THE DOWN,LOCK MECIIANISM IS ACTIVATED,
MOVING THE PULLEY ARM
AND PULLEYS DISTINCTLY UPWARDS. THIS
MOVEMENT IS INDICATED ON THE FIGURE
(---.r WITH A DOTTED PICTURE OF THE INBOARD
PULLEY AND AN ARN,OW.
aa.2€ -
BUNGEE SPRING -: TO DETERMINE TIIAT THE GEAR IS LOCKED
IN DOWN POSITION IF THE GREEN LICHT DOES
\ NOT ILLUMINATE, IT IS NECESSARY TO OBSERVE,

\ DITHEN,
ilTHE INBoARD PULLEY MOVING DISTINCTLY
UPWARDS AFTER THE GEAR HAS REACHED
\ b)
DOWN POSITION, OR
THAT INBOARD PULLEY IS "ON" TIIE BUNOEE
\ SPRINC AS SHOWN ON THE FIGURE, OR
/ \
c)
IT
THAT THE I'TARGETI IS VISIBLE.
IS RECOMMENDED TO USE A FULL FACE
SMOKE MASK WHEN OBSERVINC THROUGH AN
POSITION OF THE PULLEY
wri-EN_ GEAR rS oOWN AND >f \ OPEN COCKPIT WINDOW, REF. APL 6.4.3.
!o_cKEp_
t \
I
POSITION OF THE PULLEY
t
itrJ.f.li
rs qew!-Bul il
Ll t
-) I
i f;-"-1 I
I
t THIS PLATE COVERS
lARGET"UNTI
IS LOCKED
L GEAR

t
\ ,

I
\ \
\-r--o-
m
N
Ftg.3, Left landing gear see! from cockpit side window
;c{ or DC-6E} stateroom window
o
o
o
d
@

-oOo- Effective: Sep.16.57

APL/Rev. 116 lssue No 1
 tArJDrt yrrfl ,rRlrlEt tuf&,
ATROPLAT{T TTIGHT TNANUAI. DC.6i6B
(ottPAI{Y tDtlt0l{

DESCRIPTION APL I. 3, 2
Sheet 1
Power Plant, FueI and Oi1 Systems - Engines

01. SPECIFICATIONS
Manufacturer Pratt & Whitney
Series Double Wasp (R-2800)
Model CB16 and C817 (D_C*68 only)
Type Twin :row, radiai, air cooled
Number of cylinders -tt
Cylinder diameter (bore) 146.05 rnm (5,7 inches)
Piston stroke 152.40 mm (6. 0 inches)
Piston displacement 45. 96 I (2804 cu. in. )
Cornpression ratio 6. 75:1
Supercharger Single stage, two-speed
Impeller gear ratioe:
Low 7 .29:l
High 8.5:1
Impeller diameter: 317.5 mm (12.50 inches)
Crankshaft rotation (from rear)
L Propeller shaft rotation (from rear)
Clockwise
Clockwise
Propeller reduction gear ratio 0. 450:1
Dry weight of engine 1085 kg (2390 1bs. )
Illax. diameter of engine 1341 mm (52. B0 inches)
Max. length of engine 2068 mm (81. 40 inches)
Magneto (low tension) Bendix DLN-10
Spark plugs Champion R37S-1 + B565
Carburettor Stromberg PR-58E5
Fuel Ref. APL 3" 3.1.
oil Ref. APL 3.3.1.
Water/Alcohol, fluid Ref. APL 3.3.1.
Ratings Ref. APL 3.3.1.
Note: The Double Wasp-C816 engine is exactly like the Double Wasp-CB1? engine except that it uses a loltr'er
octane fuel, which gives it other ratings.

(more)

N
m

6
6l
o
&
d
o

Effecfiv e: May 1.57

lssue No. 1
 DESCRIPTION
l
Power Plant, FueI and Oi1 Systems - E cont 'd) o
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(more)
 ruilzrl4lT0tJrrrullettztr&A
ATROPTANE TI.IGHT IUIA}IUAI DC.6/68
COTNPAilY TDIIIOI{

DESCRIPTION APL
S heet 2
Power P1ant, Fuel and Oil Systems - Engines (cont'd)

02. GENERAL DESCRIPTION

(1) Front section

The front case incorporates a propeller reduction gearing and a recesged liner at its front end, which
supports the propeller shaft thrust bearing. The propeller reduction gearing is of the spur planetary
type and eonsists of propeller shaft, reduction drive fixed gear and fifteen reduction drive pinions.

Bosses are provided in the front case for installation and support of the governor oi1 transfer tubes
\*r which carry oil to the propeller shaft oil transfer bearing. A mounting pad is provided for a torque-
meter oil pressure transfer cover on the outside surface of the front case. Six circular, steel lined
recegses are located in the rear of the front case to act as cylinders for the six torquerneter pistons

t TOROUEMETER OIL PRESSURE

TRANSFER COVER
REDUCTION DRIVE FIXED
GEAR SUPPORT
PINION OIL TRANSFER TUEE

GOVERNOR OIL TRANSFER TUBE

REDUCTION ORIVE
IHRUST BEARING FIXEO GEAF

THRUST BEARING NU
REDUCTION ORIVE
PrNtot{s
GOVERNOR OIL STANDPIPE

PROPELLER SHAFT OIL PLUG

\_.
PROPELLSR OIL FEEO TUEE
PRESSURE OIL
TRAI{SFER TUBE
PBOPELLER SHAFT OIL
TRAilSFER BEARITIG
k_.,
TORQT'EIETER
TOROUEUETER PRESSURE MASTER PISTON
OIL PASSAGES

Fig. 2. Front section

I
N
N
(a

;
6a
o
o
o
!n
o

(more) Effective: May 1. b7

lssue No.. 1
 DESCRIPTION

Power Plant, tr.uel and Oil Systems - Engines (eont'd)

(2) _Front accessory case

?he front aecessorycase is provided with external pads for mounting a dual magneto, twin distributore,
an automatic spark advance operatingunit, a propeller governor and the scavenge oil and booster pump.
On its inside surface, the front accessorJr case supports the two distributor drive gears, the distributor
intermediate drive spur and beveL gears, and a governor intermediate oi1 transfer tube.

OISTRIBUTOR INTERMEOIATE ADA PTE R

OFIVE SPUR ATO BEV€L G
DRIVE GEAR

OOVENNOR OIL TRANSFE MA6NETO INTERMEDIATE

TUBE DRIVE BEVEL GEAR

PRESSURE OIL TRANSFEE ORIVE GEAR

TUBE TO a
SPARX AOVANCE
PISTON ASSY.

GOVE RNOR SPARK ADVANCE

DRIVE SEAR PISTON ilORMAL
AOVANCE OIL
lUBE

GOVERf,OR PRESS OII. TRANSFER

I ilT€RMEOIATE TUAE TO SPARX AOV
DFIVE SEAR .UNIT SELECTOF VALVE

T OiL
REOUCTION OflIVE GE TRANSFER BEARING
COUPLING LOCX tIUT
CTION ORIVE GEAR
COUPL IN G
FRONT ACCESSORY CASE
SECONDARY COUNTERWEIGHI
FROT.IT SUPPORT PLATE SECONOARY COUNTERWEIGNT
SPRING DRIVE GEAR
FRO'{T OIL SCAVENGE NO AOOSTER PUMP
PRESSURE OIL INANSFER TUAE
TO BOOSTER SECTION OF FROilT
OIL PUMP

Fig 3. Front accessory section

(3) Crankcase section

The crankcase is composed of three one piece sections which are held together by studs and special
bolts. Two rowg of, cylinder mounting pads are located around the outer circumference of the crank-
case assembly. The crankcase contains a erankshaft, cams and master rod assernblies.

The crankshaft is machined from three steel forgings. The front and rear sections are hel-d to the
centre section by bolts which pass through the crankpins.

The crankshaft cheeks, which are integral with the front and rear sections, support pendulum type
counterweights. The front and rear counterweights are supported on two large bushings which are
I
.o secured in the crankshaft eheek through which two pins support a bifilar darzrper incased within the
c! counterwei.ght halves. The front counterweight is designed to damper the second order vihrations in
6n
o the crankshaft and the rear counterweight dampers the four and one half order vibrations. The pen-
dulum travel of the front and rear counterweight bifilar damper is controlled by the two pins.
,;
N
A secondary counterweight is provided at eaeh end of the crankshaft to damper second order vibra-
tions caused by the eccentric masses of the master rod assemblies. The front secondary counter-
o weight turns on a leaded sleeve bearing, splined to the crankshaft front seetion. The rear secondary
d
a counterweight turns on a Leaded surface on the outside diameter of the crankshaft rear gear which is
secured to the end of the crankshaft, Each secondary counterweight intermediate drive gear drives
its secondary counterweight at twice crankshaft speed.

(more)
 Milzrt yt t rrRlr/Jas tztTau

AEROPLAI{E FTIGHT fiIANUAt DC.6/68

COITIPAI{Y TDIIION

DESCRIPTION APL 1. 3.2

Sheet 3
Power Plant, Fuel and Oi1 Systems - Engines (cont'd)

(4) Cylinders and pistons

The cylinder barrels are machined from steel forgings. Aluminium sleeves, in which cooling fins have
been machined, are shrunk over the control portion of the barrel, The heads are of forged alurniniurn
with machined cooling fins and integral rockerboxes. Each cylinder has one inlet and one exhaust valve
The cylinder head also incorporates helical inserts for two spark pIugs.

The cylinder head temperature is measured by a thermocouple installed in the cylinder No. 2. A thermo-
couple lead transmits cylinder temperatures to a dual indicator on the left centre section of the main in-
strument Pane1.
\
.The flat topped aluminium pistons are of the ful1 skirt type. Each piston has five ring grooves and is
fitted with compression rings in the first three grooves , dual oil control rings in the fourth groove , and
a rectangular sectioned scraper ring in the fifth groove. The top compression ring is chromium plated
on the side which bearg against the cylinder walI.
a
The cylinders are numbered consecutively in e. clockwise direction as viewed from the rear of the engine.
The top cylinder in the rear row is the No. 1 cylinder, and the bottom cylinder in the front row is the No.
10 cyllnder.

17

L
l5

\E*
FIRING ORDER
t-12-5-16- g-?-13-6-17-lo-3 -14-7 -18 -l l-4-15-8
M= MAsTEROD CYLINDER

I
C"
N
m
ll
;
6l
o
o
o
d
a Fig. 4. Front view of engine

(more) Effective: May 1. 57

lssue No
 DESCRIPTION

Power P1ant, FueI and Oil Svstems - Engines ( cont al

( 5) s"pe I glqgqt-gqllgglgry e!!]grl

The supercharger collector c&se, a magnesiurn alloy casting, is attached to the crankcase rear section
and together with the interaediate rear c&se, houset the impe1ler, Located around the periphery of the
eaae are nine fuel air mixture or:tlet ports. Attached to each port is a V-shaped intake pipe through which
the fuel air mixture is carried to one iront and one rear cylinder,

(6) lntermediate rear section

The intermediate rear case, which is attached to the rear ofthe supercharger collector case, houses
the impeller and accessory drive shafts and provides support for the front end of the shafts in the various
accessory gear trains. A supercharger intake, which forms a throat fo:'the impeller, is located in the
front face cf the case.
A fuel feed valve ie instal.ied ln a d.ril1ed Fassage, which extends from the rear of the carburettor mounting
pad dorvnvrard througir the we'b cf the air duct to an annuius, forrned Lry a groove machined in the liner.

A drilled paFsage at the lcwest point in the intate duct connects to an autoraatic drain valve on the bottom
of the case.

The impeileris splined io the impelier shal1, and the assernbly is suppo:'ted on the accessorydrive shalt
on bronze bearings 'rvhich are instalLed in the iropeller shaft. Two spur gears which are integral with the
rear end of the impeller shaJt are driven by hi.gh and 1ow ratio elutch gears,
The desludger t;'pe dual clutch is mounted on each side of the impeller shaft" The cones of the clutches
are splined to the clutch shaft and engage the clutch gears. A manually operated, two position impeller
ratio eeleetor vaJ.ve is mounted on the top of the rear case. U the valve ismovedintothe high position,
pressure oil will be directed to the chember 'oetween a cone and each high :'atio clutch gear. If the valve
is moveC into the low position, pressrlre oil will be si.milarly directed to each low ratio clutch. The
selector valve is controlied electrically by two position switches on the upper instrument panel.

SOLENOID ED SOLENOID DEENERGIZED

f messuer otr
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(rriore)
 tanorurvrfiJ rrrutlet tzJrat
AEROPIAI{T TTIGHT TNAilUAL DC.6/6B
(0ilPAllY tDlll0il

DESCRIPTION APL 1. 3. 2.
Sheet 4
Power Plant, Fuel and Oil Systems - Engines (cont'd)

(7) Rear section

The rear case is provided with mount pads for various accessories and, together with the intermediate
rear case, houses and supports gear trains for driving the accessories and the impeller. Pressure oil
and main scavenge pumps are installed in the rear face of this case. An oi1 screen assembly and an oil
return check valve, are located in the centre of the bottom of the rear case. The rear section scavenge
oil strainer is located to the right of the main oil screen cover, and the rear section oil drain plug to
the left of the cover.

(8) Lubrication system

Oil from tank is circulated through the englne by a gear type presaure pump which is located in the left
face of the rear case. The pressure oil pump cover is provided with mounting bosses for an inlet oil
connection, a relief valve, a low pressure relief valve, and an oil strainer chamber bypass valve. The
pump sends high pressure oil to the pressure oil strainer chamber located in the Iower central portion
L of the rear case. There is a check valve which prevents oil flow from the main tank into the engine when
the engine is not in operation. The oil strainer bypass valve is provided to allow oil to bypass the oil
strainer if the strainer becomeg clogged. The oil passes by the check valve at the top of the strainer
assembly to a smaller chamber directly above, from which a passage connects with an annulus around
the end of the oil transfer shaft. A passage from the annulus runs to the front face of the relief valve.

A two section main scavenge pump is located in the right face of the rear case. The drain oi1 from the
crankcase section and the rear compartment is collected in the main sump, which is attached to the
crankcase rear section and supercharger case between cylinders No. 9 and No. 11. A scavenge oil
strainer is located in the right hand passage in the bottom of the intermediate rear case.
The front cam compartment drain oi1 is scavenged through a connecting tube by the top scavenge sec-
tion of the scavenge oil and booster pump. Drainoilfromthe frontaccessories andthe reduction gearing
collects at the bottom of the front accessorycase and is removed by the middle scavenge section of the
pump. The bottom scavenge section of the pump collects the rockerbox drain oil through an external
tube which is connected to the rockerbox drain oil manifold. This manifold is attached to the No, 10
cylinder and collects the oil through a aeries of inter cylinder rubber hose connections. The oil from
the three scavenge sections of the front scavenge oil and booster pump is forced through an external
tube connecting with cored passages in the supercharger and intermediate rear cases which in turn
connect through an internal tube to the discharge side of the main scavenge pump.
The external oil system is described in subseetion 1.3. S.

O3.INDUCTION SYSTEM

(1) General

The induction system is a combination of air induction (see figure 6) and fuel induction (see figure 7)

The carburettor airscoop is a faired duct through which air is directed to the carburettor. The air-
scoop forms the top centre section of the engine accessory section cowling. The forward end of the
airdcoop is attached to the engine section inner ring, and the aft end is attached to the engine section
accessory cowling trailing edge support assembly, which is attached to the engine mount. A support
flange around the bottom of the carburettor airscoop elbow seats on a rubber seal installed in a U-
channel that is attached to the top deck of the carburettor.

A cable controlled door in the forward section of the airscoop closes the norrnal cold air inlet and
opens a hot air inlet, or vice versa. Positioning of the door by the carburettor preheat control levers
I

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N
make alr temperatures, from FULL COLD to FULL HOT, available at the carburettor inlet. A baJf1e
and water trap, located in the aft side of the airscoop elbow, provides for removal of water from the
;
c{
airstream. The water is drained overboard through a line connected to the water trap.
o
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(rnore) Effective: MaY 1' 57

lssue No.. 1
 DESCRIPTION

Power Plant, FueI and Oll Systems - Engine (cont'd)

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 tAr{DhlAY,iN UT I/UEf lAff&fr

AIROPLANT THGHT f'frAilUAt DC.6I6B

COMPAilY IDIIIOI{

DESCRIPTION APL I,3.2

Sheet 5

li'ower Plant, Fuel and 0i1 S).stems - Engine s {cr:nt ili

Each engine is equippeci with a PR.-58I.5 Benrlix Strornberg injection carhrurettor. This
pressure type dowxr
draft carburettor is an air measuring and fuel rnetering control which injects the metered fuel into the at
measu.red air at the supercharger throat. As a result of the fuel metering, fuel and air enter
the engine
a ratio that witl support eombustion throughout the entire range of engine operation'

The carburettor setting is a so-called transport setting speelfically aimed toward fuel economyfor tran-
sport type aircraft. By incorporating a mixture control plate that does not close the fuel port sharply,
the f /A-may be manually cqntroled1o a desired fuel economy. Thie setting in no way restricts
the func-
tion of the automatic carturettor, br"rt wiI1, in the autolean position, give a richer mixture than normally
obtained. Use of the transport setting reqriires the installation of a fuel flowmeter and a torquemeter,

Air entering.the carburettor a-t the air intake passes dow-nwarcl through the rnain venturi
pletes and boost
venturi tubes, past the eontrolling throttle valves into the supercharger (see fig' 7). The boost venturi
tubes, in conjunction with the main venturi plates, create a suction, which is transmitted from the throat
I

of the boost venturi tuhes to chamber B in the pressure regd.ator'. A portion of the air entering the air
in-
take flows into the irnpact tubes and then through an internal channel, past the automatic mixture control
(AMC) needle where iis flow is restricted, 'ILie flow, thus restricted, is ternred "regulated impact
pressure,'. The regulated impact preesure is transmitterl to chamher A in the regulator (see fig' 7)
1

anC is greater than the venturi section in chamber B.

fhe air metering force (pressure in charnbe:'A rninus pressure in charnber B) acting upon the large air
diaphragm, together with ttre assistance of the constant head idle spring, creates a force which shifts the
ai.apnragm to tire right and opens the poppet va1ve. As the opening of the pcppet valve increises, the
p"""srr"L of the unrnetereC fuel in chamber D increases, permitting more fuei to flow through the jets
of tfre fuel control unit, This resultn in an increa,setl fuel rnetering force (pressure in ehamber D minus
pressure in charnber C). TI:e fuel metering force is regr-rlated try and is equal to the air rnetering force
except in the idle range.

The constant head idle spri,ng, locateri in the poppet valve shaft in ttre regr.rlator holds the poppet val"ve
j.s not great enor-igh to open the poppet
open in the idle range (the air r:retel:lng force in the idle range
valve sulficiently). ilhiu .a,l"u" the fuel meter:ing torce 10 be sl.ightly higher than the air rrretering
force, thereby fgrnishing the eesi::ed ullxture enrici:nren'i, in tlte idle range.
To offset thie rich mixture, a contoured idle valve, loeated ii|lhe fuel control unit, is incorporated,
which can be.adjusted to obtain a" desired mixture strength'

The iclle vaLve is linked to the throttle vaive and meters fr-rel according to throttle openings up to 10 to"
jets
15 degrees. As the idle valve opening ie greater than the jet sizes, treyond 15 degrees, the fixed
take over the rnetering function.

The rnetered fuel in the fuel control r:nit flows upward through the n"Lanual mixtrrre plates and through an
external fuel transfer 1ine, supplied vrith a transmitter for the fue) flow rfleters, a.nd to the fuel feed
valve (discharge nozzle). This valve is instailed in a drilled passage extendirrg from the rear of the car-
burettor mounting flange to the threat of the intake duct"

(2) Carburettor

The Bendix Stromberg PR5BE5 carburettor is eomposed of five basic unitsl Throttle unit, automatic
mixtlre control unit, pressure reeiulator urit, fuel control unit, end manual mixture control unit"

I'hese five units are coordinated to rneasure the air and fuel delivered to the engine to maintain a con-
trolled fuel air ratio throughout the entire operating range, from idling to take-off power' The carbu-
I
rettor, as a unit, controls fuel flow; the throttle unit controls airflow.
6
N (")l!rg11lu gtt
m
fire carlurettor throttle unit is considered thefoundation of the carburettor. The unit is rectangular
; in shape and contains the main venturi piates, boost veiitu:"i tubes, irnpact tubes, and butterfly type
cll throtile ,zalves . provisions are rnade on the throttle body for mounting the automatic mixture control
unit, the pressure regulator unit, and a mechanica.Ily operatgd aecelerating purnp and throttle balance.
(l The discharge from tie mechanically operated accelerating pump is transmitted to the balarice chamber
td
@ in the regulalor unit front body, where it rnomentarily unbalances the diaphragm assembly to deliver
a greater volume of fuel to the fuel feed valve.
(urore) [ffeetive: May 1. 57
lssue No..1
 DESCRIPTIOI{

Power Plant, Fuel and Oil Systems - Engines (cont'd)

(b) Automatic mixture control unit

The AMC unit consists of a sealed metallic bellows and a contoured needle valve. The bellows is
filled with nitrogen and an inert oil and expands or contracts with changes in air density caused
by avariation in altitude, temperatrlre or supercharging. As the bellows is connected to the needle
valve an increase in air density eontracts the bellows which raises or opens the valve, and a de-
crease in air deneity expands the bellows and lowers or closes the valve.. The amount of opening
of the valve controls the flow of air from the impact tubes to the A chamber of the fueL regulating
unit. Because of the correction made by the unit, air, entering the engine, is measured in weight.
(c) P19sgq19 reglatgr unit *B
The carburettor pressure regulator unit is divided into a fuel and an air section and each section
is eubdivided into two chambere. The air chambera, A and B, and the fuel chambers, C and D,
are each separated on a atem attached to the air diaphragrn.
To prevent moisture.from forming in the air section of the regulating unit, and to make a correction
for changes in air densityby a pressure drop aeross the automatic mixture control needle, a mix-
ture control bleed connecting chambers A and B, is incorporated to provide the necessary circu-
lation. Without this circulation, the automatic mixture control would become useless and a rich
mixture would result.

(more)

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 n tUtUZil,UUItCiOt D;
ATROPIA}IT TTIGHI TIA}IUAI. DC.6/68
(onPilY tDlllox

DESCRIPTION APL L.3.2,

Sheet 6 fI 51 55
Power Plant, Fuel and OiI Systems- Engines (cont'd)
f= 52 I'TlI )tl AUTO RICH LEAN IDLE -OFF

)5 W D,.
ir0
1. Primer diseharge nozzLes
2. Throttle valve
3. Fill check valve
ln t)
54 ffil 58 59
5 rl t)
4. Accelerating pump |,^^f^.r 13 til ')
5. Relief check valve 5
6. Leaking bleed IMPACT TUBE

7. Automatic mixture control unit I I

8. Airscoop
9. Impact tube
10. Boost venturi
8
11. Vent channel
12. Air diaphragm
13. Sealing diaphragm 23 ')
L4. Fuel diaphragm
19 i

15. Unmetered fuel float vent ii

3
restriction
16. Vapour separators
t7. Vapour vent line to fuel tank
18. Electric primer valve ,
19. Balance channels
20. Poppet valve diaphragm
21. Poppet valve
22. Fuel strainer
23. Fuel inlet from pump
24. Enrichment valve
25. Metered fuel vent restriction
26. Vent 40
27. Unmetered fuel vent restriction -tl
28. Manual mixture control lever 4L
l,\L
29. Automatic lean metering jet 39" Metered fuel pressure 51. Pressure below throttle
30. Regulator fill valve (closed onJ.y 40. Metered fuel to discharge nozzle 52. Venturi suction
in idle cut-off) valve 53. Impact pressure
31. Automatic rich metering jet 48 4L. Idling spring 54. Water under pump pressure
I
32. Derichment valve diaphragm 42. Mixture control bleed 55. Regulated impact pressure
(o 33. Derichment valve 43. Balance channel 56. Metered fuel
C\r
6.)
34. Derichment jet 44. Balance diaphragm 57. Unmetered fuel
F{
35. Power enrichment metering jet 45. Drain bleed 58. FueI at pump pressure
rJ)
6;l
36. Idle valve, meters fuel only 49 46. Unmetered fuel to W/A-regulator 59. Channel from auto rich jet
o
o during first 10o of throttle 47. FueI feed valve 60. Channel from auto lean jet
rt opening 48. Impeller 61. Metered fuel vent passage
Ur
d
37. Idle valve, open at cruising Effective: May 1. tZ 49. Slinger ring 62. Fuel pressure gauge connection
a 38. Enrichment valve vent restriction Issue No. : 1 50. Derichment valve in closed 63. Water inlet
position
(more)
 MlDttUlUrUlrtilrlt:JtlrrGt
ATROPIAilE TUGHT TTIANUAL D(.6/68
cotPAIY tDlTt0il

DESCRIPTION APL L.3,2

Sheet 7
Power Plant, Fuel and Oil Systems - Engines (cont'd)

(d) Fuel control unit

The carburettor fuel control unit, attached directly to the regulator unit, consists of a seriee of
metering Jets, a manual mixture control valve, sn idle vElve, a power enrichment valve, and a
regulator fill valve. During the idling range of speede, the idle valve meters the fuel, opening
fu1ly at higher RPM to offer no reetriction. The manual mixture control valve is equipped with
a mixture controllever. Whenthe valve ls placed inthe closed - IDLE CUT-OFF positlon, the
fiII valve is closed and preventa flow of fuel from the metered fuel chamber in the regulator,
thereby stopping ell fuel flow to the engine.

It ia important that the mixture control be returned to IDLE CUT-OFF and that the booster pump
L.. beturnedOFFimmediatelyfollowing a falge start, as, with the primer Bwitch OFF and the boogter
pump in LOW between two and four pints of fuel per minute will discharge into the engine. Even
with the booster pump in LOW and the mixture control in IDLE CUT-OFF, it is possible for some
fuel to be forced past the carburettor poppet and primer valves. It requlres less than one pint
0.47 litres (one plnt) of fuel to hydraulically lock a cylinder.
iI (e) Manual mixture control
The manual mixture control valve is operated by the mixture control lever on the control pedeetal
and provldee meatut for manually controlling the mixture. The control lever has three positions:
AUTO RICH, AUTO LEAN and IDLE CUT-OFF.

AUTO RICH is a setting which autornatically maintains apre-setfuelair ratio for high power output

AUTO LEAN is a setting which automatically maintains the mixture at a epecific fuel-air ratio leaner
than AUTO RICH.

IDLE CUT-OFF position stops all fuel flow to the fuel discharge nozzle regardless of throttle
posltiop.

(3) Fuel feed valve

After being metered by the carburettor, the fuel ie carried through the fuel tranefer tube to the fuel
feed valve. The fuel feed valve assembly is housed in a machined passage in the intermediate rear
case sectlon of the engine. Fuel ig conducted into the fuel feed valve houelng through a passage in the
cage which eonnects with the fuel transfer tube from the carburettor. To prevent fuel leakage, the
machined passage is sealed by the use of a lower and upper valve housing BeaI. A gasket is uped bet-
ween the diaphragm rlng and the valve housing cover. The outer gurface of the diaphragm seals the
space between the mating surfaces of the diaphragm ring and the valve housing flange.

While the pressure of metered fuel exerted outwardly against the val.ve diaphragm ie less than the
force exerted by the valve epring inwardly against the valve stem, the valve remains sealed agalnet
the discharge end of the valve housing, thereby shutting off the fuel flow. When the fuel pressure
acting againet the diaphragm exceede the force of the epring, the valve will rise off ite seat. Fuel
norr paarres through the discharge end of the valve housing into the supercharger intake insert liner,
into the fuel elinger ring, and then between the vaneg of the impeller where it ig mixed with air.

(4) Priming system

The engineo are provided with a carburettor mounted, supercharger throat priming system. FueI ie
carried through an external line from an electrie solenoid primer to the base of the carburettor, then
through a drilled passage in the carburettor body to nozzles mounted ln the centre web.
I
F The priming solenoid on each carburettor is actuated by the momentary contact switch on the forward
N overhead panel, adjacent to the starter switch, It ie necessary to position the eng"ine selector switch
o before operating the priming switch.
;
6a
o
o
d

(more) Effective: May 1. 57

lssue No 1
 DESCRIPTION

Power Flant, FueI and Oil Systems - Engines (cont'd)

04. WATER/ALCOHOL IIqJECTTON SYSTEM

(1) qe:9I4
The water/alcohof (WlA) injectlon syetem is an instalLation to permit the safe increaae of take-off power.

Compared with fuel inJeetion, the injection of I W/A mixture does not, in itseU, increase the power out-
put of an engtne. Neither does it produce the game reactlon as atmoepheric humidity, which actually
results in a loss of brake horse-power output - a loss which will be experienced by either a wet or dry
engine, although the dry engine w111 Lose pox'er more rapidly. The injection of W/A merely acta ag
a detonation suppressant, allowLng engine operatlon with Best Power mixture ln the high power range.

tsest Power mlxture in the high porrer range ("dry" operation) wlII result ln a comblnation of temperature
and preaaure of the fueJ./air charge, leadlng to detonatlon, Thle tendency to detonate can be euppressed by
enrichlng the rrixture bdyond Beet Power to supply exceBa fuel to cool the eorrrbustion; however, this will,
in turn, result ln a power reduction of approximately six to eight per cent.
The W/A inJection mirture replaces the excess fuel ueed for cooling with a volume of W/A, which even
cools the charge better than fuel and coneequentiy suppresses the tendency toward detonation. During
W/A lnjectlon, the fueL/air mi:rture ie reduced to Best Power by the derichment vaLve in the carburettor
and lf the MP le set to 55" Hg for DC-6 and 60" Hg for DC-68 (max. MP for dry take-off) and not
changed, a power lncreage of appr-oxJs0 BHP for DC-6Ed loo BHP for DC-68 from dry to wet take-
off ie obtained at sealevel.
The anti-datonate quallties of W/A are such that, in addition to the increaeed power obtalned with W/A
lnJectlon the throttle may be further advanced to gain an additional power output of 200 BHP for DC-6
and 150 BHP for DC-68. Thie is obtalned by lncreaeing MP to max. 59. 5" Hg in DC-6 and 62" HA in
qq-68 with a nPM tf Z8O0 (msx. MP and RPM for wet take-off).
The W/A injection Bystem conslets of four similar systems, one for eaeh engine. Each syetem consiats
6ggs;ftial1y of a vented W/A tank, L pump, a water regulator, a derichment valve in the carburettor, and
eontrols for operating the syeterr.

Each W/A injecti"on syetem ts controlled by two switches; the manual control switch on the aft overhead
panel and an oil preesure operated srnitch, which tees off the oil preeaure llne eupplying the engi-ne oi1
preasure wernfuxg srritch. The oil presaure operated switch, set to close when engtne oll preesures ex-
ceed 30 (+0, - 5) psl, is connected in eerles with the on-off gwitch, thus preventing the system pump
from opcrating when the engines are not runnlng.
A magnesyn type preesure transmitter in each system meaaures unmetered preasure and transmits the
indlcatlon to two dual indlcators on the engine instrument panel.

As the water injection eystem is completely closed off by the presaure and solenoid check valves during
the I'drytt engine operation, it ls normal for the pressure indicators to indicate between 8-15 psi when
w/A is off.
A W/A presaure warnlng ewitch transmits an el.ectrical impulse, which turns on four green lights located
below the engine instrument panel. The lights will illuminate as soon as the gwitch is turned ON, which
indicates that rrater under preesure is available to the water regulator. The pressure warning switch is
adjusted to operate at 18 psi.

A liquidometer tJpe quantity tranamitter ln each W/A tank measures the W/A quantity and transmits the
lndication to two dual indicators on the upper instrument panel
I
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 wzrt xrrtrtanttE t1t Et
AEROPTA]IE FTIGHT TIIAI{UAI DC-6/68
(0tPtltY tDtilot

DESCRIPTION APL 1. s.2

Sheet I
Power Plant, Fuel and Oil Systems - Engines (contA)

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(more) Effectjve: May 1. 5
lssue l{0..1
 DESCRIPTION

Power Plant, Fuel and Oi1 Systems - Engines (cont'd)

(2) w A tank
Each W/A tank has a usable capacity of approximately 20,5 litres (5. 4 U. S. gls) in DC-6 and 37, 85 litree
(10 U. S. gle) in DC-68.

The tanks for the lnboard englnea are located in the upper section of the inboard nacelles on the aft face
of the firevall.

In DC-6 the tanks for the outboard engtnee are located on each side of the aeroplane in the wing centre
E66[-ion forward of the front spar.
In DC-68 the tanks for the outboard engines are located on each eide of the aeroplane in the wing centre
se6i16;Et of the rear spar.
A llquldometer type trarigmitter le lnstalled in the bottom of each tank. A dipstick is mounted under the
filler neck cap.

(3)w/A pump
A positive dieplacement, electrically driven, vane type pump is mounted ln the vlcinity of each supply
tank. Each pump incorporatea a presaure relief valve set to return excess W/A to the inlet port of
the pump when the W/A injection aystem pressure at the preseure regulator exceeds 23 t 1 pgi rated
flow at higher output. These pressures will be higher durlng engine run-up check at field preseure
(ref. APL 3.3. 1. 02, ) due to the absence of system pressure drop at zeroflow.

(4) W/A regulator

The W/A regulator, one mounted on the rlght side of the intermediate rear section of each engine,
regu.lates the quantity flow of the W/A mixture at a rate dependent upon the fuel through the carbu-
rettor. When ttre W/A pressure is sufficiently high, the derichment valve in the carburettor closea,
reduclng the fuel flow through the carburettor and finally arriving at a "Best Power" mixture setting.

ff the W/A supply ie depleted or fails, indicated by a green pressure light going out, the derichment
valve in the carburettor opens to enrich the fuel/air mlxture, and check valves in the W/A regulator
and W/A feed pipes close to prevent reverse fuel flow through the regulator to the tank.

The regulator is fltted with a vapour vent return pipe to the top oJ the W/A eupply tank. A solenoid
valve ig installed in the vent plpe to prevent backflow and is actuated by the W/A system switeh,

05. IGNITION SYSTEM

(1) General

The complete low tension, high altitude ignition system for each engine consists of a magneto, a mani-
fold with nine detachable primary leads, two distributore, eighteen double high tension coils and thirty-
six high tension leads and two epark plugs per cylinder.
The basic electrical diJference between a conventional high tension system and a low tension system is
that the high tension system generates high voltage at the magneto, and then transmits this high voltage
pI through the distributors !o the spark plugs. The low tension system generates only low voltage current
co (max. 350 volt) at the magneto. This low voltage cument is transmitted through the distributors to the
c\: aecondary transformer coils, which are located near the cylinders. There the current is transformed
6.:
to the high voltage needed at the sparkplug and delivered through a very short lead to the plug itself.
,;
N Thie system practically elirninates the possibility of flaehover at the distributor or around the mani-
o
o fold, because only low voltage cument flows in these parts of the system.
o
ol
Electrical losses are reduced also, since the path of the high voltage current is short.
o
The ignition system and wiring are completely shielded to eliminate radio interference.

(more)
 rulOttJrYrrl rtrurt4 lltr6rJ
AEROPTA]IE TTIGHT IUIAilUAT DC.6/6B
coilPlltY IDtfl0ta

DESCRIPTION APt t.3.2.

Sheet S

Power Plant, Fuel and OiI Systerns - Ilngines (cont'd)

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o

( rnorr:) Eifoctrve: May 1. 57

lssuc No
 DESCRIPTION

Power Plant, FueI and Oil Systems - Engines (cont'd)

(2) Magneto

The magneto type DLN-10 ls of double tandem four pole magneto design. Two four pole magneto6 are
mounted on the magneto shaft, wlth the poles of one magneto staggered 45o from those of the other. Each
magneto operates in conjunction with two paire of pole shoes, making four coils in sll. Each coil con-
sigte of a alngle primarywinding of relatively few turns of heavy wire. There are no secondary win-
dlnga. One end of each coil winding is grounded to the magneto houelng. The other end is connected through
a four pln electrical connector into the manifold.
The. magnetois mounted on the front of the engine by means of a standardfour bolt flange. It is driven at -n:
1 1/B engine crankshaft speed and is of anti-clockwise rotation. The housing and cover are of cast magne-
slum alloy and are preciaion machined and secured together with a special clamping ring to provlde ade-
quate radio shielding. A timing plunger is provided which, when depressed, engagee a notch cut fur the
magneto shaJt. This facilitates setting of the magneto iir its exact firing position, when timing it to the
engine.

(3) Distributor
The distributor assemblles fit urithin the distributor baseg of the manifold assembly and they are designated
ae left and right, as viewed from anti-propeller end of the engine. The drive shaft is of clockwise rotation
as viewed from the drive end. Each distributor is secured in position with three screws and is provided
with a precieion machined cover. The cover 1g secured with a clamping ring which ensures an electri-
cally tight seal, preventing radio interference. The distributor shaft carries two nine lobe compensated
breaker cams' a dlgtributor finger, and the drive coupling. It also carries a Iapped washer which mates
agalnst the sealing member of the oil seal in the distributor baee.

The breakers are mounted adjacent to the cams and are secured to a breaker plate mounted on the dis-
tributor houaing. A condeneor is connected across each breaker.
The moulded collector plate is mounted directly over the distributor finger. The two eoll.ector rings in
this plate make contact with the two carbon brughes on the upper surface of the distributor finger. The
upper bruehea are connected through the ffurger to the lower bruehes, which make contact with the dis-
tributor blocks in the distributor base gection of manifold.
The breaker cams are of compensated design, The No. 1 lobe of each cam is marked with a dot. Each
csm ie aleo engraved with an arrow to show the direction of operating rotation. The upper cam is
designatedasNo."l"andoperatestheNo. lbreakerwhichinturncontrolsthefiringof the.."rrowof
engine cylinders. The lower cam operates with the No. 2 breaker and controls the firing of the front
row cylinders.
The distributor shsft is driven at 1/2 engine crankshaft speed. The upper end of the shaft is machined
to provide a timing step which is used in conJunction with two timing marks to indicate the opening posi-
tione of the two breakers.

(4) Madfofd assernbly

The manifold assembly consists of a tubular metal manifold to which are permanently attached the bases
for the two distributors. The manifold carries nine primary lead outlets, one *"go"io connection and
one svitch connection. A11 the outlet connections are four pinplug-in electrical connectors.

The distributor bases contain the distributor block over which the carbon brushes of the distributor
!
I finger travel in making the proper distribution of cunent to the engine cyJ.inder coils,
o
6I
o
(5) Transformer coil
,;
N
o A separate transformer coil unit is mounted on each engine cylinder. The coil, which is a double unit,
ii
has two identical transformer coils (one for each spark plug) within a single case (see fig, B. The
oql ).
function of the coil is to step up the impulser, which results when the magneto current is' interrupted,
o to the necessary high voltage required by the spark plugs. Each coil within the transformer coil
assembly consists of a primary and secondary winding. The primary winding consists of relatively
few turns of wire, the secondary winding consists of many thousands of turni of wire. Thus, a

(more)
 MlfDrlrlrfiA rlR rlEt tZSrE,
AEROPTA}IE TTIGHI MANUAI. DC.6/68
COIIPAI{Y TDIIIOlI

DESCRIPTION APL t.3.2.

Sheet 10
Power Plant, FueI and Oi1 Svstems - Engines ( cont a)

voltege of about 250 to 350 volts (output from the magneto) applied to the primary wi1L be "stepped up"
or transformed, in the secondary to a voltage adequate to fire the spark plug.

(6) Ig1rttg!_xy:19h

The primary clrcuits of the L and R leads (see fig. 9) of the four dual magnetos ground through four
lgnition switches (one for each engine) Iocated on the forward overhead electrical panel. The ignition
switches have four positions: BOTH, L, R, and OFF.

A magneto is OFF only when its primary circuit is grounded. Therefore, when any mag'neto switch is
placed in the OFF position, its function ls to ground the L and R primary leads from that dual magneto.

Note: There is no master ignition emergency switch to ground all magnetos eimultaneously. It is
nEEessary to actuate the four switches to OFF to make all magnetos inoperative.

(7) Manual spark advance system

The msnual spark advance system which has been installed to permlt improved fuel consumptlon (ap-
proximatelythreepercent) consj.sts of a distributor, intermediate drive bevel gears, a control piston
and a two position solenoid valve. The gears and control piston are located on the front support plate
in the front accessory case and the solenoid is located outside of the front accessory case. The solenoid
opens a valve and allows oil to pass to the control piston which mechanically positions the spark advance

Four two position switches, one for each engine, are installed on the aft overhead panel in the cockpit.
The switches have two positions: SPECIAL CRUISE and TAI(E-OFF AND CLIMII. When the switch is in
the'IAKE-OFF AND CLIMB position, the normal spark position is used; when the swltch is in the
SPECIAL,CRUISE position, the spark in the advanced position is used. In the normal spark position,
the cylinder is fired at 20 degrees before top centrei when the apark is in the aCvance position, the
cylinder is fired at 25 degrees before top centre of the piston stroke.

06. TORQUEMETER SYSTEM

The engine is provided with a torquemeter system which makes possible the accurate measurement of the
actual power output to the propeller. As the propelier reduction drive fixed gear moves forward on the dia-
gonal splines on its outside diameter, in response to the torque applied to the propeller shaft by the cranJ<-
shaft through the reduction drive gear, the forward thrust of the reduction drive fixed gear is counterbal-
anced by pressure oi1 operating on the gear through the six lorquenreter pistons. A slipper bearing, which
seata on a ball and on the rear of each piston, maintains contact with the fixed gear. Engine oil from the crank-
ehaft oi1 transfer bearing is carried through to the booster section of the oil pump rnounted in the front acces-
sory case. From the booster pump, the oil is carried to the front end of the torquemeter rnaster piston. Torque-
L- meter booster pump oi1 pressure is maintained by a relief valve which bypasses excess oil to the intake side of
the booster pump. A-fter acting on the master piston, the oil is distributed to the remaining five torquemeter
pistons and to the torquemeter oil pressure transfer diaphragm. This pressure transfer diaphragm movement
actuates the magnesyn torque transmitter. The movement of the transmitter mechanism is transmitted elec-
trically to the magnesyn indicator in the aeropiane, which shows brake mean effective pressure (BMEP) in
psi. Four BMEP indicators are installed on the main instrument pane1.
By knowing BMEP and RPM, it is possible to calculate the BHP actually delivered to the propeller. The
following formula applies to the R-2800 engines:

o
I
BHP = 4+t#rr
N
o The torquemeter does not reflect the power absorbed by engine accessories, cabin supercharges, etc.
;c{
o (rnore
o )

a
(,
o

Effective: IVIay 1. 57
lssue No 1
DESCRIPTION

Power Plant, Fuel and Oil Systemg - Englnes (cont'd)

Torquemeter transmitter

Bleed

Ptston

Front ca.se

0i1 pressrre fron nr,aster piston

Bleed
\-
Flight directlon
Slipper
Fixod gear

Meteriug gear retainer

hole

V'ariable orifice l{aster piston

Oi1 p'essr:ne from Torqueme ter transruitt er

oooster pump
l

Piston

Torque preasure

From engi-ne oiI rystem

f &rg:ire oi1
I Boosted oil
I Metered. oil
Master piston

Soos+,er punp Pressilre

Sooster pump sectlon in front oil punrp

Fie. 10. Torquemeter system

(more)
 ntzt/&rtllrl rr0[rJ$ lftT;Be
ATROPI.A}IE TTIGHT IIIANUAI DC.6/68
cot?AltY tDII|0il

DESCRIPTION APL 1." 3

Sheet 11
Power Plant, Fuel and Oil Systems - Engines (cont'd)

07. STARTING SYSTEM

(1) General

A direct cranking eleetric starter is rnounted on each engine. To avoid damage to the engine in case of
hydraulic 1ock, the starter is provided with a safety (sliding) clutch. The starter controls, Loeated on
the forward overhead panel, coneist of a seLector switeh for choosing the engine to be etarted and
primed, a 6tBrt ewitch fnr energizing the starter, a boost switch to provide sufficient electric boost to
the magnetos, and a starter safety switch, A prime switch is mounted to the left of the start switch for
aid in starting the engines. The boost svritch is mounted to the right of the start switch. Except for the
seLector sxritch, the remaining switches are momentary contact t)pe.

The engine atarter selector switch must be out of the OFF position and set to the engine to be started
before the start switch or the prime switch will firnction. The safety switch must be held in the ON
(aft) position before the start switch will functj.on.
L-
(2) Induction vibrator
The induction vibrator (one for all engines), which is designed for use as an auxi.liary source of igniti.on
to facilitate starting the engines, is loeated behind the forward overhead electrical panel.

The function of the vibrator ie that of suppl.ying an interrupted battery eurrent to the transformer coil
when the boost ewitch is ON.
The vibrator ie connected to the ground leads R1 in the ignition switch (see fig. 9), which means that
the current is only transmitted to the front spark ptugs in the rear cylinder row.

OB. COOLANT SYSTEM

(1) General

The coolant system consists of the cowl f1ape, the generator and engine shock mount cooling system,
the anti-drag ring, the inner ring and the oil cooler,

The anti-drag ring and inner ring aid in controlling the engine temperature by Cirecting airflow
around the engine cylinders. The oil cooler aids in controlling engine temperature by cooling the
engine oil.

(2) CowI flaps

The four cowl flaps on each side of each power plant egg serve to control the amount of cooling air-
flow over the engine.
Two sets of remote controls are provided for positioning the electrically operated cowl flaps on
each power plant egg. Each of the four position selector switches, mounted on the aft overhead
instrument panel, has the following positions: OPEN, CLOSE, OFX'and POSITIONIIIG. As long
as the switch is held in the OPEN or the CLOSE posltion, the flaps will continue to move in the
t direction chosen by means of the switch until the maxirnum travel ie reached. When the switeh
is in POSITIONING, the cowl flaps automatically assume the position selected by means of the
c\I
rheostat control. This control is calibrated in increments of 2 degrees, from -4 degrees to
aYt + 22 degrees, where 0 degrees represents a faired position.
;
6l
o
o
o
d
o

(more) EffectiYe: May 1.57

lssue No.. 1
 DESCRIPTION

Power P1ant, Fuel and Oi1 Systems - Engines (eont'd)

Generator and engi.ne shock mount cooling system

.Air for eGol,ing the gene:'etsr and engine mounting flexil:tre brackets is obtained through a srnall airscor)p,
which extends along the top of the oil" cocler airscoop. Thie cold air is delivered through a blast tube to
the generator anrl through a smaller blast tube to the six engire rnounting flexible brackets. A shut-off
va1ve, instailed in the tr"arge blast tube just ahove the oi1 eooler airscoop fairing, is operated in con-
junction with other emergency shut*off valves. !(hen a fire extinguisher selector handle is pushed in to
the first detent for partial oi1 supply to the engine, the hlast tube valve is opened approximately harf
way for partial supply of air. When the fire extingurlsher selector handle is pu11ed fulI out, the btast
tube valve is closed.
,&,

(4) Oil cooler Fy€tem

See APL 1.3.5., 04.

-o0o-

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 wotmyrrt rrrurtct tiltna J
AEROPTANE TTIGHT tTIAilUAt DC.6/68
(otPlilY tDlTtota

DESCRIPTION APL 1.3.3.

Sheet 1
Power Plant, FueI and Oil Systems - Propellers

01. SPECIFICATION
Manufacturer Hamilton Standard Constant speed range 3oo-550
Model 43E60 Low pitch stop 300
Hub model 43E 60 -9 Full feather 960
Blade model 68958-8 FuIl reveree -6o
Diameter 13 feet 6 inches (4. 11 metres) Governor control range 1200 - 2800 t 50 HPM
Number of blades 3 Governor model 5u18 -(24)

L-
,DOME CA.P

I.OW.PITCH STOP TEVER DOME ASSEMBI.Y

SERVO PISTON

PISTON
tOW.PITCH
STOP TEVER WEDGE FIXED CAM

ROTAIING CAM

CAM ROI.IER
I.OW.PITCH STOP I.EVER
SI"EEVE ASSEMBTY

OIt TRANSFER TUBE

OII TRANSFER
HOUSING
BI.ADE SEAT

BARREL ASSEMBTY BTAOE

SPIDER BARREI. SEAT BTADE CAM

SWITCH
SPIDER BARRET CAM

P RO P EI. tER
I SHAFT

m DE-ICER ASSEMBT

,;
6.
o
o
a
d
6
Fig. 1 Hydromatic r- cutaway vietv

(more) Effective: May 1.57

lssue No 1
 DESCRIPTION

Power Plant, FueI and OiI stems - Propellers (cont'd)

02. GENERAL DESCRIPTIOI{

The aeroplane is equipped with a full feathering reversible pitch, constant speed type, electricaLly controlled
and hydraulically positioned Hamilton Standard propeller model 43E60. The installation provides automatic
synchronization as well as a manual synchronizer override.
Ice formation is rernoved from the blades of each propeller by electrical heating elements instal"led on each blade
For additional description of the propeller de-icing system see APL 1.6.5. 05.
Each propeller installation has'its own circuit breaker for feathering and reversing circuits, mounted on the
main circuit breaker pane1. In addition, one circuit breaker for the manual governor control and one for the
synchronizing control are mounted on the sarre panel Each propeller has its own manual seLector control switch,
mounted on a control box on the top face of the control pedestal. A master synchronizing controi is mounted
adjacent to the individual selector controls"

MAXIMUM.MINIMUM
RPM INDICATING I-IGHTS

REVSRSE .rHNOTTLE LOCK

NESYNCHRONIZING
swtTcH

7',

Fig. 2 Propeller controls (toggle switches)

(1 ) Indilli5lqgl qentrol swit che s (toggle swit che s)

I
Four toggle tJpe, norrnally off, spring loaded control switches, one for each prope).Ier, are mounted
.o on the top face of the control pedestal.
m These switches provide speed variation for any one engine independently of the others, and can be used
,ij with the system.in either MANUAL or AIITOMATIC. The switches are two positi-on, momentary contact
N type and are.placarded DECREASE RPM and INCREASE RPM. Each switch can be used to vary the rpm
of its engine; however, the engine being used as a master engine should be controlled by means of the
o
master control lever adjacent to the control switches. In AUTOMATIC, if a toggle switch is used to change
d
o
the speed of a slave engine more than three percent of the master engine rpm, the synchronizer will not
puII the slave back into synchronization (limited band control).

(more)
 iAilDr/ArUrUlrtrurlt:JtArrEt
AEROPTA}IT TI.IGHT fiIA}IUAI. DC-6/68
c0tPAilY tDllt0il

DESCRIPTION APL 1.3 J

Sheet z
Power Plant, Fuel and Oil Systems - Propellers (cont,d)

A green indicator light is mounted adjacent to each control switch and illuminates when the comesponding
propeller governor has reached its high or low rpm )rmit.

(2) Master RPM control

The propeller master control lever, mounted on the left side of the propell r control unit, is connected
to the synchronizer unit, which operates through a follow-up system to var the rpm of all four engines
simultaneously. The master lever is placarded DECREASE RpM (aft pos: -,:r) and INCREASE RpM (for-
ward position); the take-off position is fu11 forward. At the fuil forward position (high rpm), the lever
actuates a switch that, through relays, disconnects the synchronizing system when the engines are set for
take-off rpm, thus allowing each engine to seek its maximum governor controlled rpm for maximum
power output, irrespective of its speed relative to the other engines. With the lever full ic.:ward, the
system is n-on-automatigr and the individual control switches can be used to synchronize engine rpm.

(3) Master enpine selector switch

The master engine selector switch, mounted adjacent to the individual propeller control switches, is a
three position toggle switch placarded 2 AUTO MANUAL and 3 AUTO. It provides a means of selecting
either inboard engine to act as the master engine to which the remaining engines are slaved, or permits
manual control of the propeller system, With the switch in.the MANUAL position, the master control
lever is rendered i?roperative and the individual control switches can be used to vary the propelier rpm to
attain synchronization.

In the MANUAL position, it is possible for the propellers to be placed in minimum rpm by means of the
control switches, even though the master Iever is in the full forward position. With this selector switch
in MANUAL, movement of the master control lever will have no effect and may require recalibrationwhen
selecting No. 2 or No. 3 engine again.

(4) Re-synchronizing switch

A re-synchronizing push switch is mounted adjacent to the master engine selector switch to permit syn-
chronization of the system when one or more engines are out of synchronization with the master engine.
Depressing and releasing the switch allows each engine to progress 3 percent towards the master engine
i speed each time the sv/itch is operated.

(5) Tachometer genera.tor isolation switches (emerpencv switches

The tachometer generator system is protected by two isolation switches connected through a bar and
i mouflted behind the Captail's seat, adjacent to the inverter control switches. The'isolation switches can
r,\*.. be used to disconnect the propeller generators and indieating circuits to prevent a fault in the synchronizer
from affecting the tachometer indicator.
The switches are placarded NORMAL and EMERCENCY.

(6) Propeller reverse pitch trol and warning lights

The throttle control levers provide propeller reverse pitch control when the throttle lever;s are moved back
past the CLOSE position into the reverse range. The reverse throttle }ock release lever located between the
Captain's and First Officer"s throttle levers, must be released to move the throttles back into the reverse
t
range.
6l
m
tr'our PROP. REVERSE warning }ights are installed on the propeller control unit (see fig. 2). It is the
function of these lights to illuminate when the propeller blades are in revei.se pitch range.
;
6l
<)
o
o
d
o

(more) Effective: May 1. b?

lssue No.. 1
 DESCRlPTION

Power Plant, Fuel and Oi1 Systems - Propelters (cont'd)

(z) r'ee$S.*e_ggg|lg!"
(a) Manual
F6iiTeathering }iuttons are mounted on the forward overhead panel. The buttons are push-pul type
with three positions: fu1ly depressed is the feathering position, ful1 out is the unfeathering,position,
and approximately half way between these two positions is the neutratr, or normal, position. When
the feathering button is depressed to the feathering position, it is held in the feathering position until
the timing circuit opens, thus shutting off the auxiliary oil pump.

(b) Automatic
In case of engine failure during take-off, a propeller can be feathered by an automatic feather system
armed by a.n autofeathering switch mounted on the forward overhead switch panel . The switch is a
toggle-type with three positions: AUTOMATIC FEATHERING, OFF and RESET.

03. PROPELLER ASSEMBLY

The propeller assembly consists of the barrels, the blades and the dome. The hub assembly is the basic propeller
mechanism in that it contains the blades and the means of holding them in position. The blades are mounted on the
spider arms and retained by the shoulders at the Lrlade bores in the barrel. Each blade is free to turn about its
longitudinal axis under control of the dome assembly. The de-icing and electrical control parts are mounted on
the inboard end of the propeller hub.

8
l.BARREL HALVES
2BARREL BOLT
7 3 SPI DER
4SPIDER ARM
5PROPELLER BLADE
6BUSH ING
TBLADE GEAR SEGMEI,'-
SLOCATING DOWEL .--

I
.o 1
N
o
m
n
2
N
o
o
d
3
m
Fig. 3 Prop eller barrel.assemblv
(more)
 nlJzr&Yrrl rrzrrl$ tzt iEe

AEROPLAilE FI.IGHI ThA}IUAI DC-6/68

cofPlxY rDllt0x

DESCRIPTION APL 1.3.3.

S heet 3
Power Plant, Fuel_lnd Oil Systems - Propellers (cont,d)

(1)Balrel
The barrel assembly consists of the two barrel halves, the spider, the front and rear cones and the pro-
peller retaining nut.
The barrel is manufactured in two sections or halves which are machined and balanced as a pair and kept
together throughout the service life of the propeller. The barrel carries the high centrifugal blade loads
by means of shoulders at each blade bore. The spider which is considered the foundation for the entire
propeller is splined to fit the propeller shaft. The cone seats are located at each end of the central bore.
The splines and the cones transmit engine torque to the propeller. Arrns forged integral with the spider
t_ extend into the blades and locate them in the propeller asseiirbly. The spider arms support the blades
and take the greater part of the blade thrust and torque loads. The propeller retaining nut has a flange on
its inboard end to butt up against the front cone.

(2) Blades

The blades are forged from a hard aluminium altoy. The butt end ilcorporates a shouider which mates
against the bevelled thrust washer. A blade gear segment is attached to the butt of each blade by means
of serrations on the inner diameter which mate with similar teeth on the outer diameter of the blade
bushing. The gear teeth of the segments mesh with those of the rotating cam in the dome, The blades
are provided with rubber heaters mounted on the leading edge of the blades.

(3) Dome

The dome assembly which contains the pitch changing mechanism for the blades is mounted on the barrel
dome and is retained in position by a dome retaining nut. The main components comprising the assembly
are the rotating and stationary cams, the piston assembly and the low pitch stop Iever assembly.
(a) Cam
The cam assembly consists of two cylindrical, coaxial rotating cams, one stationary and one rotating
cam. Each cam incorporates four inclined cam tracks on which cam rollers operate to transform the
translatory motion of the piston into rotating motion of the rotating cam. The cam tracks on the fixed
cam are inclined in the opposite direction from those on the rotating cam. (See fig. 1).

L (b) Pisto{r
The piston operates inside the dome shell and provides the mechanism for converting the oil pressure
into forces which act through the cam assembiies to twist the propeller blades. The piston is a double-
walled casing which fits over the two cams. The piston is retained on the cams by shafts press-fitted
through the piston outer and inner wall. The cam roller assemblies located in the cam slots are a free
fit iir these shafts.
L Two stop rings mounted on the rotating cam provide mechanical stops for the assembly at ful1 reverse
and full feathered positions.
(c) Low pitch stop lever
A combination of the Iow pitch stop lever assembly and the oiI transfer housing direct the flow of oi1
within the propeller. Low pitch position is maintained by mechanical stop Ievers attached to the lever
sleeve (see fig. 1). These levers contact the outboard end of the piston sleeve to Iimit pi.ston travel
at low pitch. To permit movement beyond the low pitch setting toward reverse pitch, the levers are
released by the application of oil, raised to high pressure through an auxiliary pump and acting on a
valve in the lever assembly. As the stop levers are no Ionger in 1ow pitch position, th5 piston can pass
and turn the propeller blades into reversing range (negative pitch).
I
d,

6A

(i,
6l
o
o
o
d!
o

(more) Effective: May 1. 5?

lssue l{0. . 1
 DESCRIPTION

Poqgr Plant, FueI and Oil Systems - Propellers (cont'd)

PISTON IN LOW LOW PITCH STOP I

PITCH POSITION LEVERS IN NORMAL POS-

LOW PRESSURE OIL WEDGE HOLDS LOW

PITCH STOPS IN PTACE

o, Propetler bIodes in tow pitch.

(Piston rests ogornst stop Ievers)

SPRING HOLDING WEDGE STOP LEVERS LOWERED ALLOWING

IN NORMAL POSITION PISTON TO PASS FORWARD

HIGH PRESSURE OIL HIGH PRESSURE OIL OPENS

FROM AUXILIARY PUMP THIS VALVE AND PRESSES
WEDGE FORWARD

-}

b. Ravereing oction storted.

WHEN PROP. REVERSED THESE HOLES

WILL BE FREE ALLOWING OIL TO PASS
THROUGH TO FRONT SIDE OF PISTON

Fig. 4 Schematic of low pitch stop lever operatigg

I
p
(q

When unreversing action is started, the auxiliary pump pressure oil is directed by the governor through
CY:
(Y)

:1
6
the centre oil tube, thus relieving the oiI pressure on the seat side of the lever valve allowing the spring
N
o behind it .to push it into the seated position. At the same time the high oil pressure pushes the piston
backwards, the unreversing action starts and continues r"intil the propeller blades have been turned into
o
the constant speed range. The strong spring moves the wedge bac\wards and presses the stop Levers
d into their low pitch position.
o

(more)
 gnort rTil rran lEJ tlrrDt
AEROPTAIIT TTIGHI TANUAI. DC.6/68
(otPlxY EDlllolr

DESCRIPTION APL 1.3.3.

Sheet 4
Porri,er P)aat,, Fuel and OiI Systemg - Propellqrs (co{rt'd)

04. GOVERNOR

Constant speed operation of the Hamilton Standard propellers is controlled by an engine driven, fly-weight type,
double acting governor, mounted directly on the front accessory section case of each engine.

The governor is made up of trffo main assemblies, the electric head and the body. The governor is a self-
contained gnit which automatically brings about the adjustments in propeller blade angle necessary to maintain
constant engine speed under varying flight conditions and to provide reverse thrust for use as a landing brake.

I Electric Heod
I 2 Boorter Pump
3 High Presrure Relief Vqlve
,{ Selector Volve
5 Low Pregure Relief Volvc
6 Switch Bosr Cover
7 Drive Geor Shoft
2
8 Speeder Spring
9 Flyweight
I0 Solenoid Volva
II Reversing Seleclor Valve
l2 Auxiliory Pressure Check Vqlve
l3 Pilot Volvc

II
.:.., "5
{

t3

60
7

6
c{
o
o
o Fig. 5 Governor - Cutaway view
dl
a

(more) Effectjve: May 1. SZ

lssue No.. 1
 DESCRIPTION

Power Blant, F_uelgn{ 9i1 Systemg - Propellers (cont'd)

(1) Electric head. (stepmotor)

Operation of the stepmotor head is determined by the characteristics of the stepmotor, which is a perma-
nent magnet rotor within a three phase field winding. By changing the polarity (in the proper sequence)
of the direct currents applied to the field winding, the resultant field can be made to rotate in 30 degrees
step h a direction determined by the sequence of polarity changes. The rotation of the magnetic field
causes the rotor to turn and through a connecting gear train the speeder spring adjusting rack is raised
or lowered. The position of the rack adjusts the compression of the speeder spring to determine the
engine rpm which the governor is to maintain.

An rpm limit indicator switch is built into each stepmotor to give visual indication that a nraximum or mini-
mum rpm limit has been reached, it also supplies signals to the synchrcnizer for calibration operation.

MIN
L GHT INCREASE R PM
BREAKER CONIACT

TOGGLE t- T I

I I
I
CIRCUIT
BREAKER I
.._l I
DC.MOTOR
I

BATTERY

I
l- _ _,._ _ *
r SOLENOID
] (DOUBLE.THrcW RELAY)

5TAIOR COLLS
r-- STEPMOTOR HEAD
--'t_l
1

t_ _.1

DECREASE RPM

T----- -l i- I
L

-r--l
I I
I
I
I
I I

I I I
I iL
I
J!
Ul I

I
I
I
)
l- -l

Ir I

,t

T
I I

-o
$ I

I'

l,
:"1
n I

N I
o
o I

L
o
d
gl

Fig. 6 Operating diagram of stepmotor - schematic

(more)
 MlOrturYrrlrlnUlt:JtzrlUt
AtRoprAltr FUGHT thAltuAr DC-6/68
cotP^ltY tDtfl0l{

DESCRIPTION APL 1 3.3.

Sheet 5

Power Plant, Fuel and Oii Systelns * Prope!-ers (.cont'd)

(2) Governor body

The governor directs engine system oi1 to and from the two chambers of the propeller hub.

The governor body consists of a gear pump which takes oi1 from the engine lubrication system and boosts
the pressure to that required for operating the propeller pitch change mechanism, a pilot valve actuated
by spring balanced fly-weights which controls the flow of oil to and from the propeller, an auxiliary pres-
sure check valve which a11ows high pressure oil from the auxiliary pump to add to the control output when
the propeller is feathered and unfeathered or reversed and unreversed, and two relief valves, the high
pressure valve and the }ow pressure va1ve, which limit the output pressure of the auxiliary pump and the
governor gear pump respectively.

A solenoid operated valve is attached to the governor and is energized duririg unfeathering anci reversing
to direct oil to locate the pitot valve in an underspeed position. In this position oil is directed to the pro-
peller to lower the blade angle. The solenoid valve is so designed that should the valve plunger sprirg
become broken, it will not interfere with the constant operation of the control.

PINION AND RACK

SPEEDER
SPRI NG

SOLENOID VALVE-\
to ReveRsrr'ro \ FLY-WEIGHT
& UNFEATHERING
RELAY BOX

HIGH PRESSURE LOT VALVE

RELIEF VALVE

t0
AUXILIARY HIGH
PRESSURE OIL IPUM
\*. AUXILIARY PRE55URE
CHECK VALVE

CONTROL PRESSURE
CI"iECK VALVE

ELLER
BL AOE

SHUT OFF
it LLER DOME

STON

PRESSURE
RELIEF VALVE
\n
U
I
rO SWITCH
PROPELLER CON'T
Pitch
6.,
co
OIL PUMP High >Low
CONTROL (Low RPN,I) (Hish RPM)

;
6a
SWITCH

o
o
H
a
d Fig" 7 Elopeller gqyernpr -_gc_hslqalic
a

(more) Effective: May 1.57

lssue No.
 DESCRIPTION

Power Piant, Fuel and Oil s - Propellers (cont'd)

05. PROPELLER AIIXILIARY OIL PUMP

Auxiliary oil is supplied to the propeller system by an electrically operated, high pressure, gear type auxiliary
pump through a check valve on the governor, to permit the introduction of higher than normal oil pressure for
rapid blade angle variation during tho feathering or reversing cycles.
For feathering and unfeathering, the auxiLiary pump is controlled by means of the feathering buttons on the forward
overheat panel. During reversing and unreversing, the pump is energized by relays in the reversing circuit. The
auxi.liary pump receives its power from the engine starter bus through the starter Iimiter fuses. The power used
for the pump is indicated on the ammeter for de-icing system.

06. PROPELLER CONSTANT SPEED SYSTEM

During constant speed operation, the governor forces required to actuate the pitch changing rnechanism are
derived principally from governor operation assisted by centrifugal twisting moments of the blades towards low
pitch. The principle of operation is based on governor oi1 pressure on the aft side of the piston plus fhe twistiag
moment of the trlades, balanced by varying control oil pressures on the forward side of the piston.

(1) Under-speed

When the engine speed drops belou' the rpm for which the governor is set, the resulting decrease in
centrifugal force allows the governor'fly-weights to move inward under the force of the speeder spring,
thus lowering the pilot valve. This action opens the ports in the drive gear shaft which connect the
increase-pitch side of the propeller piston, to the intake side of the governor purnp.
As the blades assume a lower angle, the engine speed increases, and the pilot valve is raised by the
increased centrifugal force exerted by the governor fly-weights. The action gradually closes off the
ports in the drive gear shaft. Two resultant decreases in oil flow aiso decrease the rate of blade angle
change toward low pitch, and when the engine has reached the rpm for which the governor is set, the
pilot valve will have assumed a neutral (ctosed) position in which it prevents any appreciable oi1 flow to
or from the propeller. The valve is held in this position because the fly-weight centrifugal force just
equals the speeder spring force. The prcpeller and governor are now operating "on-speecl",

(more)

I
,j]
e
m
m
i6
o
o
d
d2
 M/UzrtArn l Ulrurlt:t tE Et
AEROPLAilE TUGHT t[ANUAt D(.6/68
cotPAilY tDtltoil

DESCRIPTION APL 1. 3. 3.
Sheet 6
Power Plaqt, Fuel and Oit $rs_tems - Prgpellgrs (c.ont'd)

ENGTNE ott PREssuRE

-
n;7 GovERNoR orL pRESsuRE

m RETuRN orl

,-,
z:l
\* Hish*--Blg!+Low
RPNI) (Hish RPM)
(Low

I
(o Fig. 8 Under-speed condition (governor action results in Lower pitch)
m
(2) On- s.pee.{
ra)
6l
o
o During "on-dpeed" operation, the centrifugal force of the fly-weights is balanced by the force of the
speeder spring. The pilot valve in this neutral position closes off the ports in the drive gear shaft on
q
d both the increase pitch and decrease pitch sides of the propeller piston. The propel).er governor
o pump output oil is bypassed through the low pressure relief valve to the intake side of the pump.

(more) Effective: May 1. 57

lssue N0..1
 DESCRIPTION

Power Plaqt, Fuel and OiI Qyqtgms i Prgpel]ers (cont'd)

(3) Over-speed

If the engine speed is above the rpm for which t-he governor is set, the blades will be in a lower angle
than that required. The fly-weights move outwards against the force of the speeder spring, raising
the pilot valve. In this upward position, the pilot valve opens a port in the drive gear shaft which connects
the governor pump oil to the increase pitch side of the propeller piston.

Aft movement of the piston moves the propeller blade toward a higher angle, which, in turn, decreases
engine rpm. A decrease in engine rpm decreases the rotation speed of the governor fly-weights. As a
result, the fly-weights are moved inward by the force of the speeds spring, and the pilot valve is lowered
Oil flow to or from the propeller practically ceases, and the propeller and governor are now operatiag
tton-speed".

ENGTNE orL PRESSURE

f
lru) GovERNoR orL PREssuRE

RETURN OIL

/
I
! Pitch
@ Hrgh
CT
(a
(Low RPrr4) (High RpM)

n
rO
(\l
o
o
o
d
o
Fig. I Over-sp-d condition _(governor action lesults in higher pitch)
(more)
 ntzrlhrYrrl rtn tlEJ tztZEA
ATROPTA]IT ITIGHT TTIANUAI. DC.6/68
(oilPAilY IDtil01l

DESCRiPTION APL 1. 3.3.

Sheet 7
Power Plant, Fuel and Oil st - Propellers (cont'd)

07. PROPELLER SYNCHRONiZING SYSTEM

The stepmotor in the control assembly, the propeller (tachometer) generator and commutator switch in the syn-
chronizer box is the basic system for propeller synchronizing-

The synchronizer uses part of the master control equipment and is hooked up so that it can be turned ON or OFF
aswanted. However, when the master'control lever is being operated or is in the calibrated position (full for-
ward), the synchronizer is automatically shut off. It is automatically turned on again once the Pilot has stopped
moving the master control lever and the follow-up mechanism has neutralized itself at the new setting of the
master control lever except when as above the master control is in the calibrate position.
(1) Synphronizer

The synchronizer compares the frequency output of one engine (master engine) prope).ler [lenerator to the
other engine (slave engines). If a slave engine is turning at a different speed from the master engine
impulses are sent through the differential motor and comrnutator switch to the stepmotor on the slave
engine causing the propeller control setting to be changed and bringing a1I engines into synchronism.

THIS DIFFERENTIAL MOTOR AND

COMN,lUTATORSWITCH IS USED BY
EffHER NO2 ORI ENGINE,WHICH-
EVER IS OPERATING AS A SLAVE,

BATTERY

L 4A DiFFERENTiAL MOTOR
AND COMMUTATOR
SLAVE SWTTCH U N IT

5
5LAVE
to sTEpUr-',"1c', RS FCII
lrL
$* MA:TER CONT tiatL LEVER
OPERATIO N ONLY e

2.
M ASTER
TACHOMETER
ENGINE
lFFrl-urdr.En I GEN ERAlO R
MA5TER COMN1UTATOR CONTROL LEVER 1
SWITCII SLAVE

I THIS SWIICH (LOCATED IN COCKPIT

r TURNS ON THE SYNCHRONIZER
AND SELECTS TI"]E I]E5 TiED
MASTER ENGINE

;
6l
o
o
(o
(t
E
Fig. 10 Schematic of r sl'nChronization
(more) EffecUve: May 1.57
lssue No. 1
 DESCRIPTION

Power Plqlt, FueI and Ojl Systems - Propellers (cont'{)

(2) Re-synchronizer

If the master engine should fail in synchronized position, the slave engines will follow. To prevent this,
a safety device called THE LIMITED BAND FEATURE is incorporated which limits the amount of control
the master hag over the slave eng'ines.

This mechanical limiting device is inserted between the commutetor switch and differential motor of each
slave engine,

BATTERY
SLAVE COMMUTATOR
SWtTCH LOCKING CLAW

SOLENoID
.a- ?
TO THE SLAVE
STEPMOTOR HEAD
NOTCH

PEG

SPRING

DIFFERENTIAL
MOTOR

FROM SLAVE ENGINE

TACHOMETER GENERATOR
I

r!
o
m FROM MASTER ENGINE
,; TACHOMETER GENERATOR
c\l
o
o
E
(,
o
FiE. 11 Schematic of mechanical devices
(more)
il
 frJlNtH,rilrrrrrJtlO:lrD;
AEROPIA]IE TIIGHI TAI{UAI. DC.6/68
cot?txY tDtil0x

DESCRIPTION APL 1.3.3.

Shest I
i'ower Plant, FueI an-d Oil Systems -.Propellers (cont'.d)

Following flgures ehow how the glave engines follow the movementa of the Pllot's maater control lever
and how the slave enginea follow the maater engine for only !S% of their apeed when under synchronizer
control.

Due to the limited band feature, the master engine can only control the apeed of the Elaved engine withtn
1S% rpm limite. That means if the master ls runntng at 2000 RPM, one alave engine at 1800 and
another at 2200 RPM the speeds of the slaled "rrgin"
engtnea will move toward the maeter only as far as their
limiting bande will permit when the eJnr::rronizer ia turrred on.

i._

3% OF 22OO RPM IS 66 RPM RETURN

3% OF IsOO RPM IS 54 RPM ADVANCE

2000 1800 2000 2200

L.

3 I
MASTER EN E
I TACHOMETER
o
allt
(a

rO
a'a
o
o
G
d
o Fis. 12 Schematic 13qo ,,o* limit band

(nrorc) Effcctivc: MaY 1' 57

ksuc l{0.. I
 DESCRIPTION

Power Plant, Fuel and OiI Systems - Propellers (cont'd)

Normaily, the speeds of the slaves can be brought within the master engines range by the toggle switches,
This, however, requires special attention and in order to make it easier, a RE-SyNCHRONIZING BUTTON
is installed. When the button is pushed, the solenoids, as shown in the figure below, will be energized and
lift the locking cl'aws from the 'rlimitedbands" and break the circuit from the tachometer generators to the
differential motors. The "limited bands" recentre themselves and the sJmchronizing button must be
released in order to permit the differential motors to change the rpm of ihe slave urrgin"" by another t3%
rpm. The action should be repeated until all engines are synchronized.

SOLENOIO

BANDS
RESYNCHRONIZING BUTTON
ON COCKPIT PANEL IN RESYNCHRON
RESYNCHRONIZEO POSITION

BATIERY

| -.-_- 1
ffi

E=
TACHOMETER OENERATORS ARE DISCON-
I
NECTED FROM THE DIFFERENTIAL MO'IORS
WHEN BUTTON IS DEPRESSED,THUS PRE-
oo
VENTING LARGE SUODEN RPM CHANGES IN
s CASE OF GREAT DIFFERENCES BETWEEN
SLAVE AND MASTER ENGINES.
6
N
o
a
c
a
Fig. 13 Schematic of re-synchronizinggystem
(more)
 M/JOrtJrtlrlrt rr0n lEC tZtIE l
ATROPTA}IT FLIGHT MANUAT I}(.6/68
(oilPlltY IDtTtoil

DESCRIPTION APL 1.3. B.

Sheel 9

Power Piant, FqeI.and OiI Syst.ems - Prop_el1ers (conj'd)

OB. REVERSING SYSTENI

(1) Reversing

Moving the throttles aft through the CLOSE position eni:rgizes the reversing circuits by means of throttle
operated switches. This action operates thr: solcnoid valve and the propeller feathering pump motor.

CONTROT
(REVERSE OPEN
POSITION)

THROTTLE LOCK
REVERSING CONTROL
( UNLOCKED)
II ENGINE OIL PRESSURE

GOVERNOR AND AUXILIARY

PUMP OIL PRESSURE

OIL FROM ENGINE OIL TANX

ffit RETURN orL

\-

L
4
/ 1

Prtch
,r,lq h
(i,ori'i,il) :i-liil;-.PI1)

o)
m
m

;
6t
o
o
o
a,
o
Fig. 14 Prop eiler reversing - scl:cmatir:
(:rrore) Effective: l{ay L.57
lssue No. 1
 DESCRIPTION

Power Plant, FueI and Oil Systems - Propellers (cont'd)

The reverse throttle lock, which protects against inadvertent propeller reversing, must be unlocked
manually by pulling the reverse throttle lock release lever aft and down before the throttles can be moved
aft into the reverse range. The reversing lever will not release,.rnless the throttles are placed in the
CLOSE position.

RTVERSE THROTTTE IOCK RETEASE TEVER

RETEASED RETEASED
LOCKED

OPIN
T

ctosE
T
llrmm
lll
mm
H
rlt tt
ttt

t+rf -} rl
R

o ttt tt
T I I
I ,1-rn 11-!r rf'lrrf"\ 'h
t ra rrrt l'.! ir
rr 'r,. :r.r
N
E
CV,
r,i...1, ,i-.i ri..i,''i t-lii. -.1' ,JJ

POSITION I POSTTION 2 POStilON 3

Reverse throttle Reverse throttle Reverse throttle
lock will nol re- lock will ,releose, lock will releose,
leose when lhe ollowing throttles ollowing the
throttle is in on lo move through throtlles lo move
inlermediole detent into re- lhrough detenl in-
position. Yerse ronge. lo reverse ronge.

I DEAD ENGINE {PROPEILER FEATHERED'

I
,o
o
Fig. 15 Reverse loc]<.and throttlg pgsitions
:1
o
N
o After the throttles are moved through the reverse detent, further aft movement of the throttles wiII irrcrease
power and provide reverse thrust.
a
d
o
After completion of the reversing operation, the reverse actuating lever will automatically return to the
forward or locked position when one or more throttles are a<lvanced to the forward iriling position.
(more)
 .g/J2r/urlrrtJ rrrutlt:t tzt ,Bt,

ATROPTANE TUGHT ThA}IUAI DC.6/68

COTPA}IY TDITIOX

DESCRIPTION APL 1. 3.3.

Sheet 10
Power Plant, Fuel and OiI s - Propellers (cont'd)

(2) Unrevgrsing

When the throttle is moved to forward idle from the reverse idle position, the propeller feathering pump
provides high pressure oil through the centre of the oil transfer tube to the forward si.de of the propeller
piston, moving it from th-e reverse position towards a positive pitch position. As the propeller reaches
a blade angle setting of 50 to ?o above 1ow pitch, all unreversing circuits are de-energized. The pro-
petler then operates under governor control.

CONTROL
(FORWARD OPEN
POSITION )

-THROTTLE
LOCK
REVERSING CONTROL
( LOCKED )
I ENGINE OIL PRESSURE

GOVERNOR ANO AUXILIARY

PUMP OIL PRESSURE

t-_-l OIL FROM ENGINE OIL TANK

r_-l RETURN OIL

Pitch
High
I (Low RPM) (HiqhRPM)
o
d
d)
(r)
H

C'
gra
o
o
d
o
cl
o
Fig. 16 Propeller unreversing - schematic
(more) Effective: May 1.57
lssue ilo 1
 DESCRIPTION

Power Plant, Fuel and Oi1 Systems - Propellers (cont'd)

09. }-EATHERING SYSTEM

(1) Manual feathe ring

When the manual feathering button is depressed, the circuit to the feathering pump is completed and pump
operation begins. The high pressure oii from the feathering pump positions the governor pilot valve
which directs the flow to the increase-pitch side of the piston, thus causing the propeller to feather.

The feathering button will return to the neutral position when the timing circuit opens, thus shutting off
the feathering pump.

Note: When a propeller is feathered manually, the autofeathering btocking system prevents the green
autofeathering armed lights from tighting and the autofeathering system from arming the three remaining
engines.

BUTTON I ENGTNE orl eRESSURE

(FEAIHERED POsITION)

-J i

OIL FROM ENGINE OIL TANK

[] RETURN OIL

--/-l
(/
,b

.o High Pitth - Low

o (LowRPM) (HighRpM)

a
.;
N
O
o
o Fie. 17 Propeller feather ing - schematic
.d
o

(more)
 MtDr/ArYlll rrRIrlEJ tlrrU,
ATROPTA]IE TI.IGHT flIA}IUAt DC.6/68
CONPAilY TDIIIOlI

DESCRIPTION APL 1.3.3

Sheet 1 1

Power Plant, Fuel and Oil Systemg - Propellers (cont'd)

(2) Autofeathering (DC- 68 onlv)

The autofeathering circuit is armed before take-off by positioning the autofeather master switch first to
RESET, and then to AUTOMATIC I'EATHERING.
Four individual green li.ghts located on the forward overhead panel illuminate when the system is armed,
indicating that the system is ready to function in the event of an engine failure during take-off. A rqd
light is installed in each feathering button. If a loss in engine pou,er is encountered (BMEP drops to
approximately 69) after the throttles are advanced past approximately the 24.5-degree open position, a
torque pressure switch closes, starting a delay timer and illuminating the red light in the respective
L feathering button. At the end ot 1 314 seconds, if the BMEP indication is still 69 or less, the delay timer
closes the circuit to the feathering switch solenoid and the three green lights go out for the other pro-
pellers.
If a propeller is feathered, the propeller autofeathering blocking system prevents the autofeathering

I system from arming the three remaining engines. Another propeller can be feathered automatically if
the autofeathering master switch is moved to RESET, and then to AUTOMATIC FEATHERING.
(a) Autofeathering test, switch
In order to test the autofeathering system the autofeathering circuit is provided with a test switch, for
each propelier, Located on the forward overhead panel.

Whenin TEST position, the test switch by-passes the throttle relay and opens circuit to the feathering
pump. A signal path is thus provided through the blocking relay, test switch, torque switch, timer
switch and feathering switches.

(3) Unfeathering

In the feathered positi.on, a sra,itch controlled by a cam on a propeller blade shank provides a ground for the
propeller control relay, which, when the feathering button is pulled fuII out energizes the solenoid valve
rn the governor and the propeller feathering pump, providing auxiliary oil pressure. This high pressure
oil is directed through the propeller control and the centre of the engine propeller shaft, to aft side of
the propeller piston. The propeller piston is forced forward, turning the blades towards low blade angle,
As the propeller blades reach the constant speed range, the blade cam rotates to a point where the switch
opens, thereby de-energizing the propeller control relay, the solenoid valve, and the feathering pump,
stopping the unfeathering action.

(more)

L-

rl:)
6l
o
o
o
(t
o

Effective: May 1. 57
lssue l{0..1
 DESCRIPTION

Power Plant, Fuel and Oil s - Propellers (cont'd)

a
-o--
,1
rg
I'
z
s I

J
tI-I
6 o t:
U
:
I
f
Z
o
z
t,
,a
L J
ul
-U o i-l
&g
<: o zE
G
iu r f
F
fE
<L
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o
U
E

z
z IF
F 6
o
F
f
c
o ou
(, &
zU
E
UJ
-
F
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F L r
zf

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I

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o

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'oOo-
 tanDrflr tlrrfl ,rRrttEt tztla t
AEROPIAilE TIJGHT TNANUAT DC.5/68
(0ilPlLY EDtItox

DESCRIPTION APL t.3.4.

Sheet 1
Power Plant, Fuel and Oil Systems - Fuel system

01. GENERAL
The fuel system designed primarilyfor use as a suction Eystem, basically consists of a number of tanks,
selector valves, cross-feed valves, engine driven pumps, electrical fuel booster pumps and a priming
gystern,
No. of tanks Approx. usable capacity
DC-6 10 16080 ltrs. (4248 US gis)
oc-os I 20860 ltrs. (55L2 US gls)

L For further details refer to schematic diagrams in fig. 1 and fig. 2

Various tank-to-engine combinations of fuel feeding may be obtained by proper positloning of the selector
and crose-feed l'alves. An emergency shut-off valve and a strainer are installed in each engine main supply
line between the tank selector valve and the engine driven pump. A fuel dumping system is installed for dump-
ing fuel overboard from all tanks in order to reduce the grose weight of the aeroplane to the maximum allow-
able gross landing weight or to give it better climb performance.
L
02. FUEL TANKS
Each tank - main, alternate and auxiliary (installed in DC-6 only) - is equipped with an eleetrically driven,
centrifugal fuel booster pump, a sump drain and capacitor type quantity indicating units. The four main wing
tanks and the orttboard alternate tanks are integrally built into the wing centre and outer structures. All,searns
and juncture points are coated with a plastic sealant to prevent fuei. lealcage. The inboard alternate tanks and
the DC-6 left and right auxiiiary tenks consist of interconnected bladder type cells. The No. 1 and No. 4 alter-
nate tanks have also a. bladder type ceI1, interconnected with the integral tank. Alt tanks are suitable for the
uee bf aromatic fuels.

The fuel line from each tank is equipped with a combination three position tank shut-off and drain valve" The
access door through which each valve is accessible when the aeroplane is on the ground incorporates a safety
feature to prevent the door from closing when the valve is in any position except TANK TO SYSTEM.

Vapour vent return lines are connected to each engine carburettor.

DC-6 only: The vapour vent lines from the No. 1 and No. 2 carburettors are routed blrc.rl ,o the No. 2 main tankl
the vapour vent lines from No. 3 and No" 4 carburettors are routed back to ::.e No. 3 main tank.

DC-68 only: With the seleetive fuel system installed, the carburettor vapour return flow from engines No. 1 and
2 is determined by the position of the No. 2 engine fuel sel.ector control. With the control set to MAII
ON, a carburettor vapour val.ve is positioned to return the vapour from the No. L and 2 engines to
the No. 2 main tank. When the controL is OF'F or set to ALT ON the return of vapour from these
engines goes to the No. 2 alternate tank. Similarly when the No. 3 engine fuel selector control is
set to MAIN ON, the return vapour from the No. 3 and 4 engines is directed to the No. 3 main tank.
With the control OFF or set to ALT ON the return flow from these engines is directed to the No. 3
alternate tank.

The vapour vent system returns to the fuel tank any vapour plus a small amount of fuel rhat is vented from the D
and E chambers of the carburettor. The normal return flow ma.y be four to five galtons per engine per hour. If
the vent float sticks or is damaged, it is possible to obtain a rnaximum flow of 20 to 30 gls per engine per hour.

(more)
I

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6!a
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Effective: May 1. 5?
lssue N0..1
 fo-lver Plant, FueI and OiI Systems - FueI system (cont'd)

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(more)
 tanzrtutlrut rrnrttat tzt E t
AEROPTAilE FIIG}IT TNAilUAt DC.6I6B
COTIPAT{Y EDIIION

DESCRIPTION APL 1.3.4

Sheet 2
Power Plant, Fuel and Oi1 Systems - Fuel system (cont'd)

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&

(more) Effective: MaY 1. 5?

lssue No.. 1
 DESCRIPTION

Power Plant, Fuel and Oi1 Systems - FueI System (cont'd)

Each tank is vented overbosrd through a vent chamber, whiah preyents surging fuel from draining from the vent
line during normal ground and flight operations. The outboard rnain tanks vent overboard near the wink tip; the
remaining tanks vent overboard through a vent manifold just outboard of the flap and just forward of the aileron.

The cabin heater receives its normal fuel supply from the No. 2 main tank; the airfoil anti-icing neaters receiye
their normal. fuel supply from the No. 3 main tank.

03. FUEL EMERGENCY SHUT-OFF VALVES

A fuel emergency shut-off valve, located in the fuel supply line aft of the firewall in each nacelle, is installed
for the purpose of shutting off the supply of fuel to the engine in an emergency. These emergency shut-off
valves are cable operated by the four engine fire extinguisher selector valve handles located on the rrLain fire
control panel, below the glareshield. The valves are closed by pulling the desired handle fuII OUT to the iimit
of its travel.

04. FUEL SYSTEM CHECK VALVES

The fuel system is not designed for the transfer of fuel from one tank to another, sirrce excessive tank pressures,
caueing structural damage, may result, as well as loss of fuel from overfilling. To prevent fuel transfer, check
valves are installed in'each fuel tank system between the tank shut-off and drain valve and the select6r val.ve.

05. FIIEL PUMPS AND CONTROT-S

(1)Engine driven pumps

A positive displacem.ent vane type fuel pump, driven by each engine is used to pump fuel from the main
fuel supply line to the carburettor. The pump incorporates an adjustable relief valve to regd.ate fuel
preasure, and a bypass valve to permit fuel under pressure from the electric fuel booster pump to
flow through the pump during starting operations and in the event of engine driven fuel pump failure.
llhe engine driven fuel purnps maintain sufficient fuel pressure for normal operation.

(2)Booster pumps

El-ectric driven fuel booster pumps are used to supplement the engine driven pur1rps, partly as a
reserve and partly to assist the engine driven fuel pumps. The booster purnps are installed outside
their respective tanks with exception of booster pumps for No. 1 and 4 main tanks which are submerged
The booster pumps are controlled by individual 3 position switches grouped on the forward switch panel"
ThEY ATE MATKCd MAIN FUEL BOOSTER PIIMPS L-2-3-4-, ALTERNATE FUEL BOOSTER PUMPS
L-2-3'4-, and - for DC-6 only - AUX. PUMPS LH and RH, all with positions HIGH-OFF-L,OW.
The sv,ritches are secured against accidental operation by a locking rnechanism which is r-eleased by
pulling the handle when changing frorn OFF to either HIGH or LOW position, The booster pump
switches obtain their supply over corresponding circui.t breakers located on the aft switeh panel,
They are again connected to the DC main bus over 2 circuit breakers at the main junction box. A
I
screen mounted on each booster pump at the tank outlet prevents foreign matter frorn entering the
.o
c!
fuel pumps or lines from the tanks.
$

Io
N 06. FUEL STRAINERS

o Four fuel strainers, one mounted in each lower aft nacelle section trap sediment and water in the fuel coming
!0
o from the tanks.
(more)
 tailort ytulurR r/JE tztTD,t

AEROPIAilE TUGHT ffIANUAT DC.6/68

coftlPAilY tDtTl0l{

DESCRIPTION APL 1.3.4.

Sheet 3
Power Plant, Fuel and Oil Systems - Fuel system (cont'd)

07, FUEL TANK SELECTOR VALVES AND CONTROLS

Essentially the fuel aystem consists of four independent fuel system units. Each unit is comprised of one main
and one alternate tank and normally eupp).ies its respective engine. Each unit of main and alternate tanks has a
three position selector valve for selecting the fuel aupply from either tank and routing it to the respective engines

The four selector valve control levers are located on the left forward upper face of the control pedestal and are
merked with the following position: MAIN ON (forward position, green band), ALT ON (centre position, red
band) and OFF (aft position, white band).

Each DC-6 left and right auxiLiary tank is equipped with a two position selector valve, which controls the flow
of fueTTiilm the tank to the reepective outboard engine" Two additional selector valve control Levers are hence
located in the DC-6 only between the selector and cross-feed valve control levers and are marked OFF (forward
position, white-EandlEnd ON (aft position, red band).

08. CROSS-FEED VALVES AND CONTROLS

A fuel eross-feed line and twcj three position croas-feed control valveg are instaLled in the fuel supply system
on the enging side of the fuel tank selector valves, providing a link between aLl tanks and engines. Two croas-
feed valve control levers are located on the right forward upper faee of the control pedestai and have the following
positions: OFF - forward position, white band; ENGINE 1-2 (left control) and ENGINE 3-4 (right control) - centre
position, red bandt and ALL ENG, TO CROSS-FEED - aft position, green band.
A thermal expansion relief valve, pre-set to open at 65 to 85 psi is installed near the left cross-feed fitting to
relieve the thermal expansion of fuel in the cross-feed system.
Crose-feed operation is only possible from tank to engine and not from one tanl< to another tank due to the check
valves.

09. FUEL PRESSURE INDICATION

Fuel pressure to each engine is indicated by a transmitter mounted on a bracket in each engine accessory section,
L- with indication given on the dual fuel pressure lndicators on the right part of the engine instrurnent panel.
A red warning light, located beneath the indicatore, illuminates when the pressure at one or more carburettorg
falls below 14-20 psi, The warnlng light operatea on a separate electric circuit from the fuel pressure trans-
mitter.

O1O. FUEL QUANTITY AND FLOW INDICATION

FueI quantity is registered by capacitor indicating systems installed in each tank. Because ttrese systems auto-
matically compensate for fuel density changes, the weight, rather than the volume, of the fuel is indicated. Indi-
cators on the upper instrument panel give quantity indication in kilograms

A flowmeter, installed between each carburettor and the fuel discharge nozzLe, measures the rate of fuel con-
sumption in kilograms per hour. Two dual indicators on the right part of the engine instrument panel give flow
indication.
I
Four fuel quantity measuring sticks are stowed in the nose gear well, 2 showing litres and 2 showing US gallons
<f
(a

rO
(more)
6l
o
o
o
'od

Effective: May 1. 57
lssue No. I
 DESCRIPTION

Power Plant , Fuel and Oil Syetems - FueI system (cont'd)

011. FUEL DUMP SYSTEM AND CONTROLS

Fuel dumping facilities are provided for the jettisoning of fuel in flight in order to decrease aeroplane gross weight.
Each main, alteinate and auxiliary tank is fitted with a dump valve, The fuel is dumped overboard from an extend-
able chute at the rear of each nacelle; the dump valves open and the chutes extend in a coordinated operation by
means of four cable rigged controls located beneath the floor plate, aft of the control pedestal in the cockpit. Each
handle.controla one dump chute and ite respective fuel dump valves and has three positions: CLOSED (forward),
DRAIN (centre), and OPEN (aft). For undumpable fuei. quantities refer to APL 6.4. 1.

-oOo.

I
o
a
i{
o
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o
 rutDrt yrrtrrn rtE tt rE t
AEROPI.A]IE FI.IGHT TUIAI{UAI. D(.6/68
coilPAIY EDrilo1{

DESCRIPTION APL 1. 3. 5
Sheet 1

Power Plant, Fuel and Oil Systems - Oi1 system

01. GENERAL

Four independent engine nacelle oiJ. systems supply lubricating oil to the engines. An engine driven pressure
pump circulates oil through the engine. The scavenge pumps pump the oil into an oi1 cooler beneath each nacelle,
and up to the nacelle oi1 tank. The oil then flows by gravity to the engine through an emergency shut-off valve
mounted at the outlet of the tank.

02, ENGINE NACELLE OIL

L TANKS

The engine nacelle oil tanka, one attached to the upper section of each engine mount, forward of the firewall,
have a uaable capacity (exclusive of expansion space) of approximately 132 ltrs (35 U. S. gallons) each. The
oil sump retains approximately 9,5 ltrs. (2,5 gallons) for propeller feathering. The feathering,oil supply line
bypasees the emergency oil shut-off valve and is routed from the oil tank through a feathering phmp to the
propeller assembl)'. The feathering pump acts as a shut-off valve when it is inoperative. The tanh is equipped
with a cylindrical hopper which aids in the de-aeration of returning oil from the engine, reduceg foaming action
in the tank and aids in rapid engine oil warm-up.

03. AUXILIARY OIL SYSTEM (DC-68 only).

An auxiliary engine oil tank and transfer system is installed to meet the required fuel-to-oil ratio. The auxiliary
oil tank is in the.Ieft wing fillet and has a total capacity of approximately 98,5 ltrs. (26 usable U,S gallons), The
tank is filled with 50 per cent oll and 50 per cent fuel.

The oil transfer system consists of a comblnation oi1 pump and motor, a tank selector switch, a solenoid operated
four way selector valve, and a momentary contact pump actuating switch. OiI can be transferred from the auxiliary
tank to any one of the engine section oil tanks by positioning the auxiliary oil tank selector switch to the desired
main tank and therr operating the pump actuator switch. The auxiliary oil tank selector switch and the auxiliary
oil pump actuating switch are located on the aft overhead panel. The oil quantity indicator for the auxiliary oil
transfer syatem is located on the upper instrument panel.

04, OIL COOLER AND OIL COOLER DOOR CONTROLS

The oil cooling syatem consists ofan airscoop, a free flow tlpe oil cooler installed beneath each engine nacelle, an
air exit door which controls the flow of air through the cooler depending on the oil inlet pressure, 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.inlet bypass valve mounted on the cooler.
(
The engine oil temperature is regulated by electric motors operating the oil cooler doors. The drive motors
may be manually or automatically controlled. The electrical control systems take their suppty over circuit
breakers at the main junction box to four selectors, one for each engine, marked OIL COOLER DOORS with
positions CENTRE OFF-OPEN-CLOSE-AUTOMATIC on the aft switch panel.

Each selector, in OPEN or CLOSE position, conducts the DC supply to the corresponding field circuit of the
drivemotor and causes the otl cooler doors to move towards the comesponding position as long as the selector
is kept in the OPEN or CLOSE position or until the circuit is interrupted by the motor limit switches, In
AUTOMATIC position each oil cooler door movement is governed by a thermostat unit containirig an electric
motor and two cam driven oscillating contacta. The bimetallic thermostat feels the oil. temperature in the oiI
I
return circuit and closeg the power supply circuit to the I'opdnl or 'rclose'r field of the oil cooler door motor
according to oi1 temperature and calibration. The supply circuit to the motor is closed through the oscillating
.O
(Yl contacta which break the current up in pulses of duration proportional to the temperature change. A small
temperature change means short pulses and little movement of the oil cooler door. Overdrive and "hunting" of
.;
c{ the oil temperature ie thereby avoided.
o
o
o
d
a

(more) Effective: May 1. 57

lssue No.. 1
 DESCRIPTION

Power Plant, Fuel and Oil Systems - Oil system (cont'd)

o[. coolB All Exll Doof PAN ASSE'YIBLY

[---___l rxcrxt ott su?PtY ACTUATOI THET'IO TAT UNII
DlP STICK
INLET MOM AUXIIIARY
IIC'PEII.EI FEAIHBING oll FIIIER NECX
oil. SuP?tY
ADAPTER AND CAP
tD rrrurr OIT IANK

VEIVT

f-;-l inEATHB

f------] DrAtN ANo ovEnrrow

G1ffil run ror olt DltunoN I

o[ PiESSUIE
f ott PtEssutE
WARNING SwlTCH

[---l propzuEr FEATHETING otr PnESSUIE

SNUmEn
oll PnESSUiE rnaNsriUTrEn
ASSEiTBtY
olt sctEEN

IANX SUTTP

IO WAIET
tNJECflON Olt
PNESSUTE SWITCH
,PTOPETTER FEATHETING PU,YIP

orr Dil.ufloN lotENolD vAtvE ,)

ott cootER aln gn
DOON ACTUATOR

GOVERNOI
PNOPETI.ER
(IOCATED ON lNtEIlttEDlATE
TTONT CRANKCASE
rH MOUNI'NG PI.AIE}
ott coorEt
INTEI IY+ASs
VATVE
cootEt

DTAIN VALVE
DIAINAGE CONIAINN

pI
lt)
(f,

,; x) The oil dilution system is connected to the engine in SAS DC-68 aeroplanes on!r.
N
o
o
]lx) tnu auxiliary oi1 system is installed in SAS DC-68 aeroplanes on1y.
o
ql
o Fig. 1. Oit system schematic

(more)
 Mtott yrut rrzrttEt tztripn

ATROPTA]IE TTIGHT TIANUAT DC.6/68

COilPTXY EDIIIOil

DESCRIPTION APL 1.3.5.

S heet ,
Power Plant, Fuel and Oil - Oil eystem (cont'd)

z
=
J
z
l
=
J
z
6
2 z z
J
J

Y
z = ) (J
=
z o
z
6
F J
:
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) z oz
T

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if

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=
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=

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)

=
a
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F

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rtl
oo

rll
6a
o
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d
o Fig. 2. Auxiliary oil syetem in DC-68
(more) Effective: May 1.57
lssue No.. 1
 DESCIIIPTION

Power Plent, FueI end Oils Systems - OiI eyetem (cont'd)

05. OIL DILUTION SYSTEM (DC-6B onry)

Four gwltches, one for each engine, are located on the aft switch panel and marked OIL DILUTION.
FueI ls led to the engine oil supply line through four electrically operated oil dilution valves located underneath
the englne nacelle oi1 iankg. The Pilot determines the amount of fuel to be used for dilution by the length of time
hc keepe the epringloaded svltch ln OIL DILUTION position. The fuel supply for oil dilution is taken from the
.uction glde of the engtne driven fuel pumpa. Therefore one of the boogter pumps, eupplying the engine concerned,
murt bc vorklng to cncure oU dilution. The propeller oll eystem may be diluted by partially feathering the pro-
pcllcr durtng the dllution period.

06. OIL EMERGENCYSHUT.OFF VALVES

The oll emcrgency ahut-off velves cut off the supply of oil to the engines at the nacelle oi1 tanks and are controlled
by the lour centre ftre cxtinguigher gelector valve handlea below the glareshield. If the propeller failg to feather
completely and continueE to windmill, the fire extinguisher selector valve handle for that engine ean be pushed in
untll tt 18 ttoPpGd by lte sprtng letch. This wlll open the oil emergency ehut-off valve approximately half way and
pcrmit eufticlent o11 to enter the engine to prevent it from eeizing. This action, wlll not effect the fuel or hydraulic
fluid cmergency Ehut-off velveg.

O?. OIL TEMPERATURE, PRESSURE AND QUANTITY INDICATION

The temperature of the oil belng eupplied to the engine is meagured electricallyby a resistance bulb, which ex-
tende lnto the nacelle oil tank outlet. Two dual oil temperature indicators calibrated in degrees centigrade, are
mounted on the right part of the engine inetrument panel.

Oil preaaure la meesured by a transmltter connected to the engine restriitor fitting on the top of the rear caae,
and l! shovn by twq duel lndlcatore on the right part of the engine instrument panel. A presaure warning switch
operatlng on a aeparate electrlc circuit from the oil preseure transmitter, is set to close at 50 1t 51 psi. A
elngle oil preaaure warning light located below the dual oil presaure indicatore, is operated by any one or more
of the switchee.

Oil guanttty is meeaured by a transmitter connected to an arm-and-float mechenism inside each nacelle oil tank
end is lndlceted by two dual lndicatorg, whlch are calibrated in US gallons and mounted on the upper instrument
panel. A sttck gauge ts eleo located near the filler neck of each oil tank.

-oOo-

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 tAhJOl/AWrUt lretlfl$ tAJripfr

ATROPTA}IE II"IGIIT fiIAilUAI. DC.6I6B

(OiIPANY EDIIIOII

DESCRIPTION APL 1 i
S heet 1
Hydraulic, Pneumatic and El-ectrieaL Systems - HJrdraulic system

01. GENERAL
The basic constant pressure type hydraulic system, with a system pressure range of 2650 to 3100 psi, extends
end retracts the wing fLaps and tricycle landing gear, operates the brake system and the nosewheel steering
system and actuates the windshield wipers.

A rneans of preventing undue pressureg caused by therrnal expansion is provided in each indivi.dual system"
Shut-off valves are installed to isolate the different systems for rnaintenance. The entire system can be ground
cheeked througli fittings in the hydraulic compartment. Main hydraulic system pressure is indicated by a pres-

L sure gauge on the hydraulic iastrument panel.

02. HI'DRAULIC SUPPLY, PRESSURE AND CONTROL SYSTEM

L (1) Reservoir

The hydraulic reservoir, located in the hydraulic compartment, has a total capacity of 20,5 litres
(5, 4 US gailons ). Of the total capacity L 1 Litres ( 2, 9 gallons ) are available to the two engine driven
hydraulic pumps and a resenre fluid supply of 9,5 litres (2,5 galions) is for the auxiliary pump. A
foaming space of 14,4 litres (3, B gallons) is provided in the reservoir above the fLuid" The fluid
level ln the reservoir is indicated by a sight gauge mou.nted on the side of the tank and by a remote
indicator installed in the upper instrument panel in the f).ight compartment and actuated by a Liquido-
meter float type transmitter in the reservoir. The tank is filled ttrrough the filler neck on the face of
the reservoir" A relief valve on the hydrauiic reservoir maintains a unrforrn pressure of 6 psi in the
reservoir so that fluid in the supply lines to the engine driven pumps is under constant pressure.

t2) Hydraulic punrpB

Pressure is supplied to the hydraulic system by two engine driven pumps - mounted on the acces-
Eory case of each inboard engine. An electricaily driven emergency hydraulic pump, mounted in the
hydraulic compartrnent, with the rnomentary contact coirtroj.ling switch. located a^ft of the oxygen instru-
ment panel beside the right pilot seat, provides an emergency source of pressure. The emergency pump
can be ueed if the engine driven pumps fail on if pressure is desired while the aeroplane is on the ground
and the engines are inoperative.

Anoisefilter - similarinconstruction to a pressure accumulator - is mounted outboard of each engine

driven pump to dampen the irnpact of pump pulsations against system pressure.

\., (3) Pressure rggqiqlgr

A hydraulic pressure regulator maintains preasure in the system between 2650 and 3100 psi, bypaseing
hydraulic fluid from the pumps to the reservoir when the systern pressure reaches the maximum opera-
tive pressure.

(4) System relief valve

The hydraulic system relief valve prevents exceseive system pressure from developing{f the pressure
regulator fails to bwpass fluid when pressure exceeds the operating range. This system relief valve
I bypasses fluid frorn the syatem back to the reservoir whenever the pressure reaches 3300 (+100) psi.
(-0 )
nl

r!)
6l
o
@
d
o

(nnore) Effective: May 1.5?

lssue No.. 1
 DESCRIPTION
H:nilraulic, Pneumatic and Electrical Systems
Item
1. Purolater filter
2. Hydraulic fluid reservoir
3. Reservoir air pressure relief valve
4. Flllerneck
5. Emergency hydraulic pump
6. Emergency pump relief valve
7. Main gear actuating etruts (2)
8. Nose gear actuating strut
9. Orifice
10. Actuating etrut gland
11. Latch bungee
12. Windehield wiper system hand shut-off
13.
14.
valve (DC-6 only)
System pressure gauge
Snubber
15. Wiper needle valve
16. Wiper control unit
17. Wiper motors (2)
18. Noeewheel steering glands (2)
19. Nosewheel, steering struts (2)
20, Nosewheel steerint valve
21. Bleeder valve
22. Steering presaure accumulator
23. ,Pressure gauge . 51. Pressure regulator valve
24. Re1ief valve
25. Nose gear yoke glands
26. OriJice check valves (4)
27. Brake pressure gauge
28. Brake.control yalve
29. Orifice
30. Brake presaure accrrmulator
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- Hvdraulic system (cont'd)
list to Fig. 1. Hydraulic system schematic
31. Gland joints
32. Air brake pressure bottle
33. Air brake pressure gauge
34, Air brale metering contro). valve
35. Needle valves (4)
36a) Lock-out cylinders (a) (DC-6 only)
b) De-boost cylinders (a) (DC-68 only)
37. Relief valvee (4)
38. Shuttle valves (4)
39. Main presaure accumulators (2)
40. Accumulator air pressure gauges (2)
41a) Orifice (DC-6 only)
b) Wing flap 2-speed control valve (DC-68 only)
42.
43.
Wing flap system hand shut-off
Wing flap control valve
valE- a
44. Pressure regulator filter
45. Emergency pump aelector valve
46. Power manifold
47. Landing gear control valve
48. Landing gear anti-retraction safety valve
(Locked irr open position) (DC-6 only)
49. System relief valve
50. System bypass valve
52. Dashpot check valve
53. Temperature relief valve
54. Wing flap actuating struts (4)
55, Test connections
56. Noise filters (2)
57. Emergency shut-off valves
58. Right inboard engine hydraulic pump
59. Left inboard engine hydraulic pump
(more)
 g/JarlryrrtJrrrullEttmrat
ATROPTANE TUGHI T{IANUAL DC-6/68
COTPAIIY TDIIIOTI

DESCRIPTION APL 1.4.1

Sheet 2
Hydraulic, Pneumatic and Electrical Systems - Hydraulic system (cont'd)

PRESSURS TO N6E II}iEMI STEM,INO

18 EI PRESSURE SUPPTX FCR. I.OCKING OF
SYSTD,I .[ND TO BR.AI(E SYSTEM ONIX
I.'HEN GE.AR COIITROL VALVE HANDIA
rTN.\-IffiE I4NDING GEAR Do}INI4,TCH IJNKAGE
ffiqJ l.(or,nr rN c.osE oF Eum.GENCy EXTE}6TON)
IS IN DOIN PCSITION
!t - PRESSURE suPPrf, 22
Pg -..-- sNUBBTIG pRESSrmx pREssrrnx
ffi TRAPPm HIDRAUUc - -)
\.-- \
D.a*ffis"u,,o
r5 AIR PRESSIIR.E
I 2t 23
--- CHECK VAIVE
24
(_, I -\
I$IDING
SETA.,I
GE.ON,
e 25

26
6 NGE I{HEBL
t=J

l? oc-e oulv t8
a STEM,II{G
SISTEM
2

4B
ls 7
2a
I

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45

L 56 t

-39
43 Pto, o

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o BR.AI(E SYSTTI,,I

o -68
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Fig. 1. Hydraulic aystem schematic (more) [ffective: May 1.57

lssue No.. 1 I
 nilort yrut ItmrtEJ tzJrEu,

ATROPTA}IE TTIGHT MAilUAI. D(.6/68

c0ilPAIY EDtlt0t{

DESCRIPTION APL 1. 4. 1
Sheet 3
t{ydraulic, Pneumatic and Electrical Systems - Hydraulic system (cont'd)

(5) Bypass valve

A sli.de type, manually operated blpass valve permits the hydraulic fluid to be pumped from the engine
driven pumps directly to the reservoir; when the hydraulic system bypass valve control lever on the lower
aft right face of the control pedestal is placed in the OFF (upper) position, - system inoperative -
bypass valve is opened by passingfluidpast the pressure regulator and causing it to become inactive, thus
reducing wear on both the pressure regulator and the engine driven pumps.

The bypass valve may also be used in the event of pressure regulator failure, 6ince continuous flow through

L the system relief valve will result in excessive heating of the fluid (indicated by excessive pressure up to
about 3800 psi on the pressure gauge), endangering the operation of the engine driven purnps and other units
of the hydraulic system,

Normally the bypass valve does not require positioning for operation of the emergency pump.

L (6) Main pressure accumulators

Two main pressurq accumulators - connected in parallel - provide a reserve supply of fluid under pressure
when the pumps are not operating or when the demand for fluici exceeds the pump output. The accumulators
also serve to cushion the high impact loads to which the lines and units would be subjected if the pressure
in the system was allowed to rise immediately from zero to 3000 psi. The air in the accumulators absorbs
the shock of the pump output and enables the system pressure to rise gradually. The main system pressure
is indicated on a gauge on the hydraulic instrument panel. The accumulators are charged with an initialair
pressure of 1000 psi - indicated on the dual air presaure gauges installed adjacent to the accurnulator in the
hydraulic compartment wj.th main system preasure at zero.

(7) Brake pressure accumulator

A brake pressure aecumulator provides reserve hydraulic pressure for operating the parking brakes. A
check valve prevents loss of brake accumulator pressure when the main system pressure falls below
3000 psi. A brake accumulator pressure gauge is mounted below the main system pressure gauge on the
hydraulic instrument panel.

L (B) Emergency hydraulic pump selector valve

The emergency hydraulic pump selector valve, mounted on the hydraulic power panel manifold, is cable
operatedfrom a control lever located on the floor to the left of the right pilot seat. The three position
valve permits the emergency pump to furaish pressure for the various units with or rvithout pumping up
the accumulators, depending on the position of the eontrol lever. The control levers three positions are:
L BRAKE SYSTEM (forward), GENERAL SYSTEM (centre) and PRESSURE ACCUMULATOR (aft). Pressure
from the emergency pump will automaticallybe delivered to the brake system in all three positions, but
in the forward (BRAKE SYSTEM) position, only the brake system will receive the pump output. The erner-
gency hydraulic pump pressure will be shown on the brake pressure gauge. In the PRESSURE ACCUMTT-
LATOR position, the emergency pump will charge the accumulators as well as the entire system. In the
GENERAL SYSTEM position, the general systern and the brake system, but not the accumulators, wiil
be pressurized.

(s) Emergency shut-off valves

I A hydraulic fluid emergency shut-off valve is installed i.n th.e engi.ne pump supply tine in each inboard
(Y) nacelle, aft of the firewall. The valves are operated by the respectivg inboard errgine fire extinguisher
<t
selector valve handles below the glareshield.

;
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(more) Effective: May 1.57

lssue No
 DESCRIPTION

Hydraulic, Pneumatic and Etectrical Systems - Flydraulic system (eont'd)

03. WING FLAP H]TDRAULIC SYSTEM

The wing flap hydraulic system consists of the wing flap controi valve aggembly, 4 flap aetuating struts, a tem-
perature relief valve in the up line and the neceesary lines and fittings, including, for the DC-6 only - a res-
trictor fitting in the DOWr\ line. On the DC-68 a wing flap 2-speed control valve is installed in lieu of the orifice
fitting. The purpose of both being to meter the fLuid to the struts and thus regulating the speed of flap movement.
The wing flep control lever on the aontrol pedestal oper&tes a elide tJ@e control valve to position the flaps.

The control valve ie automatlcally returned to the neutral position by a system of follow-up cables when the flaps
reach the pre-set angle. The follow-up controls are tied in with the flap mechanical bus system, which synchronizes
both flape.

A wing flap down relief valve, incorporated in the wing flap control valve aseembly, provides overload protection
while the aeroplane ie being operated within placarded airspeeds. The valve relieves the pressure in the down line,
allowing the flaps to blow back up and return to the pre-set position when aeroplane speeds are reduced or to a
point where the exeessive load is reLieved. However, structural damage to the flaps may occur as a result of the
inability of the flap relief valve to record accurately toe loads in the flape and }inkage. The relief vaive will not
afford protection if the flape are operated in excess of placarded speeds.

The wing flaps actuating Btrlrts are conventional two way actuating struts ueed to raise and Iower the flaps. They
are installed, 2 f,ar each flap, at inboard and outboard poeitions at the trailing edge of the wings.

04. .I,ANDING GEAR SYSTEM

The major unite of the landing gear hydraulic eystem are a control valve assembly, 1 nose gear and 2 main gear
actuating Btruts, a nose gear downlatch bungee strut and a nose gear bungee gland.

The landi:og geare Bre hydraullcally retracted and extended under fufl system pressure.
The tanding gear eelector valve, wtiiefr is part of the control l'alve assembly, located in the hydraulic compart-
rnent, is cable operated by the landing gear control lever on the aft face of the control pedestal. The UP and
DOWN positions of the selector valve control the flow of fluid to the conventional tr^'o r^,ay operating struts of
the main and noge gear, but only the UP position of the valve applies fluid pressure to the nose gear bungee
strut piston which'.mlochs the nose gear downlatch. Fluid pressure for operation of the bungee strut is taken
from the UP line of the nose gear aetuating strut and directed through the nose gear bungee gland to the bungee
strut. The glend is securid to the actuating strut end piece by a ported bolt and forms a swivel joint - permitting
the ac'tuating strut to rotate.

When the landing gear control lever is placed in the NEUTRAL position, both the up and down lines are connected
to the return llne.

05. HYDNAULIC BRAKE SYSTEM

The major units of the systern are the 4 main gear brake assemblies, a dual brake control va1ve, a bral<e pres-
sure accumulator, 4 ahuttle valves and 4 }oek-out cylinders for the DC-6 or 4 corresponding deboost cylinders
for the DC-68.
The brakee receive pressure from the landing gear DOWN line. The pressure is in the DC-6 reduced from full
I Byetem pressure by the brake control valve to a pressure of 1200 psi - whieh is the maxirnum operating pressure
!6'l
for the brake system in the DC-6,
+
:'l In the DC-6B the reduction of full fluid preesure for brake system operation is accomplished first by the brake
rO
N control-ffiiE to a pressure of approx. 1600 psi and further by the deboost cylinder for each brake assembly to
o a preBaure of 630 psi - wtrich ia the maximum operating preasure for braking action in the DC-68.

o(, Pregeure from the brake control valve, as determined by the preasure applied at the rudder pedal toe brakes, is
to tranemitted to each breke through the lockout cylinder or the deboost cylinder. Either type of thege corregponding
cylinders prevents failure of one brake from affecting the operation of the other brakes. Presgure applied to the
brahes is in proportion to the toe preseure exerted on the brake pedals.

(more)
 wort yrrfl,rruuEJtrrra,
AEROPTA}IT FI.IGHT ThANUAI DC-5/6B
(0llPAIY IDtlt0lt

DESCRIPTION APL 1.4.1

Sheet 4
Hydraulic, Pneumatie and Electrical Systems - Hydraulic Eystem (cont'd)

The main gear brakes are single disc, self-adjusting spotbrakes operated by hydraulic pressure, which is
&vailable only when the landing gear control lever is in the DOWN position. The brake consists of two oppos-
ing sections of brake lining, separated by a floating annular disc keyed to rotate with the main gear wheel.
Braking action is accomplianed by hydraulic pressure fluid, which presses the linings against the disc. No
adJuatment of the brake is required during the lifetime of the lining, as the tining clearanee remaing constant.

Each ghuttle valve forms a junction point for the hydraulic and emergency air pressure lines at the brake (
assembly on the main gear wheels and allows either hydraulic or air preseure to be conducted to the brakes,

The parking brakes will only operate when there is hydraulic system or brake accumulator pressure, The
( brake control valve is blocked in the ON position by a rotating cam which is operated by the lever on the left
side of the control pedestal.

06. NOSEWHEEL STEERING SYSTEM

I

The major units of the steering system are a steering control va1ve, a pressure accumulator and 2 steering
struts.
The steering control wheel is located on the fuselage wa}l to the left of the left pilot seat. When the steering
wheel is turned, cables to the steering wheel control valve actuate the valve and admit hydraulic system pres-
aure to either the right or left steering etrut turning the nosewheel. When movement of the steering wheel
ia stopped, follow-up iables automatically return the control valve to a neutral position. The noeewheel
steering PreE sure accumulator malntains fluid in the steering struts at all times, thereby dampening any ten-
dency of the nogewheel to shimmy. As the steering system hydraulic supply is tapped off the landing gear
down line, operation of the steering syctem is prevented while the gear is retracted.

07. WINDSHIELD WIPER SYSTEM

The two windehield wipers are operated by a hydraulic wiper system on full system pressure in the s1'nchro-
nized movement. Min. preasure for operation of the wipers = 1050 psi. The speed control valve, immediately
adjacent to the noeewheel steering wheel, regulates wiper speed and starts and stops the wipers. The blades
are locked in poaition when the speed control valve is turned OFF.
In the supply line of the DC-6 hydraulic windshield wiper system a manually operated shut-off valve is in-
Btslled in the hydraulic c-6lfrlpartment. This valve may be used to shut-off the windshield wiper system from
the reet of the hydrauJ.ic system in case of maintenance work or failure in the hydraulic windshield wiper
system.

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Effective: May 1. 57
lssue No.. 1
*t'

L
 MilOrlJrYlUtrtRnttE$tZJrDrl

ATROPI.A}IE TTIGHT illANUAI" DC.6/68

coliPAltY IDtfl0l{

DESCRIPTION APL 7. 4.2.

Hydraulic, Pneumatic and Electrical Systems - Pneumatie System

01. AIR BRAKES

An emergency air brake system substitutes air pressure for hydraulic pressure at the wheels when the hy-
draulicsystemisinoperative. Air, at1500(t 50) psiinDC-6 and1000(t SO) psiinDC-68, isstoredina
cylinder in the nose gear well. Air pressure is indicated by a pressure gauge on the hydrauiic instrument
panel.

A shuttle valve for each brake shuts off the hydraulic line, when air pressure is applied.

\*. The emergency air brake is applied by rneans of a control lever handle on the left sj.de of the main fire control
panel in front of the left pilot seat. The control lever handle operates an air brake metering control va1ve.
This valve is a 3-position poppet type valve rnounted on the main instrument paneJ. frame, belorv the glare-
ghield and forward of the left control column.

The control handle has 3 positione: ON, HOLD and OFF. The handle is turned to the ON position to apply air
t_ precsure to the brakes. Then, the control handle can be moved back to the HOLD position - the position where
the air pressure line to the brakes is closed and the brakes are applied to the game extent as when air presaure
was admitted before the air pressure line was closed. Returning the handle to the OFF position closes the air
pressure supply and simult'aneously opens the brake line to return, thus releasing the brakes. An air pressure
gauge is mounted on the hydraulic instrument panel forward of the right pilot seai.

AIR PRESSURE GAGE

PRESSURE SUPPTY IINE

CONTROL VALVE

BRAKE SUPPI.Y LINE

EXHAUST TINE BRAI(E

I AIR PRESSURE CYTINDER

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Air brake control system
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@

Effective: May 1.57

lssue No 1
 mlzrtUrYrrlrrmrlEttZlTDrl
ATROPI.A]IE TTIGHI TTIAIIUAT D(.6/68
c0ilPlilY tDlll0il

DESCRIPTION APL 1..1 .3

Sheet 1
Hvdraulic, Pneumatic and Electrical Systems - Electrical system

01. SUPPLY SYSTEMS

(1) General

Practically all instruments and navigation equipment as well as many other systems are electrically
operated. The importance of the electrical systems should, in consequence, not be underrated. The
electrical supply systems include the following different installations:
(a)A DC-instaliation, 24-28 volt, with the negative pole grounded to the airframe. Most consumers take
,L. their power from this supply. Power for inverters in the AC-installation mentioned below, also is
delivered from this source.
(b)An AC-installation, 115 volt, 400 c/s - 3 phase, which by the main inverters supplies the flight
instruments, the autopilot and the communication and navigation equipment under normal flight condi-
tions. This installation also supplies power to the engine instruments, but that power is transformed
down from 115 volt to 26 volt, 400 c/s - single phase.
(c)AnAC-installation, 115volt, 400c/s- 3phase, supplyingpowerbyanemergencyinvertertothe
\ navigation equipment under emergency flight conditions.
(d)An AC-installation, 110 volt, 60 c/s - single phase, vvhich by a single vibrator type razor inverter
supplies power for electric razors.

The aeroplane structure, in addition to be used as the negative pole of the DC-installation, is also
serving as equivalent "earth" connection for air electrical equipment.

(2) DC-power supply

DC-power is supplied by four engine driven generators. The RPM ratio of engine to generator is
approximately 1:3. Two 12 volt, 88 amp-hour storage batteries calledthe plane battery, serve as peak
power equalizer and emergency power source. A ground power supply can be connected to an external
inlet. The power output from the generators and the plane battery is delivered to a main distribution bus
(a) The generatorsare identical and should normally, all four be connected in parallel to the DC main bus
Each generator is governed by a regulator unit and is connected to the DC main bus by a contactor.

The contactor is automatically operated by relays in the regulator unit when the corresponding
GENERATOR CONTROL switch on the forward switch panel is placed in ON position.
'u The relays are voltage sensiti.ve and serve to insure connection of a generator to the main bus only as
Iong as its voltage exceeds a predetermined value. If a generator circuit should fail it will be auto-
matically disconnected from the DC main bus by either of the following protective devices:
- A reverse current relay iJ shorts occur in the generator's circuit. The reverse current relay wi.1l
automatically trip on reverse current and thus prevent the plane battery from dischargi.ng back
L through the generator.
- An overvoltage relay protector if the generator voltage becomes excessive.
- A generator field circuit breaker iI shorts occur in the generator field circuit.
- A reverse current air circuit breaker if an electrical fault occurs in the generator, in the generator
relay or in their connection cables and the reverse current relay fails to operate.
Each generator circuit includes an ammeter located to the right and above the left pilot seat.

The generators are located in the rear supercharger and accessory. gear section of the engines and
cooled with an airstream from the oil cooler air intake. This airstream is shut off wh.en the engine fire
extinguisher handle is pulled.
I Each generator delivers a nominal power of I KW with a voltage rating of 30 volt DC.

{
6

11
A current of 300 AMP. at an air temperature above OoC and 350 Amp. below that temperature can
normally be drawn from each generator. Iniermittently the generator can deliver 450 Amp.
lO
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6

(more) Effective: May 1. 57

lssue No.. 1
 DESCRIPTION

Hydraul IC Pneumatic and Electrical Svs tems - Electrical system (cont'd)

(b) Regulatol unitF are located in a compartment to the Ieft of the main junction box, Each unit contains a
carbon pile voltage regulator, relays governing the generator contactor, one adjustable rheostat for
voltage regulation and another for load equalizations between generators.

The regulator unit maintains the DC supply voltage to 27 . 5 volt, within narrow limits, over the whole
range of engine RPM down to the minimum limit of 900 RFM. Two fans, one normal and one reserve,
are installed for cooling of the voltage regulators. The fans extract the warm air from the regulator
compartment, discharging the exhaust into the free space to the left of forward cargo compartment.
The normal fan starts as soon as any of the AC inverter switches are closed.

A thermo switch, placed in the regulator compartment, closes the circuit to a signal lamp marked
TURN ON AIIX BLOWER as soon as the temperature in the regulator compartment rises above 6OoC.
The reserwe fan should then be started with the switch marked AUX BLOWER REGULATOR COOLING
located alongside with the signal lamp and the inverter switches on the forward switch panel.
(c)Qe4erator switches are located on the forward switch panel and marked GENERATOR CONTROL -1-
t-37, eacfv/ithTe positions ON-OFF. They can be quickly and simultaneously disconnected with t
a red painted lever. This is an emergency operation which at the same time disconnects the plane
battery from the main bus.
(d) Plarne battery. Jw.o 12 volt storage batteries, connected in series, serve as a peak power equalizer
and as a 24 volt emergency power source. They are mounted on an extend-and-retractable support
which is lowered for battery inspection and retracted into the battery compartment, located between
the nose gear well and forward cargo compartment. The capacity of the battery is BB Amp-hours at
a discharge rate of 5 hours. The capacity decreases with increasing discharge rate and with
dec reasing temperature
(e)A ground power source can be connected to an inlet located between the two battery elevator doors.
This inlet can be loaded with a maximum of 800 Amps.
(f) A battery selector with the two positions PLANE BATTERY and GROUND POWER is located on the
forward switch panel. Operation of the selector from one position to the other will not interrupt the
supply from the battery to the 28 volt DC main bus.
(g)A battery switch with the two positions BATT & GND PWR - OFF is located on the forward swj.tch
panel. In the BATT & GND PWR position is either the Plane Battery or the Ground Power Supply
connected tothe main bus over their respective contactors. Which of the two supplies will be
selected depends on the position of the battery selector.and whether the ground power is eonnected
or notl
- Ground power is not connected to inlet: The plane battery then suppLies power to the main bus
regardless of the battery selector position.
- Ground power is connected to inlet: The plane battery then continues to supply the main bus as
long as the battery selector is kept in the PLANE BATTERY position.

If moved to GROUND POWER position the main bus will be connected to the ground power source.
An amber signal lamp, close to the battery selector, now indicates that power is supplied from the
ground. The signal lamp is of "the press-to-test'r type, but can only light when ground power
source is connected to i.nlet. Note that this signal lamp will light if a ground power source of
reversed polarity should be connected, in spite of the fact that the reversed supply is automatically
prevented from reaching the main bus.

(3) DC distribution system

(a) the DC main bus is located in the main junction box. The bus is divided in two sections separated
by afuse. one is called the unfused section and the other the fused section,
The unfused section is connected to the power sources and a few indispensable DC circuits. The
fused section supplies all remaining consumers. The unfused section is protected against shorts
p
I
in the generator circuits by the four reverse current relays and against shorts in the battery or
ground power circuit by a common fuse. Thus the DC supply to the indispeneable circuits is secured
under any circumgtances except when the entire supply system should fail.
(b) Circuit bri:akers' A11 circuits are protected against shorts and overLoad. Mainly circuit breakers,
6
N
o but also some fuses are used as protective devices. Ttreyare usually placed close to the point where
o the circui.t branches off from the main bus. With a few exceptions, they are all of the same non-trip-
a free bimetallic type. They stand a certain amount of overload without tripping (breaking tne ffi
d The non-trip-free automatic circuit breaker can be placed by hand in operating condition after tripping,
o
as soon as the bimetallic switch element has cooled off .

(more)
 n/forltlt t rrn rtt:t ta1riEt
ATROPI.A}IE TTIGHI ThA}IUAI. DC-6/68
(oilPAIY tDtltoil

DESCRIPTION APL 1.4.3

Sheet 2
Ey4feyliS-Pfreumalrq aqlt Elgclfile! lygtenq ! Electrical system (cont, d)

This circuj.t breaker cau also in an emergency be kept in closed position at great risks of overheating
and fire hazard.
Where automatic circuit breakers for some reason are not desirable, fuses are used. Such fuses make
use of a metalwire suspended between two contacts and protected with an insulafing cover. The wire
melts by the heat developed when overloaded and breaks the circuit.

(4) AC power supply system

.L (a)ACpowerisdeliveredbytwomaininvertersof 115volt, threephase,400c/soutput. Eachinverter
is capable of supplying the entire AC load. The inverter voltage and frequency are automatically
regulated. The circuits supplied are divided i.nto important and less important groups. The important
circuits can be transferred from the main inverter supply to the emergency inverter which is fed
directly from the plane batteries. Either of two transformers can be connected between the single
phase of either inverter and ground. The transformers deliver 26 volts, single phase power to engine
I instruments.

The main inverter,s are placed one on top of the other in the inverter compartment to the left of the
radio rack. Three main inverter switches are placed on the forward switch panel and marked
INVERTERS.

The left switch is also marked CAPTAIN INST & AC RADIO, the middle one ENG INST and the right
switch lST OFFICER INST & AUTOPILOT. The three switches have UPPER, OFF and LOWER
positions. With these switches any of the two inverters can be connected to any AC load or the load
can be divided between them.

The three groups, to which supply is directed by the inverter switches, i.nclude the following
instruments and other consumers.

CAPTAINS INST & AC RADIO:

Captains Gyro Horizon
Captains Turn & Bank Indicator
Gyrosyn compass
Radio equipment
Amplifier for cabin pressurization system
Fluorescent lights

ENG INST:
FGITEElure sauses
.FueI flow indicators
Oil pressure gauge
OiI quantity indicators
W/A pressure gauges
Torquemeters
FueI pressure indicators, heaters
Oil pressure indicators, cabin superchargers
Wing flaps indicator

IST OFFICER INST & AUTOPILOT:

1st Officer Turn & Bank Indicator

Autopilot (including amplifier for the magnetic part of RM indicators)

N
(b) Two warning lights, marked INVERTER WARNING, are pLaced one in f ront of 1/P and the other in
front of 2lP on the main instrument panel and indicate with red tight the absence of AC supply to
{t the Captain's or 1st Officer's instrument groups respectively. A start warning will sound if either
tl
throttle 1 or 3 is advanced for take-off with AC supply missing.
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(more) Effective: May 1. 57

lssue No.. 1
 DESCRIPTION

Hydraulic, Pneumatic and Eleg!:ical Systenls - Electrictl system Gcrnl_9)

(c) The emergency inverter is placed in a box on the floor to the left. in Lhe cockpit. It is put in operation
by placing the switch marked EMERGENCY INSTRUMENT POWER & INSTR. LIGHTING in ON position
The inverter is then fed direc tly from the plane battery and ensures operation of 1 /P's and 2 /P's turn
and bank and gyro horizon indicators, and the gyrosyn compass. Certain instrument lighting, g'yrosyn
compass amplifier and inverter warning system are then fed directly from the plane battery. The
battery may keep the supply up for a couple of hours. AII engine instruments except the RPM-indicators,
the manifold pressure indicators and the cylinder temperature indicators are inoperative when using
only the emergency inverter.

(more)

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 M/JOtlJrt'fnJ rr&lrlEJ tAtrd ,
AEROPTANE II.IGHI TTIAI{UAI DC-6/68
c0ilPAllY tDlll0tl

DESCRIPTION APL t,4. 3

Sheet 3

-Hydraqlic, Pneumatic and Electric.l Sy"te@

DC_ 6

t
L t

MA8X5 e@ 9E CIRCUIT SEAXERS

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GREEN MINI NG.!NDICATES q B. TNAT
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5
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i9Eithb!.'lsP!g ".E.ffi ENG EN6 ENq ENG

I RADIO ! {&r r25A 3&2
1234 1321
L N!ERIE6
WAIER ]N]ECT ON PUMre PROP FEATAER &REVERSE oa a,"au,af
Ht' ENO.I ENG? ENG,J ENq4
l?'E[n ft]r$Hqffi ,ii.t GENERATOR CONTROL ANEL i!:li:lli:l!li:i!ii:i:i:l!1iii#,|.111 i:ii
;;iaENERS aRE oN doARo rI SHALL
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IGHT
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LIGHT L GBTS LIOHT UOIE AFI ERT8 UGfrs IIGHIS LGHIS
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o Figure 1. DC-6. Main circuit breaker panel
o
6
d
a

(more) Effective: Sep.9 57

lssue No.. 2
APL/Rev. 106
 tAnDrtJ, Yrl/J r trurtEt tllr6il
AEROPI,ANT TTIGHT MANUAT DC.6/68
COTIPAI{Y TDITIOl{

DESCRIPTION APL L, 4.3,

Sheet 4
Hydraulic, Pneumatic and Electri.cal Systems - Electrical system (cont'd)

DC_ 68
- -t
r ------t
I
I
PROP CONTROL r---
lr
L---l
I r, I
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It

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UTILPWR.CAB. PRESS HEATERS
I L ______t EN.CONTROL WATER INJECT EMERG. HYD,WARNING

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-
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I

PTASIIC GUARDINGS
GROUPING THE CIR-
''u
CUII BREAKERS
MISC, LIGilTS FIRE DETECIORS
.':
rr. ENGINE CONIROLs A INDICATORS WARNI NG

MISC, DEICING MISC,LIGHTS AUTO PILOT

cowt coNTROL

_t

-b*

104 10A 10A toA 1or\ 5A 5A r5A 15A lOA 5A

I 8888', I I I
MARKS BEOW$ME CIRCUII BREAXERS 2&3 t&4 2&i 1&4

ffi OENMTOR PROP REVEHSE

@
6 ES
SYNC UN,
GREENpaNilNotNDtcATs c.B ThaT IN OICATOR
NORVAL,Y SI{ULO 8EOtr WHEN
THE AEROPLANE IS PARKED
4321 CONTROL MA hA UPER ]5A LNER

!![
PROP FEATHER CONTROT !NVERTERS
15A PROP GOV, MASTER
RAOIO
YEI6W PAINTING.INDICAIES C,B ItsAI
trORMALLY SHOULD BE OEE WHEN IHE
AEROPLANE JS PARNED, BUT IF
PASSENGERS AREON BOARD IT SHALL
aE qx toA I lA 10a tm s 20A 204 5A 54 20A 20A toa 50A IOA 5A 15A 5A r0a 35A 15A r5A 5A
LDG
5A lOA MA

I 889 89
AFOI

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CAAIN PRESS.

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CIRCUIT BREAKERS
HANDLE POSITIONS
GEN,SNTRG PANEL WATER INJECTI ON PUMPS DOOR 24V UTITITY
OUTTETS LrcM
WAER AIRSCOP
HEATERS
CABIN
HEATERS
A'R FOIL
HEATERS
HEATER
FUEL PUMPS
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TR P ALL BRKRS
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5A 5A 5A 5A l0a 10 A 5A 5A 5A 5A 154
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A.C. FUSE ARRAtuOEMENT
]t FIRST OMC€RS FLIGHT INSIR. 2A
ENGINE SUPERCANGER
CONTU MOTORS
OIL TryMTURE
MNNC ACTUATORS
iIND. fl^ 501. C/\RB. AIR & IMTA
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gt 8re.
AFT HYO, HEAT.
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FIRE DEIEClORS
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17 ffircTE COMBsS
2A 26V 1& EMTE ffiSS c i^
3 ENG*. 19 AUTO PITOT
c
2A 26V 2OANO PILOT 3A
4 ENG*+ 21.CAfl'S FLIGHT NSTA 2A
15A S 20a nA 20A
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2A CABN MSS. CONTROL ilPL,

I 2A 26Y Emf
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5 2A TIMER W- WNG ENI
6
7
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2A 26\
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9
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FLIGM INSTR. 24 26Y 27 FIRST OFFICERS RAOO
2ADRIFTMETER. ENGINE ANALYZER
A 5A
RAZOR RH. L.H, 5C L. PROR. ORAIN IMER- R.H. L. H. R,H, L,H. fT R,frR L.CTR FWO RADIO AUTO
JU l1
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(REF) 2A 16Y A F|RST oFFrcERs qm ffim c A cDNTROL I IGHIS PIOT

f;
s' \OT INSTALLED IN KMA & LML

;
N
o Figure 2 DC-6B. Main circuit breaker panel
a
d
@ -oOo-

Effective Sep. 9. 57
APL/Rev.107 lssue No.. 1

};r.nrd
 tHlztlVrYrrl rrrurlE tZtrAA
AEROPTAI{I TTIGHT TTIANUAT DC.6/58
(0tPAltY IDtll0I

DESCRIPTION APL 1.5.1

Sheet 1
Communication and Radio Navigation Syatems - System characteristics

01. DUAL HF RADIOTELEPHONE SYSTEMS

The systems are identified as HF RED and HF GREEN. Each of the systems emptoys a transmitter (ART*13)
and a receiver (AR-72). Both systems are controllable from the Pilot's control pedestal. HF RED system may
algo be controlled from NAVRO t station,

Frequency range: 2100 - 18100 Kc.

Frequency capacity: Each of the two s ystems can accommodate up to 30 frequencies, of which 20 are crystal
controlled and 10 are VFO controlled. One VFO controll.ed and two crystal controlled frequencies are accom-
modated in each of the 10 pretuned channels which are available in each of the two systems.

02. MF/HF RADIOTELEGRAPH SYSTEM

The aystem employs the Navro receiver (BC-348) and the transmitters of Bystem 01. above. The RED receiver
(AR-72)of system0l.servesasastand-byfortheNavroreceiver. ThesygtemiscontrollablefromtheNAVRO'S
station only.

FI9!99ISy Transmitter's 300 - 500 Kc and 2000 - 18100 Kc HF-R3 receiver (BC-348) 200 - 500 Kc and
1500 - "glgg,
18000 Kc. RED receiver (AR-72) 2100 - 18500 Kc.

Frequen_cy capacity: Transmitting HF frequencies as descritred under HF Radiotelephone System. Furthermore

any HF frequency within the frequency range can be set up and manually tuned on the transmitter using calibra-
tion figures and/or the crystal calibrator of the transmitter.

4 cryatel controlled transmitting MF frequencies.

Navro receiver (BC-348) is continuously tunable within its MF and HF frequency rangea

A number of radiotelegraph frequen_cies are aecommodated in the RED receiver AR-TZ.

EmiBsion types: CW-MCW

03. VHF RADIOTELEPHONE SYSTEM

The eystem i8 controllable from the Pilot's control pedestal. It employs transmitter (17r,) and GREEN VHF
receiver (51R).

{ryggelqy range: 118,0 - 135,9 Mc.

Fre capacity 180 frequencies (100 Kc spacing).

04. DUAL ADF SYSTEMS

The systems are eontrollable from the Pilot'e control pedestal or from the NAVRO b station, The two systems
are identified as RED and GREEN respectively, and each of them employs a receiver MN-62,

I
tr'requency range: 100 - 1750 Kc.

Functions: Autornatic Direction Finding (ADF), Manual Direction Finding (MDF) and Range Reception.
ra

; Instrumentation: Dual bearing indicators incorporating rnagnetic heading information (RM indicator) at
crt
o
FI6til C.pilot"s and NAVRO's stations.
o
a
rn
o

(more) Effecilve: May 1" 57

lssue No
 DESCRIPTION

Communication and Radio Navigation Systems - System characterietics (cont'd)

05. VOR SYSTEM

The eystem employs RED receiver (51n). The Omni Bearing Selector is installed centrally on the cockpit glare-
shield, and the frequency control etc, is installed on.the control pedestal.

N - Frequency range: 108.0 - 111.8 Mc even decimals only. 112. 0 - 117. 9 Mc odd and even decimals.

N - Frequency capacity: 20 frequencies (200 Kc spaeing). 60 frequencies (100 Kc spacing).

Instrumentation: The vertical needle and corresponding warning flag of the crosspointer indicator (ID-48) on each
oI-T[eTTotEEa Copilot'e flight instrument panel are uged for the VOR displacement indication respectively
warning flag function,

The TO-FROM indicator ie contained in the Omni Bearing Selector on the glareshield.

N- The bearing indicator (VOR RM indicator, one pointer only) on Pilot 's and Copilot ! flight instrument panel are -}
connected to the VOR system and hag magnetic information from fluxgate (DC-6) - gyrosyn compass (DC-68).

06. 75 MC MARKER RECEIVING SYSTEM

The system gives vieual and aural indication as described below under ILS.

07. INSTRUMENT LANDING SYSTEM (rLS)

The system employs RED VHF receiver (51R) (alsousedforsystem 05. ) for localizer reception and a receiver
51V for glidepath reception. These two receivers have a common control assembly on the control pedestal. The
marker receiver (MN-53) of system 06. is used for reception of the ILS marker signals.
The localizer and glideslope receivers provide displacement indication on crosspointer indicators,

The locali.zer receiver also provides for reception of identification signals and voice communication on the
localizer carrier. \
The marker receiver provides visual and aural identification of marker signals.
N - Frequency range: 108.0 - 111.9 Mc odd decimals only (Idcalizer receiver)

N -. Frequency capacily: 20 frequencies (200 Kc spacing) with a localizer/glidepath pairing in accordance with a-\
ICAO's pairing plan.

Inptrumentation: On eactr of Pilot'g and Copilot's flight inetrument panels are inetalled:

- 1 crosepointer indicator with warning flags (ID 48)

- 3 marker lamps
A switch for eelection of high or low marker receiver sensitivity is installed adjacent to Pilot's marker lampe

08. LORAN RECEIVER DC-68 ONLY

pI
A loran receiver APN-9 is used. The receiver is located at NAVRO ? station and has all controls on the front
ro paneI.
,;
C\t
o
o Frequency range: 1750 - 1950 Kc.

o
al
Frequency capacity: Four epot frequencies within the frequency range which nith two different basic pulse
o repetition rates each subdivided in eight station pulse rePetition rates give a total of 64 receiving channels.

Instrumentatlon: Cathoscope indicator on the receiver.

(more)
 rutorJryrrt rrR rtE tzrTiEe

AIROPI.AI{E ITIGHT ThAilUAI. DC.6/6B

COTIPATIY TDITIOII

DESCRIPTION APL 1.5.1.

Sheet 2
Communication and Radio Navigation Svstems - System characteristics (cont'd)

09. LOW RANGE RADAR ALTTMETER (AVQ*6)

The altimeter is controllable from the Pilot"s flight instrument panel.

Height range: 0 - 2000 feet.

height: 250 feet

Instrumentation: One height indicator and a warning lamp on each of Pilot'sandCopilot's flight instrument panels,
s

010. rrIGH RANGE RADAR ALTIMETER (AVQ-g)

The altimeter is controllable from NAVRO's station. It contains a transceiver and an indicator unit.

-
L Height ranggs: 0 - 5000 feet 0 50000 feet.

Instrumentation: Cathoscope indicator at Navigator station (DC-6) NAVRO's station (DC-68),

01 1. ISOLATION AUDIO SYSTEM

The system employs an audio control panel at Pilot 's, Copilot 's, NAVRO 's and Auxiliary NAVRO 's station.
Each audio panel is aseociated with one channel of a multichannel audio amplifier (MI-52).

The system provides listening facilities for any combination of audio signals from the receivers and sidetone
from the transmitters without interaction between the audio panels.

012.COCKPIT INTERPHONE SYSTEM

i
The system makes use of the same amplifier channels and audio panels aa are employed in the Isolation
Audio System.

L The system proddes interphone communication between crew members

O1 3, SERVICE' INTERPHONE SYSTEM

\*. Tel/mic handsets for this system are installed in the cockpit and at the Cabin Attendants'gtation. A number
of handset outlets are provided at outside locations, for instance in the motor nacelles, in the tail etc.

The system provides communication between cockpit and Cabin Attendants'station. The maintenance per-
sonnel can aleo uee the system for communication between cockpit and the outlets mentioned above.

014. PASSEI{GER ADDRESS SYSTEM

The system employs a special amplifier (MI-36) and the te\/mic handsets of the service telephone system.
N
The system enables the flight crew in the cockpit or cabin to make announcements over loudspeakers in the
rJ)
cabin.
;
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o
o -oOo-
o
rn
o

Effective: May 1. 5?
lssue I{0..1
\-

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 fr,tztt yrnt,rrrurpEt tz1rarl

AEROPTAilE FTIGHT |TIANUAI. D(.6/68

COiIPANY EDITIO}I

DESCRIPTION APL 1.5.2

Sheet 1
Communication and Radio Navigation Systems - General lay-out of the installation

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lssue N0..1

a
 DESCRIPTION

Communication and Radio Navigation Systems - General 1ay*out of the installation (cont'd)

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AEROPTANT TTIGHT TANUAT DC.6/68
(oitPlt{Y tDllr01{

DESCRIPTION APL t.5.2.

Sheet 2
Communlcation and Radio Navigation Systems - General lay-out of the installation (cont'd)

DC- 68

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lssue No.. 1
 DESCRIPTION

Communlcation and Radio Navigation !;r1t91qg - General lay-out of the inetallation (cont'd)

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 n/UOr/J1Yrrlrrn rltt tzt ;Et
ATROPI.AI{T TTIGHT TTIAilUAI. DC-5/68
(oilPtt{Y tDtlt0il

DESCRIPTION APL L,5,2

Sheet 3
Communication and Radio Navigation Systems - General lay-out of the installation(4ontA)

DC_ 68

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(more) Effective: May 1. 5?

lssue No.. 1

I
 DESCRIPTION

Communication and Radio Navigatigl SJstelqq - General iay-out of the installation (conl A)

DC- 6

il otroult EI BTD \
boalrr gatoua tunlag
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l T OG 8I.TE &ltLn. AVQ-6
trrrd.tto! l?L
tr? (Dx o n Foner unlt 3514
rcooltrr ,18
for YHF reeelwra

rE (tDr
E] Gllilc ttroPe
trealnLttcr 17,'
\=> rsoelrcr 51V
rf E
tSlttobaual adle Ilaerergu lddrear
l rr fft6' l{l-p auplljter l{I-36
lE rcoelvcr lDl reoeiv*
GNEN
RE)

I
.o
(a
6n
rO

,;
N

o
ol
o Fig. 4A" Units in the radio rack DC-6
 MrlDrArYrUl lrrurlet tAtf;R l
ATROPTANE FI.IGHT TIIANUAT DC.6/68
c0ilPAlrY rDtTl0il

DESCRIPTION APL 1.5.2.

S heet 4
Communication and Radio Nayigation Systems - General lay-out of the installation ( cont'd)

DC_ 6
Lnterphoao
ampltfier Ll-17
-Selrrice
(behtnd unlt 18OH-6)
firntng
DC clrsul.t
breakere z/,,Aatenna
rnl| 180I-6
\* Dynanotor
f-1? fot:
BE:D ARI-]J
(ueuraa oocr)
M'RED
trans&Ltter
'L, d_nf,-1,
M RED
antenna grourdlng
B
H
grrltch
AC fuses
w HT GREEII
recelver
-m
A0 spare
firsoe
s#
m I{T RED
VTIT GNEEII receiver
lrav/colr tR-?2
reoelver
518
rec6lvef
-]thrker
Ptrbllc rCihet3 .- MN-53
r-nlrlltler
tor-36a
IUr gU.tepath
r0oalver ltrlttahannel
u 511 -
VIF tnngnlltar /
17L
I
Audlo ampJ.lfler
l,,N-324

&rrs qalt 3r1L/

for VEE !'ooalvorE

L vur np
[rv/cou
looelugf
518

AIIF CREET
receLver
Ib MN-62I
lDr nE,
reoelvcr
ur-6er
,
n
N
ro

u)
6l 'lgggr The vrIF Mv/cou
o
o recel.vcrs al6o
o
tlclude the ILS
(,
a
looaIlzer recelver firnctlon
48. Units in the radio rack DC-68

(more) Effective: May 1. 57

lssue N0..1
 and Radio Navigation Systema
inatallation (cont'd)
- General lay-out of the
c-6
E
h
o
hd
.9e n'carrl
ltjau
I !
d t?
d+
{*
oa
-/ rT>
n\
ooo
hs
,& ?'8
ovn
HU E {P & q< PL
6l 6
I.EFdo
0
do B
oI Et
ud 6 I
EO
EHi
frr
E d+ h t di
E
EEb

8l
EI
I
ol
(o
E rl I
6 U
2
& A
0 &l
H o
E 0
c
d
E (a
U
-d .u,
o
Ei
E do
E5b o A
d
2
(l,
IA

g
o
td
&
to-
! oo
h
o
6
o
8.t
600
€o
t <
ua
aq
oa o I
E d-o
\c E E !l O^ EN

)E
d
, dd
6b
E Pd. .3cq oo o
H
da OE
E
e Etd E
<6v
Ct to
69
Av
E8.
do

il
b cl
ot
EI
ol
EO
o dl
kl
oo o dt
ilol
rcl

lo

*1
rdi

N
rl:
r!: E a
a\ I
o
o q o
a6 :6
a hA o td
8 do ,t
o
cq!
&
e t &E6
e8[.
IE
E8g E

(more)
 tAilDr/J,Yt,J rrRn lit tZrTDn

ATROPI.ANE TUG}IT TTIANIIAI. DC.6/68

(0ttPAltY IDtlr0r{

DESCRIPTION APL t" 5.2.

S heet J

Communication and Radio Navigation Systems - General lay-out of the installation (cont'd)

,9ro'E Bpeaker
t eontrol
note 3)
( see

\
HF GRSEI\I
NIVRO,E transnltter
fnstmraent a3f,-13
f-r Dauel
I &rtlto p.e.nel
'rf I'S-1 66C
f,tgh mnge
raaler altlnet,er 1:s r{r'laDr
&dlcator lV8-9 control panel
I'ts-1588
lD['control IrilvRo's
panoLs
aurd.Ilar?
p8nsl
antenna e
firItch recelvor
t{.e
--W BC.-31+8

tel
neAer -w CAIL
Key Jack
llght
Jaokbox
-

Hlgh range
u radar aLtl.tinter
tranEq,/reo
DrtFtueter AVQ-,g

Iou rarge
L radar altlneter
transn/rec
AVQ-6

D5nnanotor
DI-17 for
GBEEtr ABT-13
(ueuraa covEr)
I
rJ)

N
ro
Fig. 58. Units, controls and'instruments at NA VRO's stalion DC-68
.;
cl
o Note 1: For details of controls and i.nstruments, see fig. 38
o Note 2: An audio panel and a mic/tel jackbox are installed on the aft wa1l of NAVRO's compartment
o Note 3: Navro's speaker control may also be situated underneath AVQ-9 indicator see fig. 38.
d
6

(more) Effective: May 1" 5z

lssue No.. I
 DESCRIPTION

Communication and Radio Navigation Systems - General lay-out of the installatiou (cont A)

v
u,
F
9o
l<
cx. lrl
)z
<E
96
fitl
ui 'hI
6<
u lt F
Z
6l,
u z
u
:
F
Z
t!

0
0
0
J m
(o
(O
I
U
llF
a7, a
t
t
o
! rt
F
t ll,
z d
0)
a o
u o c
N
I
u d
o o
z- E,
c0
o t{
AI
{J

F ct
o l{
z o
t{
F
o
z
,d
a
Ei
d
r:l.l
u<z
I o
U
c

t
u
cl Fz z oa
tr o n
I I o a
J J

Ir
z7
J ug
L
o Z
(J Z
lt
*i
u F
pI I Z
u)
N
ro

;i
c\t
o
o
o
c
o

-ooo-
 DESCNIPTION
fr ,tuffi yttt"rtmfl Jfir.ilrmt
ATROPI.AilI TUGHT TUIA}IUAI DC.6I6D

Communlcetlon and Redio Nevleatton Syetema

(0ilPr]aY :DtTt0!t

- Fower eupply amengements

w
APL 1.5.8.
Sheet I

The DC power to the entire radlo ingtalletlon ls eupplied over two HADIO MASTER eircult breekers on the lVletn
E*leetrtcal Junctlon Box. (MEJB)

In QQ:Q AC power is eupplted vls two maater fusee located on the radio rack support eolumn, In DC-68 AC
power ia rupplied vla two meBter fuses loceted tn the AC fuse comps,rtment of the MAJB

The locetlon and retlngs of AC and DC clrcuit breakers and fuEee may be appreciated from the diagrams on the
next pagea. The labelltng et the lndtvidual clrcutt breekere end fuses ie given with capital lettere on the diegrams.

L The following unite have bullt-ln fuses or clreuit breEkeral

Untt
L for RED
The dy:namotoro (2)
and GH,EEN tranBm{tter ART-18
Reeelver BC-348
DC.6
Unlt Locatlon Fuses, Clrcuit Bree}erg
Below Navlgator'a table. 2 clrcutt breakerg p€r unlt
I fuae per unlt
I epere fuse per untt
NAVRO's statlon 1 fuge and 1 epare fuse
(tnatde the recetver)

Reder altlmeter NavlEator'e etatton 2 Fuaes end I epare fuses

AVQ-9 (on front panel of tranemitter
recelver)

Untt
The dynamotorr (2) for RED
end GB,EEN trangmltter ART-I3
DC.6B
Unlt Loeation Fuges, Circuit Breakers
RED dynam. ln the radio 2 c{reult breakers per unit
rack. Gff,EEN dynem. at I fuae per unit
NAVRO'a statlon. 1 apare fuse per unlt

Recelver BC-848 NAVF,O ? gtation I fuee and 1 spare fuse

(tnatde the recelver)

Radar altimeter NAVHO's station 2 fuses and 2 spare fusee

AVQ.9 (on front panel of transmitter
i receiver)
Loran receiver Beside the radio rack 1 fuse and I spare fuse
(on front panel of Loran receiver)

(more)

RN
r/)

1Il
6l
o
o
o
d
E

Effective: May 1. 5?
lssue No.. I
 DESCRIPTION

Communication and Radio Navigation Systerns - Power supplrr (cont'd1

D 6
Redl.o rac,I
Itstcr hrl arppcrt, oclE!

500 r

I
INTER
Pllof{E
70A
Al..lAsTeR
i-- DC CIRCU'TJA
7AA
RADTO

I
I

I
5A€
Hf RtD

HF.R3REC
\

I
floiac I{olac
ft-l.tor I
I

I
5A
I m.iH
I I
I

I
H76PEEi{ R:c.
n

I
sA@
I II
5A

I
toA
I

I I
I
n PA.AMP!

5A @

IXTER
€
I * o*r,t
I

{
)
I
j
I
)
)
Fig. 1A. DC power supply arrangement DC-6
0
a
I
(more)
 tanDrt yrrt rr? rlEJ tztr;E)]

AEROPTANE FI.IGHT TNAilUAL D(.6/68

coilPlllY tDlTl0ll

DESCRIPTION APL 1.5.3

Sheet 2
Communication and Radio Navigation Systems - Power supply arrangements (cont'd)

DC- 68
-1l
1L\ T1?
2t:'l
EiiTIiT tTC

\-- 70A
]'{ASTER ;LIDIO
BJTDIO f.iASTllR
rrlsE Ili l,{AIil
fr f,^ma i^ r I
SYSTS'' CIN.CTJIT BREAK}XIS
CIt AIT II,IB0A-AI aa!:O RiCK .lrl],]ctii]Ii BCx
SUPFORT COLLI{I,I
t---- l
L ?3DIO I.'L[STE,P,
CITICUIT BPJI],- T1
----
ff
f,n i rrdlrT6rli
IrUlDIllIllll
r-a^; uit i Hr!! ^1,
]!LriL i.ItlUIl! RID HF fu]CEIVJJR
CIRCI-IIT tsREAKER,
c0! iixT's iii?ERPF.OlilI

H!' reY R5I,AY RN] lF' RETAYS

ii:ivR0 RECEIV.-jR (BC-3i|6)

df tri,.'.1-ll ru' lr;l io,:I1li[

IIFn2 Gilt.liliJ iltr Rll(IEIV:ii

PIl,OT'3 iliTiiallloi,ix
rut UtiLlClr tU'IUul'Ij

VHF R1 R-qi) UHl" P"ECEIvi:R

\*
lT{F VI{F TRANSI{ITTIM

GRT,Ei,I III{F iXCEIVE,C,

Ii"S GI,]I]E SI.OPE

'L- B5} ADF

NAlr&O's nnEP.PHot[E

Aff2 Utu ll,li drl

lLlil{ AiiDiC fA)llil i:iTlE}i{o}li
?5 i.Ic I1AR;(:P. F"nCiJiYiR
I4,t 1!i:;j: f,\. ),.,: AL::Ll.jTltR
PLT AUtiir A.FLIIJm
A],{FLIFIIfr ' D.,] . ,.-" rL-r:j:i

rrt
gi!
L
o
o
d
@
Fig. 18. DC power suppiy arrangernents DC-68

(more) Effective: MaY 1' 57

lssue N0..1
 DESCRIPTION

Communication and Radio Navigation Systems - Power gglltJ arangements (cont'd)

DC- 6
frrae rll rl It a. t$ .r
lancr lnsctor Wfc lnr,rtc
115Y r0 l1rv rC

---q1pfl,rN$
rNsr€.,
INVEET€CS {srdrlcff:t
AC, C,,ADIO
&rrtc rlt h.t .r
upp forvar{ rltoh
Fsl

OFP
*r Lar, ret
.lpput cfnrr
Low!3E

A(
tur
tlD

.\

@s^

Os^

pi
N
CA
rn
;iN

o Fig. 24. AC power arrangements DC-6

qt
o

(more)
 tU/YOf/A1Yt l ilrur/let tUJnEt

AtROPtA]It TTIGHT TUIANUAI. DC.6/68

(oilPIHY EDtlt0lt

DESCRIPTION APL 1.5.3

Sheet 3
Communication and Radio Navipation Svs tems - Power supply amangements (cont'd)

DC- 68
Dstctr nli alY p;{i\.;E nan OiI
L0'ytrm TlW,lRTilR UPFII I}II/IRTHI
11.5V AC 1l-5 V AC

silIll(.rfil:r 0i;
rUffTAAd J INVER?IA,S 1ST OFFIC-,m, S
I ECRil.l.'llil Sl JiTCii

fl'lSTR. & I'{S?R. GR. A:lF

A.C. RADIO & AIIT! Pilij',i

OPPTB

Qrr' OFF

IOi,JIR
I Lli{ ,,-t r i
t_ ____l .i, EUjE

26 CIfTJrII,T,S BADIO lST OTI'ICERIJ

zuJIO

Ci{ r\.ri? i,JBOAtur

io R{c}{ silPpcaf

r -t
I
I
Ar,)P RECEIVjaP

GR:I][I ADE ,GREEI.I ADF L1CEIVER

LCtiti.r itilc!;:r:ir,lit
t REi) VOI1 vili i{Av,/c01.1 riEClIrvEIt

GRIiEN Vi[r NAV,/001,1 l1]IC llVlIR

RADI(} AI,T ilIGIl llrtUGll tu ria. ilLTIil]1'liiR

PiI'T,S RI'DIOI{AGNETIC I,,IDICILT(IR

FJ'II
co-Fri,OT's RA)rcnucli0irc lNllrcATon

Fl..lT
!G0'S Rtli0,4i:'.GllliTlC IN)ICATOR

Ac)

AC

m
I

r)
UI
t_ A 2 I^ISTR. TP,U{S 3,,

; #'3 titsrR. t;ri''l:is

^ rri
f{
()
o
o
(,
o Fig. 2B. AC power arranEements DC-68

-ooo- Effective: May 1. 5?

-- lssue No 1
 \_

\-( \
 TEMPORARY INSTRUCTION
tArJDrlJrYrr,J rtHr/lEt tAiTE l
ATROPTANE TTIGHI TTIANUAT DC.6/68
(0ilPANY tDlll0l{

DESCRIPTION FiIe i.n front of APL 1.6.1.

Sheet 1
Miscellaneous Systems - Instrument systems

N. 01. STANDARDIZATION OF THE FLIGHT INSTRUMENT LOCATIONS, INSTALLATION OF 2 VOR RM INDICATORS

AND MODIFICATIONS ON DC-68 POLAR PATH COMPASS SYSTEM AND RADIO SYSTEM ETC.

(1) General

In order to get standardized locations of instrurnents in DC-6 6B a modification programme was started in
December 1956. At the same time 2 IIM i.ndicators giving VOR information wiLl be installed

DC-68 polar path compass system will be modified, resulting in a system similar to that in DC-?C with the
dlfference that DC-?C has 2 systems while DC-68 has 1 system only, ref. Temporary Instruction APL 3.6.2.
sheet 1, The amplifier of this complete polar path compass system contains components with the same func-
tion as the fluxgate MDI and for that reason the MDI will be rernoved from DC-68, Further, DC-68 will be
provided with 1 OBI (omni bearing indi.cator) in the VHF accessory unit in the radio rack and 1 OBI at the Navi-
gatorrs station. The OBI gives the same information as corresponding VOR RMIpointer, i. e. the bearing to
selected VOR station.

A DC-68 radio modification programme will be started in October 1957, It will be realized mainly in parallel
with the above mentioned instrument standardization programme. The radio modification programme includes
installation of Selcal and a modification of the VHF NAV radio system for double VOR/ILS equipment, similar
to that i.n DC-?C. (The double system consists of 2 VOR RMI, 2 ILS i.ndicators and 2 OBS; 1 set for 1/P and 1 set
for 2lP, VOR RMI is suppli.ed with 2 pointers. One of the pointers, the 1/P ILS indicator and OBS and the FPC
are connected to VHF NAV-1. The other pointer, lLre 2lP ILS indicator and OBS are connected to VHF NAV-2).
The DC-6 aeroplanes are planned to have the modifications completed during the summer of 1958 and the
DC-68 aeroplanes during the spring of 1958. Until September 1957 there are 6 DC-6 and 2 DC-68 modified,
the radio modification not included.

After modification the words "RMI Arrangement changed" and "Double VOR/IL! with sptit cockpit arrangement
and Selcal in this a/c" are noted in the Briefing Card of the aeroplane.

(2) Present and new arrangements

Since the modification work for all DC-6/68 aeroplanes will take time the present "unmodified" left and right
lnstrument panels for DC-6/68 are shown overleaf, while cockpit layouts in figs, 1 and 2 of APL 1.6. 1. show
the new arrangernents.

(3) Modifications on the left and right flight instrument panel

The following modifications will be made:

- VOR RMI wiil be installed under the ILS indicator. The DC-6 has 1 pointer only, as these aeroplanes are
furnished with 1 VHF NAV receiver only. The DC-68 RMI has 2 pointers, as DC-68 are modified to include
2 VHF NAV receivers.
- ADF RMI will be moved 1 step to the left to the place under the gyro*torizon,
- Gyrosyn compass on the Ieft panel will be moved to the lowest row.
- Fluxgate MDI (for the autopilot) on the right panel in DC-6 will be moved to lowest row.
- Fluxgate MDI (for the autopilot) on the right panel in DC-68 will be removed,
- OBS on the glare shield panel in DC-68 will be moved to left panel above gyrosyn compass.
l - A new OBS will be installed in DC-6El on the right panel above g"yrosyn compa.ss,

a Note: On the DC-68 glare shield panel Selcal and VHF NAV-2 frequency selector will be installed.

'a
i,
lr
6
N
o
@
d
o

(more) Effective: Oct.20.57

APLlP"ev. 124 lssue No.. 2

AFH/Rev. 605
DESCRIPTION

Miscellaneous Systems - Instrument systems (cont'd)

ORIZO

RLT RDF ALT ADF

FLUX6ATE
FT COM RMi FT RM/
tlDt

AVQ- 6 r&s MARKER.

LTS Avo-6 NNRKER
Lr5

T&B ALT
I RDRI TRIM
MET

.1 .'il rl I , 1:'

FIG.1. FLIGHT INSTRUMENT PANELS IN DC-6 BEFORE MODIFICATION

HOR|ZON HORIZON

NLT NDF NLT NDF

FT COM RMI FT RM/

Bve-6 T&B KER AVA.6 r&B /./ERKER

LTS LTs

r&B H
TR'11 NLT D/R
IRDR,lV MET GYRO

FIG.2. FLIGHT INSTRUMENT PANELS IN DC-6 B BEFORE MODIFICATION

-oOo-
 !

warttut t rt&t tJt:J tAJrE,

ATROP!.A}IE TTIGHT ilIA}IUAT D(.6/68
(oilPtltY EDtltolr

DESCRIPTION APL 1.6.1

S heet I
Miscellaneous System s - Lrstrument systems

01. LIST OF INSTRUMENTS AND TOLERANCES

The standard instruments in the Pilots' compartment are listed below together with their allowable tolerances
when installed in theaircraft. If during flight it is noticed that the tolerances below are exceeded, this should
be reported in the A/C Technical Report, The actual reading as well as the off-neading should be entered.

Instrument Unit +-, Item Nos. in

_ l olerances
Figs. 1& 2

1) and Na' .tion Instruments

Altimeter feet 1% of indicated altitude above 2&49

7000 ft
(2000 m)
?0 ft (20 m) or 2.5 mb below
7000 ft (2000 m)

Altimeter metres (see note 1) 19

Airspeed indicator knots 5 knots (see note 1) 35&48

Rate-of -eLimb indicator ft /min 100 ftlmin (Ievel flight) 40&52
Turn & Bank indicator In neutral position: 3,11&30
(electric and air driven) Turn 0.5 mm
Bank 0.5 mm

Gyro horizon In neutral position: 37&50

1 mrn displacernent:
20 bank (see note 2)

AVQ-6 Radio altimeter feet 500-2000 ft: t 10% 10&29

0-500 ft: t 50 feet

AVQ-6 Warning light Light on: 200-300 ft 9&47

AVQ-9 Radio altimeter feet 50 feet !l,lloloot indicated Not shown
altitude
Magnetic compaas 20 (see note 3) 43

Gyrosyri compass indicator 10 (see note 3) 13

Autopilot master direction indicator 20 20 (see Fig" 1 only)

DC-6 only:
Autopilot repeater direction indic 30 in relatioa to autopilot At navigation station
master direction indicator
ADF RM indicator (magnetic dial) 10 (in relation to autopilot 21&36
master direction indicator)
VOR RM indicator (magnetic dial) 10 (in relation to autopilot 22&38
master direction indicator)
I
ILS indicator 1 mm in neutral position 39&51
(o

r,,
6l
o
o
o
d
o

(nore) Effective: May 1.57

lssue l{o a
 DESCRIPTION

Miscelle4eous Systems - Inllttrument syetems (cont'd)

Instrument Unit Item Nos. in

] ToIu."rr"u" Figs. 1 & 2

(2) Engine, FueI and Oil Instruments

RPM indicator RPM 30 RPM l4
Manifold pressure indicator ,,Hg 0. 5 "Hg 6

BMEP indicator psi 7.5 psi 41

Fuel flow indicator kg /h lb kg/h 7

FueI pressure indicator psi 2 psi 44

Fuel pressure warning light Light out: 14-20 psi 45

(see note 4)

Oil pressure indicator psi 10 psi 46

Oil pressure warning light Light out: 40-60 psi 28

(see note 4)

Oil temperature indicator oc boc 18

W/A pressure indicator psi 2 psi 25

W/A pressure indicator tight Light on: 14.5-20. 5 psi :26

(see note 4)

Cylinder head temperature indicator oc ?.50C 15

Carburettor air temperature oc

50C 27
indicator
FueI quantity indicator kg 6% of maximum indication 56.& 57

OiI quantity indicator, nacelle tanks U. S. gal 2 U. S. gallons 60

\-l
DC-68 only:
Oil quantity indicator, auxiliary tank U. S. gal 2 U.S. gallons 61

W/A quantity indicator U. S. gal W/A quantity above 3 gals.

0. 5 U. S. gallons
7L
W/A quantity below 3 gale.
1.5 U. S. gallons

(3) Electrical Instruments

DC voltmeter volt 1 volt 76

AC voltmeter volt 5 volt 75

pI Ammeter, generator ampere 15A '14

@
Ammeter, pitot heat, etc. ampere 1A 58
6
N Ammeter, propeller anti-icing ampere 10A 77
o
o
!n
o (more)
 M/Jztt vrrlrrR rla SlrlEJl
AEROPIAilT FTIGHT TTIANUAT DC.6/68
COTPANY EDIIIOI{

DESCRIPTION APL 1.6.1

S heet ,
Miscellaneous Svstems - Instrument svstems (co nt'd)

Item Nos. in
Instrument Unit 1To1"."rr"u" Figs. 1 & 2
(4) Air Conditioning and Anti-lcing
System s

Fuel pressure indicators heaters psi 2 psi 55

oc ?.50C 54
Heater temperature indicators

Oi1 pressure indicator cabin psi 10 psi 63

\- supercharger

Oil pressure warning, cabin Light out: 25-45 psi

supercharge r (see note 4)
oc
L Oil temperature indicator, cabin
supercharger
soc 62

DC-68 oqly:
,,Hg 0. 5 "Hg
Cabi.n supercharger outlet pressure 1J
indic ator

Cabln altimeter fe et 1% of indicated altitude above 64

7000 ft
?0 ft or 2.5 mb below 7000 ft

Air flow rate indicator Half greatest breadth of the 68&70

"O" mark al zero indicated

Cabin rate-of -c1imb indicator ft /min 100 ft/min ai zero 69

Cabin differential pressure indicator psi 0.2 psi bb

(5) Miscellaneous Instruments

Hydraulic systems pressure indicator psi 100 psi 23

Hydrau.Iic brake pressure indicator psi 100 psi 32

Air br:ake pressure indicator psi 75 psi 24

Oxygen pressure indicator psi 5 psi .14

Oxygen pressure indicator, high psi 100 psi Not shown

pressure system
Anti-icing fluid quantity indi'cator U. S. ga1. 1 U. S. gallon 59

Vacuum indicator "Hg 0.2 "Hg 4

oc 20 (see note 5)
Outside air temperature indicator 77

o lb
I Wing flap position indicator 20
N
Trim indicator 2 mm in neutral position 5

rO Aircraft clock 20 sec. l24h 1& 53

ci!
o oF
o 30F Not shown
Cabin thermometer
o
d
a

(more) Effective: Oct' 2o ' 57

APL/Rev. 125 lssue No ' 2
 DESCRIPTION

Miscellaneous Sv stems - Instrument systems (cont'd)

Note 1: For system errors refer to APL 4.1.1. and 4.1'.2.

Note 2: lmmediately after making a turn of about 180o a somewhat greater bank and displacement of the
horizontal bar is permissible. These additional errors should, however, disappear after flying a few mi.nutes
on a straight course.

Note 3: Correction according to deviation card not considered.

Note 4: Allowable tolerance of the pressure indicator in the aircraft included.

NoLe 5: Speed of aircraft not considered. See APL 4.1.3.

02. LAYOUT OF INSTRUMENT PANEL

(1) Item list for figures 1 and 2

1. Aircraft clock 40. Rate-of-climb indicator

2. Altimeter, f eet 41. BMEP indicators
3. Turn and bank indicator, air driven 42. VOR bearing selector
4. Vacuum indicator 43. Magnetic compass
5. Trim indicator 44. Fuel pressure indicators
6. Manifold pressure indicators 45. FueI pressure warning light
7. FueI flow indicators 46. Oil pressure indicators
B. Oxygen fLow indicator (blinker) 47. AVQ-6 warning light
9. AVQ-6 warning light 48. Ai.rspeed, indicator
10. AVQ-6 radi.o aLtimeter 49. Altimeter, feet
11. Trim and bank indicator, electric driven 50. Gyro horizon
12. Marker beacon indicator lights 51. ILS indicator
13. Gyrosyn compass 52. Rate-of-climb indicator
14. RPM indicators 53. Aircraft clock
15. Cylinder head temperature indicators 54. Heater temperature indicators
16. Wing flap positlon indicator 55. Heater fuel pressure indicators
17. Outside air temperature indicator' 56. Fuel quantity indicators
18. Oi1 temperature indicators 57. Fuel quantity indicators
19. Altimeter, meter 58. Ammeter, pitot heater
20. Fie. 1 - DC-6 only: 59. Anti-icing fluid quantity indicator
Autopilot master direction indicator 60. Oii quantity indicators, nacelle tanks
20. Fig. 2 - DC-6B only: 61. Fig. 2 - DC-6B oqly:
Gyrosyn compass (no magnetic slaving) Oil quantity indicator, auxiliary tank
21. ADF RM iridicator (ADF-RMI) 62 Oil temperature indicator, cabin supercharger
22. VOR RM indicator (VOR-RMI) 63 OiI pressure indicator, cabin supercharger
23. Hydraulic system pressure indicator 64 Cabin altimeter
24. Air brake pressure indicator 65 Cabin pressure regulator
25. W lA pressure lndicator lights 66 Cabin differential pressure indicator
26 . W/A pressure indicators bI pressure change limit control
Cabin
2?. Carburettor air temperature indicators 68 L. supercharger airflow rate indicator
28. Oil pressure warning Iight 69 Cabin rate-of-climb indicator
29. AVQ-6 radio altimeter IU R. supercharger airflow rate indicator
30. Turn and bank indicator, electric driven 7t W /A quantity indicators
31. Marker beacon indicator lights 72 Hydraulic fluid quantity indicator
32- Hydrauli.c brake pressure indicator 73 Fig.2-DC-6Bonly:
33. Oxygen flow indicator (blinker) Cabin supercharger outlet pressure indicator
I
.o 34. Oxygen pressure indicator 74. Ammeters, generators
35. Airspeed indicator 75. AC voltmeter
@ 36. ADF RM indicator (ADF-RMI) 76. DC voltmeter
a. 37. Gyro horizon ?7. Ammeter, propeller anti-icing
6
N N- 38. VOR RM indicator (VOR-RMI) 78. Fig. 2 - DC-68 only:
o voR selector
o 39. ILS indicator
o
d
o
(more)
 MrJDrlUrUrrl rrRIrlEJ tAt DA

AEROPLAilE TUGHT TIIANUAI. DC.6/68 Ma

coilPAilY tDtlt0lt ffiil
DESCRIPTION APL 1.6.1
Sheet 3
Miscellaneous Systems - Instrument systems (cont'd)

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il
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rcJ @ iE. oo E]
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o5
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ffi I
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Fig. 1 Layout of DC-6 cockpit
(more) Effective: oct. 20. 57

APL/Rev. 126 lssue No.. 2

 Mtztt yrrtrrn rtcttztTE J
Ma
AEROPTANE TI.IGHI TNAilUAt DC-6/68 Eil
coilPAltY EDtIt0l{

DESCRIPTION APL 1.6.1

Sheet 4
Miscellaneous tems - Instrument ont'd

DC- 68 t
I\-" \ I

l.o'
I1 e
^\
a'
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e
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@.
!: 6!
lp
!; :. I
fl/
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I nrllil- t &
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:7
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iff G.
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Fi.g. 2 Layout of DC-6B cockpit

Effective: Oct. 20 . 57
APLfBev. 127 -oOo- lssue N0..2
 nilOrJrn lJlrzrrl$.ilt E l
AEROPI.AIIE TTIGHT ThA}IUAI. D(.6/68
corPl[Y IDtilot{

DESCRIPTION APL 1. 6. 3.
Sheet 1
N- Miscellaneous Systems a.nd Equi pment - Air conditioning system

01. GENERAL
The DC-6 and DC-68 passenger and crew area, which extends from the bulkhead at gtation 64 and station 2 respect-
ively-T6-:the preAffiaoms forming theaft bulkhead of the ladies lounge in DC-6 and of the aft toilets in DC-68 and
includes the lower fuselage compartments, is maintained within comfortable tengperature and pressure limits by the
air conditioning system. The air pressure and temperature catl be controlled both on ground and in flight and the
system may also be given a preflight setting, that will be maintained automatically during flight.

Air temperature can be malntained withina range of 18o to 29oC (650 to 85oF) with an outside air temperature range
of -40o io eOoC to 105oF). The cabin pressure can be maintained at sea level with the aeroplane at altitudes up to
9000 feet andthe same pressure differential, 4, 16 psi, can be held at varying altitudes up to 25000 feet. In excesg
\_ of this altitude, the differential becomes progressively less. Examples of the differential pressu:ee obtainable at
various preasure altitudes are given in the following table:
AEROPLANE PRESSURE CABIN PRESSURE
ALTITT]DE ALTITT'DE
L 9,000 feet Sea level
10,000 feet 800 feet
15,000 feet 4,500 feet
20,000 feet 8,000 feet
25, 000 feet 1 1, 300 feet

The ventilating rate of the system is sufficient to accomplish a complete change of air in the cabin every three minutes.

02. HEATING, COOLING, VENTILATING AND HUMIDIFYING SYSTEM

Conduction and radiation principles of air heating are used, i. e. conditioned air is routed beneath the floor and up the
walls for radiant heating before entering the cabin through outlets for the main direct heating'

For individual requirements of air that is cooler than that supplied by the air conditioning system adjustable cold air
ventilators are located adjacent to the seats in the cabins and in the pantry and in all toilets and in the DC-6 ladies
lounge. Ventilators are also installed one in each upper berth, two at each crew bunk on nC-6 flight deck, one at
each Pilot seat, one above the cockpit door and in DC-6 one above the aJt navigator table.
\* All the temperature controls are located on the cabin temperature control panel at the cabin door and on the heater
control panel and the heater fire control panel in the cockpit.

(more)
\

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o
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o

Effective: JlrL, 27. 57

APL /Rev 59 lssue No.
 DESCR.IPTION

N- Miecellaneous S' and Equlpment - Air system (cont'd)

l+lr llli
Cabin supercharger Cabin supercha.ger
in No.l nacelte clE mber

Ducl lo wing hdler 0uct lo wing heater

€
Aftercooler(4
II I Beliyai.scoop
Conditioned and hol(tr warm)
Cooling lurbine, OPerates It, coolingair
air to pilots loolwarmers,
onty when porl A ops, i.e. And 1o ouliet beiow
cockPil teinp rheostat Min opening
when psl C opefl. navigator6 tabte
NORMAL or betore eleven (A)
o'clock pos. and windshield lan (,A)
heat conlrot OFF-ABOVg
1o'or lo To o'(A)
CABIN
HEATER
MASTER
Operat€6 m ground E ON

lrcm cither ground

soufce or enorne
7 and 1(A) '
Cold airducl io
lhe adjustable
E
6 OFF
COCKP]T
TEMPERATU RE
Hol(or warm)air lo windshield

I Healer
I
I
Windshield heat
contrcl velve. Closed in
windshield heat conlroi
z pos.OF8-ABoVL l0: n control
Heater p6 l0 T0 0: 0TO 20'and -20'
€
q startin 9 rO-4O il is open 3o'(snown
0utside air intel ; poin t
here)and in pGit,on ANTIICiNG
checl !alve[q) 't is lutl open.
and qrouod 5 A
aircon ditionino
E WIN DSHIELO Me.h6l to windshreld: windshield
E conlrol ANTI-lClNG, cockp,t temp
unil eir intet
' L(,hea!ed
HU

,9
=
9
rheoslai NORMAL(il more
heal wenled to cockpit,
windshield alr ahausl valve
Doi ler 'a levers cOCKptT)
Conirol on
Healer
Combu!tion Contains tuel
system no.t And

Fuel lrom No'.2 ma,n iank, B

usrn9 cabrf healer luel
pump(crossteed tuel kom
normal source and pump
and i.om No 3 m^;n
tank, using airloil antl-icinO Cabin lemerature
healq tuel pump) conrrol mixing valve
COOLI NG
CONTROL Poei!,or ANTI-lClNG
5Wt TC H on windshield heat
TURBINE control closes damptr 45'
NORMAL if overloading oi super-
charger{s)r damPer sloPs

6
OFF
and, i1 reguiredr opens
(A)by supercherger
compr6ssion ralio
lemPerature con
panet above cab;n door
lmDulses lrom temotraturc
seisinq elementsltermister Then heater cycles CLOSED
resisiors, hi{ow limft rsistors, 150'C cycting swilch.
and loll@-up potentiometer)wiil OPEN
keeP cabin temparature at the li poil a cpen and super.hargers
value sctecled with TEMPERATURE overloaded. porl A slops aod, f
CONTROL.heostat Con d I lioned
r€guired. closes (pod 6 opensxA) air io ladi6
by supercharger compresslon loun9e
ratio Lihir swit.h
lIAFEp*ffi nm'"axyl
condit
I passen 9er
,o
cr:
ro
,;
N
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Fie. 1.A'. DC-6 Air conditioning system, schematic

(more)
 WOr/Jrt Ul rrRn lEi.ilt idt
AtRopl,Al{t FUGHr ilAt{u Al Dc-5160
(oilPlilY tDliloil

DESCRIPIION APL 1.6.3.

Sheet 2
N- Miecellaneous Systems and Equipment - Air conditioning eygtem (conttd)

llll ilil
Cabin suPerchargs Cabin supercharq€r

Duct to wing heater Ducl to wing heatel

Altercooler air exhausl rercooter(A)

lil
A1
Coldinoned and hor (or warm)
when'Port A oPcn,Min Belly ai6c@p a,r to prlors .ldjuslable ioot
openlng when porl C -f cmling air warmers. No hot air when
Cooling turbrne. OPerales open. (A)
onlt when pod A open e ANTI-LCING posj set cockpit
cockpil temp. rheostal temp rheostal 1o N0RMAL tor
tan (A) sumtyinq condilioned air to
NoRMAL or belore one
otlock Pos. and cockpil, and windshield air
*indshi.ld h*l conirol fli eiMust valve levers lo COCKPIT
OFF-ABOVE 10'or 10 TO 0' CABIN il more heat wanled.
sp.oocrNo (n) HEAIER
; MASTER
ON

Grcund blowet 0peralea

on ground prcv;ded Power
lom either 9round 9ource Cold air duct to the
E 6
OFF
COCKPIT
TEMPERATURE

Hor (orwarm)air lo windshield

or eng,ne 2 and 3 (A) adiustab{e venlililors

stailinq

By-pass duct with a

a Itow llmiling venturi
and a valve. For de-
E Jogging during
aa coolino iurbrn€
Outside air inlet i operationfporr A oped
chCck valve( ) .; 5ee Note b€low
E
ELD HEAT

'
E

I ; Windshield heat
control valve. Ctosed in
Heater
windshield heat conl.ot
Dos. oFF-ABOVE l0 and
ai. io To o' oEFoc6rNG. rn
Combustion Contai rs control pos t,on 0 T0_10'
ar. check luet svstern ,t,s open 30(shown here)
valve lA) ro_t a-.d nqz
and i posltion ANTi-lClNG
Fuel lrom Nq2 main tank, il is Jull open (closes lhe
usi^9 qb n heater luel c cross over duct)

L oump(crossteed {!€L trom

normal source and pump
and lrom No3 main lank,
usino aiiloll antl_lcinq
heatir juel pump)
\-
Cab n temDeralure
ln inslallations with no
by-pass ducl,vaLve is open
30'also when control is in
por, l0'I0 0'
control miYing va !e,
To
in c00L It Frl A open and
(ir Position AN'fl-lClNG
TU NE on windsh eld heat control
overloaded, Frl A
NORMAL srops and lt required, closes damper 36(bolh.
superchirgers enqaqed J
6 closes (pod B openl
1'A) by supercharger
or 5l (one or bolh supe.-
chdrgers drsengaged) l+
Cabin lemPeralure
.onrrol r)anet above
OFF

Io close port
cornpression r?tio

A lo
overloadinq ol spei-
charqer(s). damper slops
ald. rl requ red, opens
off-load superch, (A) by supercharger
H! mlditier Conditioned arr to
El.healed
compression ratio limit
lmpulEes l'on lem)erature a{t toil€ls
-----waierboiler
sensing elemenls(lerfrrsler
resistors, h Jcw lim t .esislors,
oulside reset resislor and
toLlow-up potenl ometer)will Ground oircondi tioninq
keep cab n t.mperalure et unil a,r ,nlet. (A)
rhe value sAected wllh
TEMPERATURE CONTiOL
rheoqlat Conditioned a r to !gls, Delogging by-pass duct ls
passenO€r cabrns inslalled rn LN'LlVS, LN_LMT,
OY.KMI, OY.(MU, SE.ADI,
SE-BDU only.

I
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6a
(o

ro
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o
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o Fig. 18. DC-68. Air conditioning system, schematic

(more) Effective: Jul. 2?. 57

APL /Iiev. 60 lssue No.. 1
 DESCN.IPTION

N- Mieeellaneous and Equipm ent - Air conditioning system (conttd)

(1) qabin heater

During a large percentage of fLight operations, t.I'e ?5000 kcal/h (300,000 BTU/h) combustion heater for
the cabin may not be required to operate, since the air from the cabin superchargers will be heated suf-
ficiently, as it is compressed, to maintain the cabin temperature within comfortable limits. With the
cabin sulrrchargers operative, all air is delivered to the cabin from the superchargers. With the super-
chargers inoperative a by-pase check valve in each outboard nacelle will allow ram air to enter the cabin for
ventilating purposes. On the ground with the superchargers not operating, ventilation air can be ob-
tained from an outside air inlet by a cabin ground blower which also provides combustion air for the cabin
heater, if required.
The cabin heater receives its fuel supply from the No.2., main fuel tank and has a normal fuel consumption
of approximately two gallons per hour. In flight, combustion air is supplied by an intake located in the
leading edge of the wing between the fuselage and No.2. naceIle. For ground operation, combustion air
is supplied by the cabin ground blower.

(2) Cabin aftercooler

The aftercooler is located in the heater compartment and is made up by thin-watl aluminium tubes passed
through and secured to header plates and spacer plates,

Aftercooler operation is performed by passing warm compressed air from the supe.rchargers through the
tubes ' Ram cooling air enters the aftercooler from an airscoop in the bottom of the fuselage and flows
around and between the tubes so that maximum heat transfer takes pLace. The heat of the compressed
air within the tubes is transferred by induction to the ram cooling air. The ram cooling air together with
the ram cooling air from the cabin supercharger oil cooler leaves the aftercooler through the axial flow
fan and erhausts overboard (through the aftercooler exhaust door).

The amount of cooling accomplished by the ram cooling air is controlled by the temperature-aonditioning
automatic controls. The controls position a flapvalve - operatedby an actuator - in ttre ram cooling air
exhaust duct of the cabin aftercooler.

.t

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Fig. 2. Cabin air qircuLation

(more)

I
 o

tutDrt yrrJ rrrurtEt tttTan

AEROPIAilT TUGHT TUIANUAT DC.6/68

(0ilPAI{Y IDIfl0il

DESCRIPTION
APL 1. 6 ?
Sheet 3

N- Mis cellaneous Systems and Equipment - Air system (cont'd)

1. Pilot's foot warmer (2)

2. Pilotrs cold air ventilator (2)
3. Cabin supercharger clutch levers (2)
4, Emergency cabin altitude control crank
5. Cabin supercharger Panel
6. Heater control Panel
7. Heater fire control Panel ctl 3l
8. Crew bed cold air ventilator (6)

L 9.
10.
Solenoid oPerated valves (3)
Windshield heat control valve
ToiLet cold air ventilator
DC 6 n
11.
L2. Heater fuel shut-off and drain valve
13. Airfoil anti-icing heater fuel pump
14. Cabin supercharger drive shaft
15. Cabin supercharger transmission assembly
16. Air flow regulator, cabin supercharger
L7" Cabin suPercharger 21
18. cabin supercharger bypass check valve
19. Cabin pressure control valve
20. Cabin auxiliary vent blower (air from toilets, pantry
thermister, and lower cargo compartments)
21. Cold air distribution duct - forward cabin, right
22. Cooling turbine
23. Cold air distribution duct - aft cabin, right
24. Upper berth cold air ventilator 33
25. Upper berth conditioned air inlet
26. Cabin cold air ventilator r-[-t Ilft #a ryltEtd,!.
Cootbg trbils d.!.
27. Cabin conditioned air inlet '11

28.
29.
AJt toilet bowl exhaust
Thermister and cabin air temperature indicator
36
vrul Iuft fil! kabisii@e.
Ca}l! h€te alr.

30.
thermocouPle
Toilet cold air ventilator (2) 1
39 ffit Iltt
Cabd.!
f:!l Lstd,au.ed.m!t11.
!d-d!g vrlvs a1!.
0
31. Vacuum relief valve (on pressure dome)
Ladies Lounge conditioned air outlet with damper
w Intt 1111 och flaa kal1!k6!&c@.
R@ d.r &d supechdgd dr,

a
32.
Cabin pressure relief valve, automatic (and manual) 6
33.
34. Cabin pressure relief valve, manual (and automatic)
IM IIft ftjr fitrbtiiEl.qA ooh Brtf llilt.
Ccolrratto atr ud BMd. blc d!.

: 35.
36.
Silence r
Cabin temperature control Panel
2 I &tiEL eledEl.nAa.
Eester f\ral ilDDLy.
fuf! ffi t@I6ate
87. Condensed water drain g'iYae odr to8lettd 6et eLoXrlEluft.
EnEst atr ed elJ fffi
38. Fligtrt compartment humidif ier call! thdst€r d tot1.t8.
39. Cabin heater control can
L 40.
41.
Cabin ground blower (ventilation and combustion air)
Cabin heater fuel PumP
42. Solenoid operated valves (cross-feed) (2)
43. Cabin exhaust air outlet
44. Toilet cold air ventilator 42
45. Toilet bowl exhaust
46. Cockpit temperature control mixing valve
47. Windshield air exhaust (both sides of cockpit)

41
I
t4
fJ r5
m
@

;
ala
o
o
a
d
a Fie. 3A. DC-6 Air condi.tioning sYstem

(more) Effective: Jtt|.27 .57

APL /Rev tiL lssue N0..1

a
 MiJOrtuxrnJrt*rrtJEssmtul
AtROPtAilE TilGHT IUIANUAI. DC.6/6B
COIIPAIIY TDIIIOTI

DESCRIPTION APL 1.6.3

Sheet 4
N- Miscellaneous Svstems and Equipment - Air conditioninlq system (contr d)

1. Pilotrs foot warmer (2)

, Pilotrs cold air ventilator (2)
3. Master emergency depressurization control lever,
cabin supercharger clutch levers (2)
4. Cabin supercharger panel
5. Emergency cabin altitude control crank
6.
"t.
8.
Venturi ventilator for radios, starboard side
Cabin pressure relief valve, manual
Cold air inlet
DC -68
9. Venturi ventilator for voltage regulators'
10. Windshield heat control valve
11. Venturi ventilator for toilet (4)
t2. Heater fuel strainer (2)
13. Heater fuel shut-off and drain valve (2)
14. Heater fuel pump (normal1y main tank No. 2 to cabin
heater and No. 3 to airfril heaters)
15. Solenoid operated valves (3)
16. Solenoid operated valves (cross-field) (2)
17. Cabin supercharger clutch
18. Cabin super'charger drive shaft
19. Cabin supercharger
20. Cabin supercharger bypass check valve
2t. Cabin pressure control rralve
22. Cold air distribution duct, right
23. Cooling turbine
24. Cabin heater
m Luft fre! kyltub1n.
CoolLng ?urblne A1r.
25.
26,
Cabin temperature control mixing valve
Thermister, thermister ground blower and cabin
temperature indicator thermocouple
air w
l: j:rl.
Lu:t frAa kabLnv:ituare.
Cabln Heater 11r.
Luft frla kablnbLandaryentll.
27, Toilet cold air ventilator (4) I
MlxlDg Yalvs All.
Venturi ventilator for cabin air temp. indicator thermocouple
28.
29, Conditioned air inlet, aft toilet (2)
ffi Luft 1111 och fren ksblnkoopr6aocr'
Cabin Sup€rchuger A1r.

30. Cabin pressure relief valves (2), automatie (and manual) ,uft f ijr f iirbreul!r8 och oarkfliikt.
ffifiillxlm oroud Blower anrl Conluslion Air.
31. Silencer
32. Cabin temperature control panel E Bransl e1 edn1nga..
ileater FueI liDe.
33.
34.
35.
Venturi ventilator in pantry
Condensed water draln
Humidifier, passenger cabin
n Avloppslult,
Exhau6t Alr.
)

36. Cabin heater control can

Cabin ground blower (ventilatlon and combustion air)
38. AJtercooler air exhaust door
39. Sound trap
40. Cockpit temperature control mixing valve .
41. Venturi ventilator for radios, port side
42. Heater fire control panel
43. Windshield air exhaust valve (both eides of coekpit)
44. Heater control panel

I
!t,

rn
6l
o
o
o
d
o
Fig. 38. DC-6B.Air condi tioning system
(morc) Effective: Ju7.27.s7
APL/Rev.62 lssue N0..1

I
 Mtortuurrl rrerrtc:t tztta l
AEROPTA]IE FTIGHI TUIAIIUAT D(.6/6B
coilPfftY EDtIt0r{

DESCRIPTION APL 1.6.3.

Sheet 5
N - Miscellaneous Svstems and Eouipment - Air conditioning svstem (cont'd)

(3) Cooling turbine and axial flow fan

The cooling turbine and axial flow fan unit is mounted on the cabin aftercooler. The axial flow fan is
attached at ttre cooling air discharge end of the shaft of the radiai-type cooling turbine. The turbine is
driven by the flow of the ventilating air from the aftercooler and the operation of the unit is determined
by the position of the cabin temperature control mixing valve. The turbine only operates when port A,
the "cooling" port of the mixing valve, is open - either partially or completely. (In other port positions
the turbine will windmill due to passage of ram air through the axial flow fan).

t The ventilating air is expanded through the turbine, causing a temperature drop due to loss of thermal
energy and this cooled pressurized air is then directed through the mixing valve to the cabin.
The rotation of the turbine wheeL is tranomitted through the shaft and utilized to drive the axial flow fan
mounted at the ,oppdsite side of the shaft. The power absorption of the fan,thereby converting the thermal
energy represented by the temperature drop through the turbine assembly, is utilized to draw the ambient
cooling air through the aftercooler and the cabin supercharger oil cooler.
L Th-e cooling turbine has a limited capacity but is capable of holding the cabin temperature approximately
1OoC (1soF) below OAT, provided the cabin is not being pressurized simultaneously and excessive trumidity
is not encountered.

(4) aqblq te4qpgrqtulg control mixing valve

The basic unit of the cabin temperattre conditioning system is the 3-port mixing valve, which receives
hot air from the cabin heater (port C), warm air from the engine-driven superchargers (port B and C),
cool air from the aftercooler (port B) and cold air from the coolingturbine (port A). Depending on
OAT and cabin temperature requiremelrts, the mixing valve mixes the air from any two adjacent ports
in the proper propo:tion tqprovide^tempered air as required to maintain cabin temperature within the
limits of 18" to 29" C (65- and B5"F). On the outlet port (port D) the mixing valve has a mixed air
duct damper which is controlled by the WINDSHIELD HEAT control on the heater fire control panel
and by the supercharger compression ratio limit switch.

(s) rli!4s!&]g
Hot air supplied to the windshield from the cabin heater through a windshield heat control valve, located
in the lower forward cargo compartment, is routed up into the hollow centre post of the windshield and
forced between the inner and outer windshield panes. The air passes out through slots in the outboard
posts of the windshield and into the curved corner windows. From the bottom of these windows the air
is ducted down the fuselage sidewalls and may be exhausted either into the cod(pit or beneath the floor.
Two2-position WINDSHIELD EXHAUST air controls, one just above the floor to the left of the left Pilotts
rudder pedals, and the other on the lower forward corner of the right Pilot !s side window permit desired
operation. The positions are COCKPIT and NOR.IVIAL for the left control and T0 COCKPIT and UNDER
FLOOR for the right control.

DC-6B LN-LMS, LN-LMT, OY-KMI , OY-KMU, SE-BDT, SE-BDU only:

In order to defog the windshield when cooling turbine operation is required (port A open), a small duct
with a by-pass valve and a flow-limiting venturi is provided, which by-passes the windshield heat
control valve and permits warm air flow to the windshield.

I
n (more)
o
@

;
c{
o
o
a
.n
o

Effective: Jul 27 57
APL/Rev. 63 lssue No. 1
 DESCRIPTION

N- Miscellaneous Systems and Equipment - Air conditioning system (conf d)

DC-6

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rindghield anti -icing.
(more)
 nilDrt yTut rrilrtEJ tuTBrJ
ATROPTAilE TIIG}II ilA}IUAI DC-6/68
COIIIPATIY TDITIOlI

DESCRIPTION APL 1. 6.3

Sheet 6
N- Miscellaneous Syste-s and Eqripment

DC-68

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Eie-.-1E-.-Dg-!!. Coekpit and wind!@,

o
@ Effective: J:uJI. 27. i7
APL/Rev. 64 (more' lssue No.. 1
 DESCRIPTION

N- Mlscellaneous Systems and Eq - Air conditionine svstem (cont'd)

The WINDSHIELD HEAT control on the heater fire control panel has 5 positions in DC-6 and 4 positions in DC-6B.
DC-!, The positions are (ina clockwise direction): oFF - ABOVE 10o, 10o TO 0o, oo TO-20o, -20oTO- 4oo,
ANTI-ICING. The degrees are in Celsius.
In position OFF-ABOVE 10o the windshield heat control valve is closed, preventing air flow to the wind-
shield.

Next position, 10o TO 0o, causes the valve to open 30o, perrnitting the air from the cabin heater to flow to
the windshield. The air is warm by supercharger compression (or hot if cabin heater is started by COCKPIT
TEMPERATURE rheostatand CABIN HEATER MASTER switch)"

Fosition 0o TO -20o causes - in conjunetion with CABIN HEATER MASTERswitch - the heater to operate
and cycle at 85o - 95uC, sending hot air to the windshield.

Position -20oTO -40o causes the heater to cycle at 950- 135oC.

Position ANTI-ICING causes the valve toopen fully. It also causes the mixed air duct damper (port D) to
close 45o, thuo forcing more airflow to the windshield. Most heated air will be distributed to the wind-
shield if the COCKPIT TEMPERATURE control is set in NORMAL position.

DC-68: The positions are^(ina clockwise direction): OFF-ABOVE 10o, 10o TC, oo (DEFOGCING), onlyin
G-ae.opl"nesi, oo ro -40o, ANTI-ICING. The degrees are in celsius.

With positions OFF-ABOVE 10o and 10oTO 0o(aeroplanes rrithout defogging) the system will operate simi-
larly to the DC-6 system as mentioned above.

Position 10oTO 0oDE}.OCGEIG causes the windshield by-pass valve to open, allowing a limited amount of
warm airto flow through the by-pass duct to the windshield.

Position 0o TO -40ocauses the windshield heat valve to open 3Ooand - in conjunction with the CABIN HEATER
MASTER switch - causes the cabin heater to operate and cycle at approximately 130oC, sending hot air to the
windshield.

Pogition ANTI-ICING causes the windshield heat valve to open fully, which also closes the cross-over duct
running to- the cockpit temperature control mixing valve. Further, the mixed air duct damper (port D)
closes S6owhen both superehargers are engaged, or Slowhen one or both superchargers are disengaged,
S
thus forcing more airflow to the windehield. The 510 position is controlled by a micro-switch on the
supercharger elutch lever mechanism. The switch is actuated by the clutch lever when the lever is in
position DISENGAGED. Thus, if engine 1 or 4 is not working and the WINDSHIELD HEAT control is in
position ANTI-ICING, it may be necessary to pull the supercharger clutch lever for the supercharger on
the failing engine to position DISENGAGED. Then port D closes to 51o.

Actually the windshield thermal system serves a dual purpose. Besides supplying heat in sufficient guantity and
temperature for preventing ice (and fog), it also supplies varying degrees of heat to maintain the vinyl layers of
the windshield in a sufficiently plastic state to retain their impact-resistance quality. (When too_warm, vinyl
becomes soft; when too cold, it becomes brittle). The temperature for optimum strength is 250 to 50oC.

(6) Pilotsr foot warrners

The pilote'foot warmers are located forward of each set of rudder pedals just above floor level and receive
ttre air from the cockpit temperature control mixing valve. In all DC-6B and one DC-6 they are equipped
I with movable vanes operated by a flexible push-pull control from each pilotrs Eeat position. In DC-6,
.o
@ one excePtion, the vaneg are fixed.
(a
ao
(more)
,;
6l
o
o
o
c
!
 frgtaaruWr/i {r*tl&&[ frrrafl
ATROPIA'{E ftIGHT MAilUAI DC.6/68
(ofilPfftY rDtlt0il

DESCRIPTION APL 1.6.3.

S heet 7
N- MieeeUaneous SJste - Air conditioni.ng system (cont'd)

(7) Temperature controls

Operation of the temperaturo control Bystem is automatic, but temperature variations.are possible by
meana of the cabin temperature rheostat grarked TEMFERATURE CONTROL on the cabin temperature
control panel above the cabin door.On same panelemergeney push-button controls behind the MANUAL
TEMPERATURE CONTROL door provide -manual ope*ation Lf-the system in the event of failure of the
automatic system. The buttons are placarded HOT and COLD (mainly on DC-68) or INCREASE and
DECREASE. Pushing the buttons will increase or decrease the cabin temperature as desired, within
the limits of the system. A cabfur temperature indicator (of) is installed on DC-6 panel and a cabin
mixing valve porte indicator is installed on DC-68 panel.
The flight compartment receivee conditioned air through outlets in the cockpit and, on DC-6, at the
Navigator's table also. The temperature of the air is normally consistant with the air to the pas-
senger cabins. A rheostat marked COCKPIT TEMPEfiATUB,E on the heater fire control panel regulates
the movement of the cockpit temperature control mixing valve and permits manual temperature variation
of the air to the flight compartment. Wheri the COCKPIT TEMPERATURE rheostat is placed in'NOnMAL
( position, warm air to the passenger cabins and the flight compartment wiII have the same temperature.
More heat will be delivered through the cockpit heat distributing duct when the rheostat is placed in a
suitable position between NORMAL and IIOT or in HOT if necessary.

Ilowever, in qa.!E no air will be distributed to the fLight compartment if the rheostat is in
HOT position in case the WINDSHIELD HEAT control is in ANTI-ICING position. To get
most air through the duct to the DC-68 flight compardment in that case, the COCKPIT
TEMPERATURE rheostat shall be moved to NORMAL position.

A clockwise rotation of the DC-6 COCKPIT TEMPERATURE rheostat to approximately an 11 o'clock

position or the.DQ:0E rheostat to approximately a 13 orclock position is required to - in conjunction
with the CABIN HEATER MASTER switch - turn on the heater.
The exhausted air from the windshield may be diverted into the cockpit or beneath the floor as desired.
Nqle: The cooling turbine will operate only when the COCKPIT TEMPERATURE rheostat i6 in the NORMAL
position (or before the heater starting point) and the WINDSHIELD HEAT control is in the OFF-ABOVE 10o
or 10o TO0o (DEFOccINc) position.

(8) Heater switches

(a) The CABIN HEATEIi MASTER on-off switch is mounted on the heater control panel adjacent to the
AIRFOIL DE-ICER switch. In the OFF position this master switch shuts off the cabin heater ignition
and fuel supply regardless of the positions of the heater fuel and ignition selector ewitches (b) and (c)
below. In addition it also shuts off the cabin hbater fuel pump provided the cross-feed system is not
in use for the airfoil anti-icing heaters. Besides the normal use, it is to be operated when the heater
,L must be turrned off as a result of erratic heater operation or to maintain a consistent temperature
during manual eontrol of the heater.
A gang bar is mounted above this suritch and the AIITFOIL DE-ICER switch for shutting off both systems
simultaneously.
(b)4 HTR. FUEL & IGNITION SELECTOR switch is installed on the heater eontrol panel to select either
of the dual fuel, ignition and thermal control switch systems. The ewitch has 2 positions, No. 1 FUEL
& (No. 1 IGN. CHECK) and No. 2 FUEL & (No. 2 IGN. CHECK). In either position the operation of the
heater is automatic.
(c) A HTR, IGNITION SELECTOR switch is provided on the heater control panel for checking on the per-
formance of either ignition system. With this switch in NORMAL (DUAL IGN. ) position, both spark
I
r plugs fire siBultaneously for normal position. With the switch in CHECK (SINGLE IGNITION) position,
the spark plug in No. 1 system will fire when No. 1 system is selected and the spark plug in No, 2
o
H
system when No. 2 is selected for operation by the FUEL & IGNITION SELECTOR switch.
;
.t
o
o (more)
H
o
i!
o

APL/Rev.65 Effective: Jul." 2?. E?

lssue l{0.. 1
 DESCRIPTION

N-

IO WINOSHIELD
TO P LOTS,
rcOT WARMERS

'ffix" --,
WINDSBIELD HEAT
CONTROL YALYE

w)
NOR@ HOT

COCXPIT lEMPERATURE
COCXPIT
CONTROL
TEMPERATURE
MIXING VALYE
OAT- READING &

RHEOSTAT FROM WINDSHIEID AEAI

FROM SBIN TEMPERATURE
CON TROL
HEATER
CONIROL MIXINO VALVE (NoT oPEsrNc)

oPEN 30"
0 lo-20_

l0'
NOFMAL HOI

FROM CABIN
HEATE R
(Hor oeener rc)

0'lo-20'
I
-20'1o-40'

ABOVE
10' IC] NG

NOR M AL HOT

MOM CABIN HEATER

(OP€MT]NG AI SALF
cAPAc rY )
r

N)
f,

NORMAL HOT

FROM CABIN HEAIER

(OPERAIINO AT FULL

r! t
n
N
o
@ ICI NG

o FROM CABIN HEATER

(OPERATING AI FULL
CAPAcrTy)
qt
d
o

Fig, 5A. DC-6. Cockpit and windshield airflow

(more)
 nJ0rtur1rrl rt2n lEJ tztfBt
AEROPTAilI TTIGHT TTIANUAI. D(.6/68
coilPAltY tDtTt0il

DESCRIPTION APL 1.6.3.

Sheet o

N- Miscellaneous s and Equipment - Air sYstem (cont'd)

TO PILOTS TO W NDSHIELD
FOOI h"RMERS
VE NTUR] WlNL:hIIL! NIAT

COCKPII TEMPERATURE DEFOGGI NG

HEAI VINYL WARM]NG
ro'To 0' 0'To-40
!l'

f)
U ABOVE RAMI
TEMPERATURE 10'
CONTROL MLXING VALVE FOR !]NYL WARMING
TAKE OiI
READLNG&
SELEC] AILGDINGLY DEG, C

COCXPIT TEMPERA]URE BY- PA 55

RHEOSTAT VALVE
FROM CAB]N TEMPERATURE FROM CAB N
CONTROL MIXING VALVE HEAT ER
(NOT OPERATING)

IN INSTAI.IATIONS WIIHOUT
BY.P(Ss DUCT, THE VALVE
oPENS 30' DEFOG6ING
r0' To 0' 0'T0 -10

N
AMI-
OFF
AMVE' 'rorol
RADoM
{} 10'

NORMAL
I]

FROM CA8 N
HEATER
(NOT OPERATING)

t
DEFOGGING
r0'To 0' d TO-40
I

N *
OFF
ABOVE
t0'
.

FROM CAB N
HEAT ER

DEFOGGING
ld 0' 0'TO-40
TO
1a

ffi
NORMAL HOT
il t OFF
AMVE
t0'

FROM CA8 N
I
HEAT E R
co tBy-pnss
vtuvr opEN oNLy WHEN coNTRoL
LEFT IN 2EPOs,(10, TO O')MOI'ENTARILY
o
Itr,
Nob Delogging by-pass duct is insialted in LN-LMS, LN-LMT,
BEFORE MING INTO 3POR 4U POSITION
0Y-KML OY-KMU. SE-ADT, SE-BDU, on(y.

;
C!
o
o
o Fir. tB. DC-6B. Cockpit and windshield airflow
d,
o

ApL/Rev. 66 (more) Effective: Ju1. 2?. 5?

lssue No.. 1
 DESCRIPTION

N- Miscellaneous Systems and - Air conditioning system (cont'd)

(d)A HTR. FUEL SYSTEM switch is provided, adjacent to the HTR. FUEL & IGNITION SELECTOIT
switch, for selection of heater fuel pump. The ewitch has 2 positions; NORMAL and CROSS-FEED.
In the first position fuel to the cabin heater is delivered by the cabin heater fuel pump in No. 2
naeelle and in the last position by both this pumpand the airfoil anti-icing heater fuel pump in No.3
nacelle. The cabin heater fuel pump may be shut off by setting the circuit breaker HEATEB FUEL
PUMPS CABIN to off position.

(e) DQ-6B
A HEATER-AIRSHUT-OFF switch is mounted on a few cabin temperature control panels. The switch
is installed to stop the flow of air to the cabin from the heater during ernergency. Operation of this
switch closes port C.
(f) pc-6
A guarded CABIN HEATER AUTOMATIC CONTROL BY-PASS SWITCH with positions ON and OFF is
mounted on the heaterfire controlpanel adjacent to the WINDSIIIELD HEAT CONTROL. The switch
is installed to by-pass the normal cycling circuit (with a bridge) when the circuit is failing (open).
lVloving the by-pass switch to ON position causes the heater to cycle on a cycling switch, set at 150oC.
As the rate-of-rise switch is mounted on normal cycling circuit i.t will be by-passed too.

Adjacent to the switch is placarded: CABIN HEATER AUTOMATIC CONTROL BY-PASS SWITCH.
IF ALL POSSIBLE COMBINATIONS OF' FUEL AND ICNITION FAIL TO OBTAIN CABIN HEATER
OPERATION - RAISE GUARD AND THROW SWITCH TO ''ON" POSITION,
(g)Operation of the heater involves a number of thermal switches and on DC-6 a cyciing bridge. The.
ventilating air from the heater passes over these switches and the DC-6 cycling bridge transmitter
that are mounted at the end of the heater and on the duct to the windshield.

DC-6
A-E:gC]1re perrnits the heater to cycle at the range 85oC - 95oC - 135oC, alternately selected
by the WINDSHIELD HEAT control, nef. (5) above. When the air temperature reaches the upper
limit of the range, the fuel supply will be tr.rrned off by the cycling bridge circuit. When the tem-
perature drops below the lower lirnit the fuel is again fed to the heater.

If a shortage occurs in this normal cycling circuit or if the circuit is by-passed by the CABIN
HEATER AUTOMATIC CONT'ROL BY-PASS SWITCH, the heater will cycle on a 150oC cycling switch.
The switch turtrs off the fuel supply when the air temperature reaches the switch setting and turns it
on when the temperature drops below this value. '.-.l
To protect the heater against excessive temperatures a drop-out switch is mounted at the end of the
heater. If the heater temperature reaches 220ac, this EiITiF6G?r6?use (see below), thereby
shutting off the heater fuel and ignition.

DC-68
I ggilC q*tt"h in the windshield ducting, set at L30oC, turns off the fuel supply when the air temperature
reaches the switch setting. When the temperature drops below this value the fuel is again fed to the
heater.

To protect the heater against excessive temperatures at Iow air flow_ a.g:Eggjlg:gl_ryi1g! is
mounted at the end of the heater immediately adjacent to the rate-of-rise swif.Ch. If the heater tem-
perature reaches 31soc this switeh blows a fuse (see below) thereby shutting ofl the heater fuel and
ignition.

To protect the heater against excessive temperatures at high air flow, a seqondaryjf'op-out switch
I
,o
set at 1?5oC, is installed in the windshield ducting. If the temperature in the duct reaches this value
@ the switch blows the fuse mentioned above.
m
ro
In order to prevent an excessive temperature rise and overshoot during initial start of the heater, a rate-
,; of-rise switch is provided. This unit is similar in construction to the cycling switch. If the rate of tem-
N
o perature rise reaches the limiting value for which the switch is set it turns off the fuel supply. Thie
permits the heater outlet air temperature to rise slowly, under control of the rate-of-rise sn/itch, until
o the cycling temperature is reached, at which point eontrol is transferred to the cycling device.
d
o
(more)

t
 M/UOrlrtlrrlrrilrl6tZJriEt
AEROPTA}IE TTIGHT ThA}IUAL DC.6/68
cotPAilY EDtil0I

DESCRTPTION APt 1.6.3.

Sheet I
N- Miscellaneous Systems and Equipment - Air conditioning system (cont'd)

cUP

CONNOI XNOB

INSNUTENT
cuP

\ asScJr$rY
cocx Prt

F@I WTffi ASSEM6TY

{H SXOWN; tH OprcStrE}

Hoveable vanes in ett oc-es

\} and one oc-o.
FORWATD fxecl vanes in ihc -6th€r 0(-5

Fig. 6. Pilots' foot warmers

HEATER.AIR
\t SH NORMAL
\-
/"'2 artr\}[ /.2
MANUAL iw\
oFF
E
M
HOT

IEMPERATURE
CONTROL &HrcH E
R

\- +

HUMIDITY CONTROL TEMPERATURE CONTROL

WHEN DOOR IS OPEN
AUTOMATIC CONTROL IS OFF

Behind the door there ore 2 lf instotted DC-6 B only.

I push -buttons/ plocorded either On DC-6 there is o
OJ
cobin temperoture indicotof
@
INCREASE DECREASE
cotibroted in 'F
or
rO
c{
COLD HOT
o
o
d
o
d Fig. 7. Cabin temperature control panel (above qqbin door)
o

(more) Effective: Jul 27 57

APL /Rev. 57 lssue No. 1
 DESCRIPTION

N- Miscellan eous Systems and Equipment - Air conditioning syste m (contrd)

The thermal srvitehes are installed in duplicate, the DC-6 rate-of-rise switch excepted
and either No. 1
system or No. 2 system can be selected by the HTR,. FUEL & IGNITION SELECTOii switch.

The fuse that is connected to the drop-out switches ie mounted in the cockpit, and there is
one fuse for
each system. Adjacent to the fuses is placarded: cABIN HEATER oVERIIEAT FUSES.
USE 3 AMP ONLY

(9) Heater truments

The followlng cabin,heater instructions are installed on the heater control panel:
(a)One dual temperature indicator is installed to indicate the cabin
heater and the tail heater air discharge
temperature.
(b) one dual fuel pressure indicator is installed to indicate the cabin heater and the tail heater
pressure. nozzle fuel

DC 6B
TO WINDSHIELD
AND COCKPIT

SECONDARY DROP-qJT
sWTCHES I75'C

TEMP BULB

TO PORT C IN CYCLE SWITCHES I3O'C

CABIN MIX. VALVE

\
CABIN R

FIRE DETECTORS
(EXTERNAL & NEX T
TO EXHAUST)

RATE O F RISE FIRE DETECTOR 290'C

swlTc

I
T PRIMARY DROP-OUT SWITCHES 315'C
o)
m
6

6
N
o
o
o
dl
o Fie. B. DC-6B Cabin heater thermal switches

(more)
 Mtot&tlrrfl.t Rt tEJ tzJrarl

AEROPTA}IE FTIGHT TIA}IUAI DC.6/68

coxlPlilY rDtIt0l{

DESCRIPTION APL 1. 6. 3
S heet 10
N- Miscellaneous Systems and Equipment - Air conditioning system (cont'd)

(10) Ground blower

A combustion air and ventilation ground blower operates when the aeroplane is on the ground and electric
power is supplied by a ground source, or by:

DC-6: engine No. 2 and No. 4 generators

DC-6B: engine No. 2 and No. 3 generators
The blower delivers combustion air to the cabin heater. Additionally it supplies ventilation air to the
cabin when no cabin supercharger is running.
L The air is obtained through a check valve located in the lower part of the left wing, inboard of No. 2
nace1le. After the blower the combustion air passes through a combustion air check valve to a joint
duct and through a backfire check valve into the heater. (In flight the combustion air is obtained from
an air intake on front edge of the left wing inboard of No. 2 engine). The ventilation air from the
blower passes through a check valve and into the duct to the cabin heater. When a supercharger is
i-i
\- operating, the air pressure closes the check valve.
The blower operation is automatic.

(1 t) C"fi" u""iti*fy:g4
DC-6.
ffi?rxiliary blower in the heater compartment draws air from the toiLets, pantry, thermister and lower
cargo compartment. The air is expelled into the cabin pressure control valve. The blower operation
is automatic. (DC-68 toilets and pantry are provided with venturi ventilators. The cargo compartments
are not ventilated).

DC- 68.
Air is drawn over the cabin temperature sensing elements, the thermisters in the ceiling of the aft cabin,
by the thermister ground blower when on gror:nd or by a flow-Iimiting venturi when in flight. The blower
operation is automatic,

(13) Radio rack cooling

On DC-6 a venturi ventilator is installed in the left side of the fuselage in order to cool the cockpit by
evacuating hot air specially delivered by the
RIGHT Ff,ONl PO5T units in the radio ra.ck.
OF RAOIO RACK

The venturi ventilator may be opened or closed

by means of a spring-loaded control handle
TENt{A 6ROUNOIN6 Iocated on the aft side of the right front post
of the radio rack. A placard with the text
rx RADIO RACK VENTILATION . OPEN -
-6 CLOSED is placed below the controlhandle,

On D C-68 there are installed 2 venturi

ventilators; tb evacuate hot air from radio
I ac racks; 1 on the left side and 1 on the right
xc
RADIo RACK side of the fuselage. The ventilators are
VENTILAf@(
oxVCEN always open.
?c 0P6|l C06EO
TIASK
f^
lrt
6{
o
o )c Fig. 9 DC-6. Radio rack ventilation control handle
o
d
@

(more) Effective: Jul. 2?. 5?

APL /Rev. 68 lssue l{0.. 1

)
 DESCRIPTION

N- Miscellane ous Sws tems and Eouioment - Air con dili sYstem (cont'd)

(14) Air conditionins from ground unit

DC-68
g-ffiiiat provisions for attaching a ground air conditioning unit is provided aft of the rear cargo door
on the right side of the fuselage. Air from this source goes directly into the main underfloorduct
for distribution throughout the cabin.
DC-6
External provisions are provided for attachlng a ground air conditioning unit on the ground blower air
inle t.

(15) Humidifier
A means of varying the moisture content of the ventilation air in flight is provided by a humidifier,
consisting of an electrically heated water boiler. The humidifier is installed in the cabin heater
compartment and is controlled by the HUMIDITY CONTROL on the cabin temperature control panel
above cabin door. The positions of the control are OFF, LOW, MED, , HIGH.

DC-6 humidifier is connected to the flight cornpartment duct.

DJ-6P humidifier is connected to the passenger eabin duct.

(10)Qg@!!!an

QC-6 is equipped with arevolving cockpit fan, mounted above the right pilot seat. By the COCKPIT FAN
rheostat on aft switch panel the fan is turned on and off and adjusted to desired
"p""d.

03, PRESSURE SYSTEM

Cabin pressurizing and a certain amount of temperature conditioning are accomplished by air supplied and pressure
from 2 engine-driven superchargers located in the outboard nacelles, The air is then sent through a cooling or
heating system, depending on the requirements. Cabin air pressure is maintained and controttea by metering
the
discharge of air from the eabin through a cabin pressure control valve,which is regulated automatieally
by an electronic
cabin pressure control system. The air pressure can also be controlled manuallf.
Two alternative methods of cabin air pressurization.are available; ratio control and rate qontrol.
The ratio control
is automatic in operation. when operating under ratio control, a aiffi?iililessurJlmlli i; ;;;;;;._
tween cabin pressure and barometric pressure at the flight altitude selected, after the aeroplane
altitude exceeds
9,000 feet' After an altitude of 25,000 feet has been reached, the pressure differential wiil drop progressively.
As the aeroplane exceeds or drops below the predetermined fLight the babin differential pressure auto-
matically follows in identical changes' The ratio between the flight"ltitrrd",
altitude and the cabin altitude and between
the aeroplane and cabin rate of altitude change is expressed as follows:

CABIN altitude - START PRES. ALT cabin rate of clim r descent m

Ratio =
FLIGHT altitude - START PR.ES ae rate climb or ent per minute
The rate control method (rrrate to a fixed altitudet!) is available when a fixed-rate-type of control is desirable
operationofthecabinairpressurizationsystem, e.g. whentheclimbordescentisexpectedtobedoneinsteps. for
The selected cabin altitude and the rate of cabin altitude change are maintained at an value, determined
I before flight and at beginning of descent and adjustable en rouie. The pressurization""t.bti"h.d
of the catrin is regardless of
,o any variation in aeroplane altitude within the limitations of the rnaximum dj.fferential pressure and
the capabilities
of the system.
CA

.; (more)
N

o
d
o

a
 .rcuatgtlra*,&{egffiff .turrat
AtnoplA]tt fUGltT ffiA]tltAt DC-6160
,(o,tpAt{Y EDtH0r

DESCRIPTIQN APL 1.6.3

Sheet 1 1
N- Miscellanegus Systems and E_quipme_lt - Air condltioning syetem (contrd)

The cabin pressurizationsyBtemiacludeaonDC-!, Srellef valves and on DC-68 4 relief valveg protecting against
too high proeBure and vacuum. If any differential-pressure existe in the-Iffiat landing, the cabin automalically
will be depressurized at the rate of pressure change set by the cabin pressure change limit control. In addition,
lights at the cabin and cockplt doore and on the cabln eupercharger panel warn that the cabin presaure is higher
than the outslde presaure. D-q:jP ls equlpped *lth a master emergency depreesurization control to be used in
conJunction \rith emergency procedures,

(1) Cabin pressure autometic control

The pressure automatic controlling Bystern is composed of 4 units

\*
a cabin pressure regulator,
a cabin pressure change limit control,
a cabin pressure lirnits contrrol.
an amplifier.

L That system relays power to the cabin precsure control valve actuator. The automatic system operates
when the MANUAL coNTRoL door on the cabin supercharger panel is closed.
(a) Cqbrll pregsure regulator
The regulator is mounted on the cabin supercharger panel and i.s equipped with a rotatable marker called
START PRES. ALT. with the controlllng knob located at the lowerleft of the indicator and markedSTART
MARKER; and 2 indicating hands, rigidly attached to each other, marked CABIN and FLIGHT, with the
control'ling knob, marked HA-I{DS, at the lower right of the indicator. The dial is calibrated from S00 feet
below sea level staadard pressure altitude (the mark to the left of zeno) and up to 35,000 feet. The START
MARKER and CABIN hand end-stop permits a setting of 1000 feet below sea level. The cabin pressure
regulator is an instrument for controlling cabin pressure in accordance with a predetermined flight p1an.
The regulator controls the opening and cl"osing of the cabin pressure control valve when flying on the
ratio control method.
(b) Cabin sure Iimit
The eabin pressure control, with uP and DowN limit selector knobs which rotate respective
pointers along a fixed seale is m ounted on the cahin supercharger panel. The eontrol selects the desired
r.nalinlum rate of cabin ascent and deseent in feet per minute by controlling the opening and closing of
the cabin presaure controL valve when flyi.ng on the rale control method.

In rate control operation, in which it is desired to pressurize or depressurize the eabin at a fixed rate of
change, the rate rnay be established by rotating the DOWN knob until the hand is in the same position as the
UF trand for a fixed increaae in cabin altitude or by moving the UP hrand to a common position with the
DOWN hand for a fixed rate decrease ln cabin altitude,

In ratio control operation the instrument does not fix or limit the rate of vertical speed variation because
", of certain interaction characteristics with tne 6bin pressure regulator.
(")@
A cabin pressure Iimits control functions as an override on both the cabin pressure regulator and the
cabin pressure change limit control. The pressure limits control prevents cabin pressure from exceed-
ing the maximum differential pressure allowable. The operation of this controlling unit is entirety
automatic, no manual control being supplied. It is located behind the cabin supercharger panel on DC-6
and 2 DC-68 (OY-KMA, LN-LML) behind the volt-ammeter panel on the other DC-BB

Above a 25, 000 feet density altitude, the cabin pressure li.mits contro!. replaces the cabin pressure regulator
I
es the controlling instrument to maintain a ratio of pressure between the catrin and the outside air pressures,
instead of a ratio of altitudes, as is the case below 25,000 feet.

o (d) Amplifier
The amplifier is located in the upperrnost part of the radio rack. trt is of the transistor type and designed
rn to receive a resultant error signal frorn the monitor'units, amplify it and sense its phase so that
c.l
o in the amplifier may supply power to the cabln pressure control valve actuator. " "eiry
o
a
dl
o

APL lRev. 69
(more) Effective: Jul. 2?. 5?
lssue No. 1
 DESCRIPTION

N. Miscellaneous Systems and Equipment - Air conditioning system (cont'd)

CABLE TO FIRE EXTINGUISHER

PRESSURE OPTRATED
CYLINDER IN COCKPIT
t\
(vtA THE STUB LEVER ON DC-6B) VIEW A-A
VALVE TRI PPING
MECHANISM LINKAGE

OUTLET
WITH DIFFU SER
A ACTUATOR

I L

t
.o
CABIN
ol,
@ EXHAUST
CABIN PRESSURE AIR
r) CONTROL VALVE
N

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Fie. 10. Cabin pressure contrpl valve installation

(more)
 frOJiltul?rrl rlilrleJ .ilrlBt
ATROPTA}IT TTIGHT TIA]IUAI. DC.6/68
(onPlIY tDrlt0lt

DESCRIPTION APL 1.6.3

Sheet 12
N- Miscellaneous Systeme and - Alr conditloning system (cont'd)

e
<0 ii
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Fig. 11. Cabin supercharger panel

(more) Effective: JuL. 27. 57

APL/Rev. ?0 lssue No.. 1
 DESCRIPTION

$- Miscellaneous s and Equipment - Air condi system (cont'd)

(2t Cabin pressure manual control

(a) Electric manual control

In the event of automatic control failures, a double-throw momentary contact switch behind the MANUAL
CONTROL door on the cabin supereharger panel is available for manual electric operation of the system,
The switch is placarded CABIN ALTITUDE.

The action of opening the MANUAL CONTROL door disengages the automatic control system and exposes
the CABINALTITUDE switch with 2 momentarycontact positions: INCREASE ALT. (decrease of cabin
pressure) and DECREASE ALT. (increase of eabin pressure). Holding the switch in either position results
in a continuous change in cabin pressure. By the switch the cabin pressure control valve may be moved
from the extreme open to the extreme closed position or vice versa in about 30 seconds ,
(b) Mechanical manual control
In the event of electric power failure, cabin pressure control valve actuator failure or in case the
pressure control valve has been tripped anc closed by the fire extinguisher system, cabin pressure can
be controlled by cable operation of relief valves,

The control is a crank, the EMERGENCY CABIN ALTITUDE CONTROL, located to the right of the right pilot
seat. The crank can be positioned to maintain a given differentiat presaure as indicated on the cabin
differential pressure indicator, or to give the desired degree of cabin altitude change as indicated by
the cabin altimeter and by the cabin rate-of-climb indictaor, Above the crank is placarded: USE IN
CASE OF FAILURE OF MANUAL CABIN PRESSURE CONTNOL, MOVE SLOWLY IN COUNTER-
CLOCKWISE DIRECTION TO DECREASE CABIN PRESSURE AND EQUALIZE WITH OUTSIDE ALTITT]DE.
KEEP SAFE RATE BY WATCHING CABIN RATE OF CLIMB.

Dtl-.6 is equipped with 2 manually (and automatically) operated relief valves, located in the fuselage skin
on the left side below the rearmost passenger cabin window. OnIy one of the valves is operated during
the first 3,'4 revolutj.on of the control crank. During the last L/4 revolution the other vaive opens too.

The valves also act as automatic relief valves in case the cabin pressure automatic control system does
not limit the cabin pressure differential. one of the valves (the first mentioned above) begins to relieve
pressure at 3,5 psi and is fully open at 4,67 pst. The other one is a snap action type valve that opens
fully at 4,35 psi.

ry:lB is equipped with 2 manually (and automatically) operated relief valves similarily 1ocated as the
DC-6 valves, and 1 butterfly type relief valve on the forward pressurized area below thL cockpit door.
Only the butterfly valve is operated during the first 3/4 revolution of the control crank. During the
last U4 revolution the other 2 valvesopen too,
These 2 valves on the aft part of the fuselage also act as automatic relief valves in case the cabin pressure
automatic control system does not limit the cabin pressure differential. They are snap action type valves
and open fuily at 4,35 psi.

(3) Iqdicating instruments

The indicating instruments are:

I cabin pressure regulator,

1 cabin pressure change Iimit control,
1 cabin altimeter,
1 cabin differential pressure indicator,
E
I
1 cabin rate-of-climb indicator, and
6t 2 supercharger air{Iow rate indicators, all located on the cabin supercharger pane1.
rJ
co
1 supercharger outlet pressure indicator on DC-68 only, located above the voltammeter panel, and
,;
N
o
o 1 supercharger oil pressure indicator with warning lights, and
1 supercharger oil temperature indicator located on the upper instrument panel.
o
d (more)
o
 fiUOrlrUrr/Jrtmrlt:t.iltfdt,
AtROPtAilE TIIGHT ThAilUAI. DC-6/68
(oilPIIY tDtlroil

DESCRIPTION APL 1.6.3

S heet 13
N- Miscellaneous Syetemg and Equipment - Air conditioning eygtem (cont'd)

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(more) Effective: JuL 2?. S?

APL IR,ev 71 lssue No.. 1
 DESCRIPTION

N-

c-6
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 rutorfrux?ilrtrurtarttlr;Ra
ATROPI.A]II ftIGHI TTAilUAL D(.6/68
cofiiPAIY [DtTr0il

DESCRIPTION APL 1. 6.3

Sheet 14
N- Miscellaneous Systems and Equipment -Air conditioning system(cont' d)

(a) Cabin pressure regurator

For descr.i.ption refer to (1) Cabin pressure automatic control
(b) Cabin pressure change limit c!ftrol
For description reTer to (f) Ci5in pressure automatic control.
(c) Cqbin aftimeter
The indicator shows the cabin pressure aititude infeet. It is a standardaltimeter except that it is open
to cabin pressure instead of external pressure.
(d) Cabin dilferential pressure indicator
L This indicator indicates the difference between the cabi.n pressure and the outside air pressure in psi,
A green mark is located at the norrflal maximum differential pressure, 4, 16 psi, and a red mark at
the maximum permissible diiferenti.al pressure, 4, 67 psi.

To the left of the indicator is placarded 1.8 PSI MAX. CABIN PRESS. FOR LANDING.
L (e) Cabin rate-of-climb indicator
This indicator show6 the rate of change of pressure altitude in the cabin in feet per minute, It is a
standard rate-of-climb indicator except that it is open to cabin pressure inatead of external pressure.

(f) Supe_rcharger airflow rate indisalqrs

.
The 2 cabin superchargerairflowindicators, 1 for each supercharger, are similar in operation to a
standard air speed indicator. The differential pressure created by the supercharger diffuser is used
to actuate the indicator and it indicates the rate of air mass flow from the supercharger,
(g) Supercharger outlet p!9Bsur€ indicator
This indicator is installed on DC-68 only.
It isa dual indicating instrument rneasuring the absolute air pressure at the high pressure part of each
supercharger diffuser.
(tr) S"pu.otr..g". 9i] p..
The oil pressure in the supercharger gear boxes is indicated on a dual indicator. Adjacent to the instrument
2 red warning lights are mounted" The lamps illuminate at a pressure somewhat below the desired minimum,
To the right above the indicator is placarded RED I,IGHT "oN" CHECK SpcHGR. oIL PRESS. DECLUTCH
SPCHGR. IF RELOW 30 PSI"

(i) Supercharger oil temperature indicator

The oil temperature in the supercharger gear boxes is indieated on a dual indicator.

(4) Slpercharger compression ratio limit switch

To prevent excessive loading of the cabin superehargers due to rising baek pressure, an automatic device -
the cabin supercharger compression ratio.limit switch - located in the right outboard nacelle, limits the
supercharger load.

If port A (cold air) in the cabin temperature control mixing valve is open and the differential pressure attains
tle safe limit for ttre superchargers, the compression limit switch relieveg the back pressure by stopping
further opening of port A and, if required, by closing port A and consequently opening port B.
If port D (mixed air) in the duct from the cabin temperature control mixing valve is somewhat closed (WIND-
SHIELD HEAT control in ANTI-ICING position) and the differential pressure attains the safe limit for the
superchargers, the compreseion limit switch relievee the back pressure by stopping further closing of port
I
D and, if required, by opening port D.
<n

The valve in port A and the damper in port D are never simultaneously operated. Thus the compression
o
(o ratio limit switch is connected automatically either to the cabin temperature control mixing valve or to
the damper in the duet from the cabin temperature mixing valve,
u,
6t
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(more)
o
d
6

Effective: Jul.2?.5?
APLlRev. T2 lssue l{o 1
 DESCRIPTION

N- Misceilaneous Systems and Equipment - Air conditioning system (cont'd)

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(rnorc)
 tanDrt ytnf ,rruzJet tzrr;Bt]
AEROPI.A]IE TTIGHT MAilUAI. DC.6/68
(oilPAilY tDtlt0il

DESCRIPTION APL 1,6.3

S heet 15
N- Miscellaneous Svstems and Equiprn ent - Air conditioning syste m (contrd)

(5) Cooling turbine switch

A cooling turbi.ne switch, marked COOLING TURBINE, Iocated to the left on the forward switch panel,
acts
as a manual, electrically actuated, override switch on the air conditioning system. The switch
positions: NORMAL and OFF. when the switch is in the NORMAL position, the cooling turbine has 2
functions
normally under the influence of the controlling units. when switching over to the OFF position, the
actu-
ator on the cabin temperature control mixing valve closes port A and opens port B. This results in an
immediate reduction of the supercharger work loads, as operation of the cooling tunbine ceases with
the
closing of port A (the cooling turbine windmills due to the passage of ram air th-rough the axial flow fan).
Thus, the switch can be used to favour pressurization of air or ventilation instead of cooling if the super-
(
chargers become overloaded due to demands of the air cooling circuit.

(6) Supercharger clutch control and master emergencY control

The cabin superchargers can be disconnected in the event of supercharger malfunctioning by means
of 2 con-
L trol levers on the floor outboard of the right pilot seat. Rapidly pulling full up on the designated lever
position DISENGAGED wilt disengage the respective supercharger elutch without affecting to
the operation of
the engine" The supercharger can be reconnected by first feathering the propeller and then squeezing
the
thelatchon the respective clutch lever and slowly lowering to the full down (ENGaGED) position. This
will permit the cabin supercharger elutches to re-engage.
A depressurization control mechanism is operated by a cylinder located in cockpit, on DC-6 below
pilotrs panel just above the right rudder pedal, and o" the left
Q!:!_q under the floor beiow d"6;" ;;;;";;;;;,
control levers. This cylinder is operated when the m"ii-fire u*tinguishing system is dischargedinto thi
underfloor compartments. The mechanism causes the foltowing automatie action (ref . api i. e .
O. ):

DC-6 caLrin pressure control valve will be tripped and closed, and the auxiliary vent blower
ffie shut off.

DC-6B cabin pressure control valve will be tripped and closed, the cabin superchargers wj.ll
GEirtched, and the 3 relief valves will be opened.

A-fter tripping the cabin pressure control valve, this mechanism must be reset manually at the valve.

qp:! auxiliary vent blower may be reset by a switch located below the left pilot,s panel just
L above the right rudder panel (on the fire extinguisher operated cylinder mentioned below).
DC-68 is equipped with a stub Iever in the depressurization control mechnaism. This lever is
operated via the cylinder and also via the depressurization lever, see below. Whenoperated,
the stub Iever pul1s up both supercharger clutch levers and closeg the 3 relief valves. A rachet
assembly on the stub lever permits the Iever to be raised. A screw driver is neeessary to release
L the ratehet in order to return the lever to the normal position.

The depressurization control mechanism is also operated Lry the master emergency depressurization
control lever, located on the floor beside the supercharger clutch Levers, Tile control is used to
depressurize the cabin rapidly in conjunction with emergency procedures. By the depressurization
lever the same units are operated as by the fire extinguishing system cylinder as described above"

(z)@
There are 2 dual DOOR WARNING red lights on the cabin supercharger panel; 1 for CABIN &
COCKpIT
I
and 1 for BELLY COMPTS' An UNSAFE To OPEN warning is located beside the cabln door and
6
pit door. Light is carried from dual lights to red plastic discs; 1 indicates inside and I the cock-
outside the
(r: cabin and the cockpit.
@

;
6l
The DooR WARNING lights are illuminated when any door is not closed and secured in a position
for flight (ref. APL 1.2.1. 01). ready
o
o
@
d
o

(more) Effective: Jul zl. cl

APL/Rev.73 lssue No.. 1
 DESCRIPTION

N- Mlscellaneous Systems an! Equipment - Air conditioning system (eontrd)

The UNSAFE To oPEN lights are illuminated when the aeroplane

control valve is not fully oPen as it normally should be (the varve is on ground and the cabin pressure
eontrol relay circuit)' motor ie connected to the ground
consequently trre iigrrts remain illuminatea after the preasures inside
outside the aeroplane are equalized. in c.se the cabin pressu.e and
by the fire extinguishing system or by the Dc-68 master valve is tripped and closed
"or.t"or
depressurization control lever.
"*""g*y
of complete depressurlzatlon before opening fuselage doors
,:1"rJ*Ot*"nce is evident in the following

If there should be as little as 0, ? psi residual pressure differential (cabin

1300 feet below grorurd elevation), a momentary force at approximately
of almost 1 ton would exist to push
the cabin door outward. Anyone opening the door from the
outside might have
that force
hurled at hlm' Propor"tionate forces would exist at aII other
pressurized area. external doors in the

(8) Cabin preaSure

A horrr' the take-off and cabin low pressure warning horn,

will
altitude exceeds 10,o00 feet, indicating that an altitude has beensound intermittently when the cabin
by the crew" The hort can be silenced by means of a TAKE-oFFreached where oxygen should be used
AND CABIN LOW PRESSURE
WABI'IING cur-our button on the forward switch panel"
The horn wilI automatically reset itself
when thg cabin altltude drops below g,600 feet. The
horn and an automatic controlling switch are
located in the horn box behind the left pilot seat,

-oOo-

t
IrO

6:
@

,;
N
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c
o
 MlDr/Urlfrl rrmtlt:J tAnE l
AEROPTA}IT TTIGHT TTIAI{UAT DC.6I6B
coilP^ilY fDtfl0il

DESCRIPTION APL L.6.4

S heet 1
Miscellaneous Systems and Equipment - Oxygen system

01. GENERAL

The DC-6 is equipped with only one fixed high pressure installation which provides oxygen to the cockpit crew
through either a demand system or a constant flow system. No fixed systerrr is installed for the passengers in
the DC-6.

The DC-6B is equipped with two different fixed high pressure installations, one of which is a demand system
supplying oxygen only to the cockpit crew. The other installatj.on is a constant flow system supplying both crew
and passengers with supplementary oxygen during high altitude operations.
I

The DC-6 and DC-6B demand systems, supplying J.00/o oxygen to the crew through full-face smoke masks, are
,sed-IiJ-mergel6iEisrch as pressurization failure when there is risk that the cockpit is filled with smoke or
fumes.

Additional oxygen supply, both demand and constant flow t;pe, is available through portable oxygen bottles

OEMAND REGULATOR
r= CONST, FLOW /-
\ 0uTLEr (2EA)
!
DEMAND REGULATOR
__\
\ tstINKER BLINKER

SIATIONARY OXYGEN
CYL WiTH HIGH
PRESS LND

PRESSURE REGULA

CONSi, FIOW
OUTLET

t)ET,lAND REGULA'iOR
.-\-

BLIN(ER -.. L P(]RTABLT OXYGEN

\ \ BOrILES (4 rA ) tN
OIYGEN TI]CKIR
Lt'IW PRESSURT
INOiCATOR

BTINKTR

DEMAND REGULATOR

Ct]NST, i-LOW
OUTLEI

POR'IABLE t)XYGEN
BOTTLT

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DEMAND REGULATOR

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Fig. 1A DC-6 oxygen system schematic

(more) Effective: May 1. 57

lssue No. 1
 DESCRIPTION

Miscellaneous Systems and Equi.pment - Oxygen system (cont'<1)

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AEROPTA}IE TI.IGHI TNAilUAI. DC.6/68
(oilPAltY tDtTt0lt

DESCRIPTION ApL 1.6.4.

Sheet 2
Miscellaneous Systerns and Equipment - Oxygen system (cont'd)

02, DEMAND SYSTEM

(1) Oxygen cylinder

The oxygen cylinder is mounted to the right of the right pilot seat. The cylinder has a capacity of 1800
Iitres at a normal internal pressure of 1800 psi and is equipped with a shut-off valve and a high pressure
gauge.

(2) Pressure regulator

\*
From the cylinder shut-off valve the oxygen fiows
to the pressure regulator mounted on top of the
oxygen cylinder. The regulator reduces the pres-
sure from 1800 psi to approximately 60 psi.

Fig. 2 Pressure regulator

(3) Lorr pre!qulq inqitator

l: A pressure indicator showing the pressure in the oxygen distribution line from the regulator is Iocated
on ti'.e oxygen instrument panel to the right and in front of the right pilot seat.

(4) Deqqnd Le€ute1grq

The five demand regulators, delivering oxygen to

the smoke masks, are located as follows:
(a) On the left side of the left pilot seat.
(b)On the right side of the right pilot seat.
(c) On the ceiling above the Flight Engineer's seat
(d) Two above the cockpit door.

The emergency valve at the inlet of the demand

regulator allows oxygen to enter the mask outlet
directly, without first passing the valve mecha-
nism. With the valve open the oxygen flows
I
continuously to the mask even though the mask
N
is not used, and a heavy oxygen consumption
(D will result.
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(more) Effective: MaY 1. 57
lssue No.. I
 DESCRIPTION

Mieselle4eeqq pystems and Equipmen! : ,qxygeq tJg!9r! (cogLj!)

(5) Oxygen flow indicators

A blinker type flow indicator is mounted beside each
demand regulator. The blinker gives visual indica-
tion of proper regulator operation by opening and
closing the 'rlipsI simultaneously u,ith breathing.

Fis 4 Blinker

03. DC-6 CONSTANT FLOW SYSTEM

The same oxygen cylinder and the same pressure regulator as mentioned above under 02. (1) and (2) are used
to supply oxygen to the five constant flow oxygen outlets which are located adjacent to the five demand regulators
in the cockpit.

The outlets act as on-off valves preventing the flovr of oxygen until the plug*in coupling of the disposable type
masks are inserted. The flow of oxygen stops immediately when the mask coupling is removed.

04. DC-6B CONSTANT FLOW SYSTEM

(1) Qxyegn cylinqqls \--
Two oxygen cylinders are installed in the lockers, one on each side in the aft end of aft cabin, The
capacity of each cylinder is 1370 litres at a normal pressure of 1800 psi. Each cylinder is equipped
w'ith a valve assembly i.ncorporating a shut-of{ valve and a pressure gauge, sholring the bottle pressure
without turning on the entire system. The cylinders are interconnected and are intended to be used one
at a time.

(2) Pressure regulators

Both cylinders are equipped wi.th pressure regulators reducing the distribution line presasure to
approximately 60 psi.

(3) Oxygen flow meter *

The oxygen flow meter is installed beside the left
I
.o cylinder. This meter indicates maximum cabin
6t altitude for which sufficient oxygen is available. FLW .l
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ATROPTA}IE TI.IGHT TTIANUAT DC.6/68
(0tPtllY tDlll0ll

DESCRIPTION APL 1.6.4.

Sheet 3
Miscellaneous Systems and Eq ent - Oxvpen svs tem (cont 'd)

(4) Oxygen outlets

Constant flow oxygen outlets are provided in the cockpit and the cabin. Five outlets are located adjacent
to the demand outlets in the cockpit and two in the upper berths in stateroom.

In cabin areas the outlets are located on the wall between each window and one outlet in each upper berth
in aft cabin. For the Cabin Attendants two outlets are provided in pantry. The outlets act as on-off
valves preventing the fiow of oxygen until the plug-in coupling of a disposable type mask is inserted,
The oxygen flow stops immediately when the coupling is removed.

05. PORTABLE OXYGEN BOTTLES

Portable oxygen bottles are located as follows:

- One under the left pilot seat.

- In DC-6: Four in oxygen locker in main cabin aft left end
- In DC-68: Three in aft end of left hatrack in main cabin.
The capacity of each bottle is 310 litres at a pressure of
1800 psi. The regulator unit, incorporating pressure
indicator and shut-off valve, has two outlets: one with a
permanently connected full-face smoke mask and a second
outlet intended for piugging in of a disposable type mask.

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Fie. 6 Portable oxygen bottle with smoke mask

06. SMOKE MASKS

I
Demand type smoke masks are provided forthecrew. The mask covering mouth, nose and eyes, affords protection
o against smoke and poisonous gases that may enter the cockpit.
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ir In the event of a pressurization failure at high altitudes 100{o oxygen supplied through the smoke mask permits a
rl) safe descent to lower altitudes,
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An airtight fit of the full-face rubber mask is assured by the internal sealing strip around the edges of the mask,
o
(, and the adjustable chin strap.
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(more) Effective: May 1. 5?

lssue N0..1
 DESCRIPTION

Miscellaneous Systems and Eguipment - Oxygen system (cont,d)

Two different types of head harnesses are uaed.

One type that has three adjustable straps is used by the Pilots and can be put on with use of only one hand.
'The second type, permitting more activity by the wearer still maintaining airtight fit of the mask, has five
adjustable straps and is used by the other members of the crew.

A smoke mask is attached to each demand regulator in the cockpit and to each portable oxygen bottle.
The masks in the cockpit are permanently attached to the demand regulators and are equipped with built-in
microphones.

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 ru'JDr/ArWU/J UlR tlff tZSfBrJ

AEROPLAilE FTIGHT TNAilUAt DC-6/68

(omPtilY EDllt0lt

DESCRIPTION APL 1. 6.4

Sheet 4
Miscellaneous Sy'stems and E ent - Oxyqen system (cont'd)

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(more) Effective: May 1. 5?

lssue No.. 1
 DESCRIPTION

scellaneous Svs tems and ent - Oxygen system (cont'd)

07. DISPOSABLE TYPE OXYGEN MASKS

Disposable tlpe oxygen masks are provided for use with ttre constant flow system. The plastic masks use the
rebreathing pri.nciple to conserve oxygen. On exhalation the first oxygen rich air exhaled enters the rebreathing
bag through two large diameter holes. As soon as the bag is filled the remainder of the exhaled air goes out
through two small diameter holes in front of the user's nose. On inhalation the user inhales the oxygen enriched
air in the bag. When the bag is emptied, air is drawn through the smaller holes.
A locked-in oxygen connecting tube is located in the rebreathi.ag bag. A plastic tube approximately five feet
long with a plug-in coupling at the end, connects the mask to one of the constant flow outlets.

The mask, held in place by an elastic cord, is equipped wi.th a pliable metal strip that the wearer forms to
contour of nose.
*
In DC-6 10 disposable type oxygen masks are located in the oxygen locker in the main cabin,

In DC-6B a box containing ?5 disposable type oxygen masks with plastic tubes and plug-in couplings is Iocated
onffi6T?T1eft wail in the aft cabin.

A box containing 10 masks with tubes and couplings is located on the aft waIl in the flight compartment.

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AEROPIAI{T TI.IGHT TIA]IUAI. DC.6/68

(oilPlltY rDrlt0il

DESCRIPTION APL 1.6.5.

S heet 1
Miscellaneous Systems and Equipment - Anti-icing and de-icing systems

01. GENERAL
The various ice prevention systems installed in the DC-6/6B aeroplane, with the exception of the carburettor and
windshield alcohol de-icing systems and to some extent the propeller de-icing system, are best utilized in the pre-
vention of ice accumulation rather than in the disposal of ice after it has accumulated.

The leading edges of the wing and tail eurfaces are protected against ice formations during flight by the airfoil anti-
icing system. This system consists of three eombustion heaters and their accessory equipment - one in the 1eading
edge of each wing in the outboard nacelle area and the third located in the tail section - which supply heated air to
the wings and stabilizer leading edges. The double paned windshield is normally protected from ice formations by
L means of heated air taken from the cabin heater through a duct. The corner windows of the flight compartment are
de-frosted by windshield air discharge,

Isopropyl alcohol is delivered under pressure to a spray manifold in each carburettor for the prevention or elimi-
nation of i.ce formations in the carburettor air intake throat. Isopropyl alcohol is also delivered under pressure to
perforated tubing along the lower and inboard exterior edges of the windshield for supplementary de-icing when the
L
i
cabin heater is not functioning,

The propelJ.ers are protected from ice formations by an electric de-icing system, consisting of heating elements
in rubberboots installed externally on the leading edges of the blades.
The pitot heads, the airfoil heater air scoop spLitters, the cabin heater cornbustion air scoop, the cabln aftercooler
air scoop and splitters (belly air scoop) and the static vents are protected against ice formations by means of elec-
trical heating elements.

02. CARBURETTOR ANTI.ICING AND DE.ICING SYSTEMS

The major carburettor anti-icing system is the carburettor preheat system, which uses engine heat to preheat
the air entering the carburettor. For complete description refer to ApL 1.8.2.

The carburettor alcohol de-icing system is used in conjunction with or as a supplement to the carburettor preheat
system.

Isopropyl alcohol from the 60 litres (16 gallons) tank, located in the right wing-to-fuselage fillet and common for
i the carburettor and the windshield de-icing systems, is routed through a pump and fil.ter to each carburettor air
intake throat. An electrical anti-icing fluid quantity indicator, calibrated from 0 to 16 gals. , is installed on the
upper instrument panel. The indicator will function when the circuit breaker ALCOHOL HyD. OIL & WATER
QUANT. is closed. A mechanical fluid quantity gauge, located at the bottom of the tank, cannot be read during
flight.
The carburettor de-icing alcohol system is operated by four momentary contaet switches CARBURETTOR DE-
ICER on the heater control panel. When one of the switches is closed, the alcohol pump starts, the solenoid valve
in the Iine to the carburettor opens and anti-icing fluid is injected into the throat of the carburettor"
The flow of alcohol is preeet and cannot be varied during flight.

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Effective: May 1. 57
lssue il0.. 1
 DESCRIPTION

Miscellaneous Systems and E - Anti- and de-icinE systems (cont'd)

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AEROPTAi{T TTIGHT TUIA}TUAI" D(.6/68

c0rilPAilY EDlll0[

DESCRIPTION APL 1.6. b.

Sheet 2
Miscellaneous Systems and Equipment - Anti-icing and de-ieing systems (cont'd)

03. WINDSHIELD ANTI.ICING AND DE-ICING SYSTEMS

EIotair from the cabin heater is supptied to the windshieLd for anti-icing purposes. For inforrnation on the hot
air anti-icing system see APL 1.6.3.
The windshield alcohol de-icing system uses the same supplytank as the carburettor alcohol de-icing system.
When the ON-OFF switch, marked WINDSHIELD ALCOHOL DE-ICER, on the forward switch panel is placed in
ON position, a solenoid shut-off valve in the al.cohol supply line is opened and the pump is started. An amber
indicator light adjacent to the switch indicates system operation.
The alcohol flow is controlled by a needle valve WINDSHIELD ALCOHOL DE-ICER mounted on the cockpit side-
wall outboard of the right pilot seat,

04. AIRFOIL ANTI-ICING SYSTEM

(1)Heater system

The leading edges of the wings and stabilizers are kept free of ice by internal combustion heaters.

In flight, the heaters are supp).ied with ventilating air and combustion air frorn the air scoops in the leading
edges of the wings and the fin respectively. During heaterground operation, all combustion air for the wing
anti-icing system is furnished by two ground blowers mounted in the outboard nacelles and all ventilating air
by the wingair scoops with propeller blast from No. 2 and 4 engines. During ground operation of the tail
anti-icing system both ventilating air and combustion air is supplied by a ground blower.
When the landing gear safety s'ritch on the right main gear is closed and the No. 2 and 4 engines are ope:
rating above generator cut-in speed with the generator and the anti-icing switches on, the ground blowers
are automatically turned on. Thus the eystem may be ground tested before flight and take-offs and landings
may be made with the system in operation. The circuits for the airfoil anti-icing heaters (with the exception
of the airfoil ground blowers) are automatieal.ly opened when the throttles for the No. 2 and/or 4 engines are
in reverse position. This automatically turns off the heaters when the throttles are in reverse pitch and ram
air pressure is not being supplied to the heater airscoops. In addition, the generator voltage controlled
heater relay will close only when the No. 2 and No. 4 engines are running above generator cut-in speed
corresponding to 900 to 1000 engine RPM. This ensures that sufficient ram air pressure can be supplied
from the propellers to the heaters.
The. airfoil heeters receive their normal fuel supply from No. 3 main fuel tank, but in case of malfunctioning
they also can have thej.r fuel supply from No. 2 main fuel tank which usually supplies fuel to the cabin heater

Each airfoil anti-icing heater ie equipped with a group of cycling and overheat thermos switches installed in
the airduct after the heater. The overheat switches cut off the fuel supply to the heater if the temperature
rises above a certain value. When the temperature falls below this value, the heater starts again automati-
cally.

(2t Switches and instrurnents

The airfoil anti-icing heaters are controlled by a group of switches and instruments on the heater control
pane1.

I
(a)An AIRFOIL DE-ICER maater on-off switch is mounted adjacent to the CABIN HEATER MASTER ewitch.
AI In the OFF position, the svritch shuts off the airfoil heaters ignition and fuel supply regardless of the posi.
6 tions of the heater fuel and ignition switches. In addition it also shuts off the airfoil heaters fuel pump pro
vided the cross-feed system is not in use for the cabin heater. Besides the normal use, it is also to be
rjt
operated when the heaters must be turned off as a result of erratic heater operation or to maintain a con-
6il
o sistent temperature during manual control of the heaters.
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(more) Effective: May 1. 57

lssue N0..1
 DESCRIPTION

Miscellaneous Systems and E quipment - Anti-icing and de- icing systems (cont'd)

A gang bar is mounted above this switch and the CABIN HEATER MASTER switch for shutting off both
systems simultaneously.
(b)Three HTR I'UEL & IGNITION SELECTOR switches are installed to select either of the dual fuel, igni-
tion and thermal control systems for each of the 3 airfoil heaters. Each switeh has 2 positions, No. 1
FUEL (& No. 1 IGN CI{ECK)and I,{o. 2 FUEL (Er No, 2IGN CHECK).In either positionthe operation of the
heaters is automatic.
(c) Three I{TR IGNITION SELECTOR svritches are provided for checking on the perfornr.ance of either. air-
foil heater igni.tion system. They are placarded TAIL, L. WING and R. WING respectively. With a
switch in NORMAL (DUAL IGN) position both spark plugs in the proper airfoil heater ignition system fire
simultaneously for normal operation. With the switch in CHECK (SINGLE IGNITION) position, the spark
plug in No. 1 system will fire when No, 1 system is seleeted and the spark plug in No" 2 system when
No, 2 system is selected for the operation by the HTR FUEL & IGNITION SELECTOR switch.
(d) A HTR FUEL SYSTEI\/I switch is provided to the extreme left for selection of heater fuel pump. The
switch has 2 positions, NORMAL and CROSS-FEED. In the first position fuel is delivered by the airfoil
heater fuel pump in No. 3 main tank and in the last position by both the airfoil heater fuel pump in I.{o. B
main tank and the cabin heater fuet pump in No. 2 main tank.
(e) Two dual temperature indicators, 1 for the tail heater and cabin heater and I for the left and right wing
heaters are installed to indicate the heater air discharge temperature.
(f) Two dual heater fuel pressure indicators, I for the tail heater and cabin heater and 1 for the left and
right wing heaters are installed to indicate the heater nozzle fuel pressures,

05. PROPELLER DE-ICING SYSTEM

The propellers are protected against ice forrnations by an electric de-icing system, consistiag of heating elements
installed in rubber boots on the leading edges of the propeller blades. The heating elements create sufficient inter-
mittent heat to loosen existing ice so that it is throrvn off by centrifugaL foree. The installation is equi.pped with a
timing device, mounted in the hydraulic compartment, which controls the fLow of current to the heaiing elements,
To prevent an excessive power drain from the aeroplane's electrical system, the timer energizes each propeller
de-icing circuit in sequence, starting with the No, 1 propeller, The propeller de-icing system circuits are opened,
and the system is inoperative during propeller feathering, unfeathering, reversing and unrevereing operation.

(1)DC-6: The propeller timer is set to en,ergize the power relay for a period of 2b seconds, with a one second
pause between two 12-second periods. The cyele moves through the four propellers in sequence No. 1-2-3-4
and immediately repeate itself,

The system is controlted by the following devices on the volt arnmeter panel:

MASTER SWITCH With POSitioNS AI]TO-OFF-MAN and with placard: FOR MANUAL TIMING BREAK
(A) A
LOCK WIRE TRIP CIRCUIT BTTEAKERS SELECT PROP AND HOLD MASTER SWITCH IN MAN. MAX
oNE MrN. /PROP
(b)four circuit breakers marked No. 1-2-3-4
(e) a PROP. DE-ICEII selector with positions OFF t-Z-S-4
(d) a lamp marked PROP No. 1 ON CYCLE which lights up when the de-icing elements in propeller No. 1
are energized
(e)an ammeter indicating current impulses.

The system may be operated automatically or manual1y.

(2)PC-6q:The heating elements of each propeller are energized for a period of 20 seconds. The cycle moves
through the four propellers in sequence No. 1-2-3-4 and irnmediately repeats itselJ. The cycle thus will
pI
operate for 20 seconds on and 60 seconds off.
6\
6
The system is controlled by:
;
N (a) a PROP. DE-ICER maater switch with positions PROP. DE-ICER and OFF on the heater
o control panel
(b) a PROP. DE-ICER AMMETER SELECTOR SWITCH together with an ammeter calibrated from 0-300
o alnps on the aft switch panel
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 tanzrt ytil rrilrtEt turat
AEROPTANE TUGHT ilIAilUAT DC.6/68
COIIIPANY TDIIIOl{

DESCRIPTION APL 1 6. 5.
Sheet 3
Miscellaneous Systems and Equipment - Anti-icing and de-icing systems (cont'd)

(c)four individual emergency operating switches with position MANUAL and TIMER onthe aJt switch
paneI. The switches are normally guarded to the TIMER position. Above the switches there is pla-
cATdEd: F'OR EMER, PROP. DE-ICER OPER. PLACE SWITCHES IN MANUAL POSITION AND RoTATE
SEL. SW.
The system may be operated automatically or manuaj.ly.

Automatic operation is started by switching the PROP. DE-ICER master switch to position PROP. DE-
ICER with the four emergency switches in position TIMER. In this case the amperage of the de-icing
elements of each propeller can be checked on the ammeter by turning the PROP. DE-ICER AMMETER
L. SELECTOR SWITCH.

Manual operation is started by placing the four emergency switches in positions MANUAL and turning
the PROP. DE-ICER AMMETER SELECTOR SWITCH to each propeller. In this case the PROP. DE-
ICER AMMETER SELECTOR SWITCH connects the ammeter to the propeller circuit and directs cur-
rent to the elements on the propeller blades. During manual operation the PROP. DE-ICER switch
should be in oFF position to avoid useless operation of the timer device.

06. ACCESSORY ANTI-ICING SYSTEM

The pitot heads, the cabin aftercooler airscoop and splitter, the airfoil heater airscoop splitters and the cabin
heater combustion airscoop and the static vents are protected against ice formations by electric heating elements
controlled by the STATIC VENT, PITOT & SCOOP HEATERS switch, installed on the left side of the upper inetru-
ment panel. The positions of the switch are ON and OFF. Below the switch is placardeti: LIMITED GRND. OPER.

A G-position PITOT & SCOOP HEATER AMMETER SELECTOR switch and an ammeter calibrated 0-30 permit a
check on the operation of the various heating elements. The normal amperage is placarded for each position of
the switch.

In addition to the electrical heating, the air intakes in the leading edges of the rvings are heated by means of hot
air from the airfoil antl-icing heaters.

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Effective: May 1. 57
lssue N0..1
 DESCRIPTION

Miscellaneous Systems and Equipment - Anti-icing and de-icing systems (cont'd)

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 ATROPIAI{E TI.IGHI MAilUAI. D(.6/68
coilPfftY tDtltoil

DESCRIPTION APL 1 6.5.

Sheet 4
Miscellaneoue Syeteme and Equipment - Anti-icing and de-icing systems (cont'd)

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: lssue No. 1
 Ml0rtUA1rrfl ,tRIl/YfS.lA1rlBfr

ATROPIAilE FI.IGTIT TIAilUAI. DC-6i68

(oillPAlrY tDlIl0il

DESCRIPTi,ON APL 1. 6.6

Sheet t
Miscgllangous Systems and Equipment - Fire protection equipment

01. GENERAL
The fire protection equipment consists of the mechanically operated main fire extinguisher syetem and the elec-
trieally operated heater fire extinguisher system, a fire warning system combined with a circuit test system,
and a number of hand fire extinguishers. The hand fire extinguishers can, through the observation windows
(see APL 6.1.2.), be discharged into the underfloor compartments.

02. MAIN AND HEATER FIA,E EXTINGUISHER SYSTEM

Six CO, cylinders are located in the nose gear well, three on each side, and one cylinden is installed at the
cabin heater and one at the tail anti-icing heater.

The manually operated main fire extingui.sher aystem supplies CO2 from the cyli.nders in the nose gear well ro
the engines, the forward and aft lorver cargo compartments, the hydraulic compartment, the cabj.n heater com-
partment and the cabin heater.

The electrically operated heater fire extinguisher system supplies CO2 from the cylinders in the nose gear
well to the wing anti-ieing heaters and from the CO2 cylinders at the tail anti-ieing heater and the cabin heater
to these heaters.
Each CO2 cylinder in the nose gear well contains a winterized charge of 5.29 kg (11.66 1bs) of CO2 and nitrogen
gas. The nitrogen is added to aid in rapidity of diecharge at extreme temperatures. One-inch flood valves are
installed on the top of each cylinder, If the system is discharged manual1y, the valves on the two aft cylinders
in each bank are operated by a series cable control, while each forward cylinder flood valve is operated by
release CO2 pressure frcm either of the other cylinders. Each flood valve is equipped with a safety disc set to
rupture at a pressure between 185-210 kgfcrnz (2650 and 3000 psi) at about ?4oC, diseharging the gas over-
board through a common red diocharge indicator disc set into the right and left sides of the fuselage nose skin
in case of excessive thermal expansion. A yellow system diseharge inlicator disc, adjacent to the red rlischarge
disc is blown out when the CO2 is released by means of the fire extinguisher controls.

The content of the CO2 cylinders eannot be controlLed during flight.

Two small cylinders, charged with 0.a? kg (1.03 fbs) of winterized CO2, are attached, oneeaih, to the cabin
heater and the tail airfoil anti-icing heater. The" cylinders are equipped with l/2-inch flood valves and are
L-' electricaLl;z discharged by means of controls on the heater fire control panel. A ye11ow discharge disc, to
indicate a normal discharge and a red blow-out disc, to indicate a thermal expansion discharge, are insta"lled
in the tail and fuselage ekin in close proximity to eaeh heater.
In addition to the electrically controlled system, the cabin heater is also teed into the main COZ system instelled
in the cabin heater compartment. Tlius, when the main CO2 cystem is operated for that area! some discharge is
injected directly into the eabin heater. Consequently three separate injections of CO2 into the cabin heater are
possible (rather than a single ehot, as in the tail heater): one 6hot from the small cylinder on the heater anci one
from each bank of CO2 cylinders in the aose gear we1l.
As the t$.o wing heaters are conRected into the main CO2 system, the forward cylinder on each side in the nose
gear well is equipped with a eolenoid valve, electrically controlLed, which releasee CO2 gas to actuate the flood
valves on the two aft cylinders, The direction valves are eLectrically operated by eolenoida"

Observation windows, installed in the rnain cabin floor irnmediately over each lower fuselage compartment, over
the front-to-centre spar area, over the aileron-croae compartment, and in the preeeure dome in the aft lounge,
provide a means of visually checking theee areae during fiight. A light switch, recegsed into the floor, adjacent
I to each window, (the pressure dorne window light swi.tch is mounted beneath the left centre seat section), con-
trols the compartment lighting syntem. A viewer, stowed in the fli.ght compartment beneath the Navigator's
@
(o tabIe, provides a means of looking down and into the lower compartments through the observation windows. A
diagram is attached to the viewer, showing the location of each observation window. See APL 6.L.2.
;6l
o
o
0
d
o

(more) Effective: May 1. 57

lssue No.1
 DESCRIPTION

Miscellaneous Systems and Equipment - Fire protection equipment (cont'd)

03. FIRE EXTINGUISHER SYSTEM CONTROLS

(1) Manual. controls

Eight fire extinguisher selector valve handles and two CO2 discharge handles are mounted in a row imme-
diately beneath the glareshield and are identified from leff to right as follows: CO2 discharge handle (L. H.
CYL. ), lower forward cargo compartment (FWD BAG), hydraulic eompartment (HYD. ACC. COMPT),
Nos. 1, 2, 3 and 4 engines, cabinheater compartment (HEATER COMPT), lower aft cargo compartment
(AFT BAG), and COz discharge handle (R. H. CYL).

The operation of the four engine fire extinguisher selector valve handles not only controls the flow of CO2
to the individual nacell"es but also closes the emergency shut-off valvea, which cut off the flow of fuel,
oil, and hydraulic fluid (inhoard engines) to the affected engine, and also shut off the generator blast tube
to cut off the flow of cooling air to the generators.
Operation of the lower fuselage compartment handles controls the flow of CO2 to the selected area. In
addition the discharge of CO2 into any of these lower compartments, through a cylinder and piston actu-
ates a cable, which closes the cabin pressure control valve. The cabin control valve cannot be reopened
in flight.
DC-6 orly: The piston rod in turn, actuates a switch which automatically shuts off the auxiliary vent blower
supplying the circulating air for the operation of the cabin thermister and for ventilation of the
toilets.
The auxiliary vent blower switch is attached to the body of the pressure operated cylinder -
located under Captain's instrument panel. This switch may be reset during flight in order to
get rid of smoke and to enable automatic cabin heater operation,

The fire extinguisher selector valrre must be operated prior to the discharge of the COr. The discharge of
CO2, once started, cannot be stopped by pushing in either the discharge handle or the Selector handle. The
discharge handle is normally left in the OUT position after pu11ing, as an indication of which of the cylin-
ders has been. released. A check valve automatieally isolates the used bank in the event that a second CO2
charge is necessarY.

(2) Electrical controls

Fourguardedselectorswitches (one for eachheater), two CO2 discharge switches (one for the wingheaters
and one for the cabin and tail heaters) and one seleetor ewitch seLecting either the right or left bank of CO2
in the nose gear well for the wing heaters are mounted on the heater fire control panel above the left side
window in the cockpit.

04. FIB,E WARNING SYSTEM WITH TEST SWITCHES

(1) Walning system

Dual warniag lights, mounted in each fire extinguisher selector valve handle and CO2 discharge handle, are
illuminated by action of thermal fire detectors installed in the critical areas. Dual lights are installed to
ensure indication in the event of failure of either bulb. Thermocoriple type fire detectors are mounted in
each nacelle area, fore and aft of the firewall, and thermal gwitch type fire detectors are.located in the
lower fugelage compartmenta.
I
.o
The nacelle area is divided into three fire zonee. Zote 1 is the power s,ection forward of the inner r:ing
(o
(o (forward of the trailing edges of the cowl flaps). Zote 2 (acceesory section) is the nacelle area between
the inner ring and the firewall. Zone 3 is the nacelle area aft of the firewall. Zone I has fire detection,
;i
N but no CO2 discharge, while Zones 2 and 3 are equipped with both detection and CO2 discharge. The fire
o
detection cireuit is so arranged that in Zone L, where there is no CO2 discharge, onty the warning lights
on the selector valve handles will illuminate. If a fire is detected in an area served by CO2 (Zones 2 and
G 3 of the nacelle areas and all the lower fuselage compartments) the lights on both the appropriate selec-
cl
o tor valve handle and on both diseharge handles will be illuminated.

(more)
 .fiJ/JDrlJrYTil rr0 rJt:J tzt Dt
AIROPIA}IT TI.IGHT ThAilUAt DC.6/68
(oil?AilY rDrTroil

DESCRIPTION APL 1.6.6.

Sheet 2
Miscellaneoug sygtems and e quipment - Fire prote ction equipment (cont'd)

For dual warning lights, one for each wing heater, one for the tail heater and one for the cabin heater
are installed on the heater fire control panel adjacent to the respective selector switches. Theee warn-
ing lights are connected to fire detectors installed at the different heaters.
A fire warning be1l is connected to all fire detectors.

(2) Teet switches

A11 thermal detector circuits can be electrically tested for normal circuit continuity prior to flight by
means of the momentary eontact circuit test switches mounted on the heater fire control panel. When
the ZONE I test switch is depressed, the warning lights in a1l four selector valve handleg for the na_
ce1les will illurninate and the fire bell will sound, but the warning lights in the two CO2 discharge hand-
1es will not illuminate. Depressing the ZONE 2 and 3 test switch will illuminate both t[e selector valve
handles and the discharge handles, as well ag sound the fire be1l. Depressing the FWD tsAG, HyD, ACC.
COMPT. HEA'TER COMPT. or the AFT BAG switches will eound the fire warning bell and illuminate
'
both the respective gelector vaLve handle and both discharge handles. The warning lights may not ilIu-
minate immediately when a switch is closed; from two to ten seconde may elapse before aU ihe lights
are illuminated because of the time required to heat the test element.
Depressing one of the four heater test switches will illuminate the respective warning light on the heater
fire control panel, and the fire be1l will sound.

05. PORTABLE FIRE EXTINGUISHERS

Four portable fire extinguishers are located in accessible locations in the interior of the aeroplane (ref. ApL
6.1.2. ). Complete instructions for the use of this equipment are attached to each extinguisher.

(more)

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Effective: May 1.57

lssue l{o 1
 DESCRIPTION

Miscellaneous Systeme 6.nd Equipment - Fire protection equipment ( cont'd)

Item list for Figure 1 - CO2 FIRE EXTINGUISHER SYSTEMS

1. System discharge indicator (yellow)

2. Safety discharge indicator (red)
3. Direction valve manifold
4" CO2 cylinders
5" CO2 pressure operated cylinder
6, Double check tee
?. Pilot valve manifold
8. Pilot cable control valves (4)
9. Mechanically controlled syatem selector and dlscharge handles
10. Heater fire control panel
11. CO2 pressure operated cyllnder manifold
12. Cabin pressure control valve release mechanism cable
13. Check valves (4)
14. Lower aft cargo compartment.direction valve {

15. Cabin heater compartment direction valve

16. Lower forward cargo compartment direetion valve
17. Hydraulic compartment direction valve
18. Release solenold control head
19" To diecharge slvltch on the heater fire eontrol panel
20, Gas corrnector (Pressure operated release mechanism)
2i.. To outboard diecharge indicator (red)
22, \a cylinder discharge pull handle
23. Cable control heads (Cab1e operated release mechanisme)
24. Wing anti-icing heater
25" Wing nose eection CO2 discharge tube
26" Engine inner ring
27. Firewa'll
28. To carburettor
29. Outboard nacelle direction valve
30, Outboard nacelle pilot valve
31. Union
32, Wing heater direction valve (solenoid operated)

(more)

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 frl/JDr{UYlAfl ,t&lrttEJ tZmE J

AEROPTA}IE FITGHT frIA]{UAT DC-6/6B

(0IPAilY tDtlto]t

DESCRIPTION APL 1, 6.6.

Sheet 3
Miscellaneous Systems and Equipment - Fire protection equipment ( cont a)

r 5#frtr?ffisffifiif 1.0
D 6
r[rrr sffiffi'tffi#ffiIffir 11

9
L2
I
SgA

7 sEA 129
6

5 rCR COMINUATION OF
THESE IJNB, SEE
4 FIGURE 2.

1 u
?
15
1
A t9
NJSEI.AGE NCSE SECTION
ls 20
,1
I?
L 12
22

2'
L ,L
,o VIEITI A

4
28
24
27
26

I
C6
(o
CO
I;EET HAI{D OUIBONRD NACEIiLE
;
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Fig. 1. CO2 fire extinguisher systems (DC-6 shown)
o

(more) Effective: May 1. 5?

lssue N0..1
 DESCRIPTION

Miscellaneous and Equipment - Fire protection equipment (cont'd)

Item list for Figure Z - COZ FIRE EXTINGUISHER SYSTEMS

1. Lower f,orward cargo eompartment CO2 discharge tubing

2. (deleted)
3. (deleted)
4. To carburettor
5. Englne aceessory section CO2 discharge tubing
6" Nacelle CO2 discharge tubing
7. Hydraulic compartment CO2 discharge tubing ".fi
8. (deleted)
9. (deleted)
10. Tail anti-icing heater
11. Red and ye1low discharge cylinders
L2. Ca2 cylinder
13. (deleted)
14, Lower aft cargo compartrnent CO2 discharge tubing
15. Cabin heater compartment CO2 discharge tubing
16. Inboard nacelle direction valve
1?" Outboard nacelle pilot valve
18. Wing heater direction valve (solenoid operated)
19" Wing anti-icing heater
20. Wing nose section CO2 discharge tubing
21. Outboard nacelle direction valve
22. Union
23. Tee
24. Inboard nacelle pilot valve
25. (deleted)
26. (deleted)
27. CA2 cylinder
28. Check valves (not used on tail heater)
29. Heater exhaust duct
30. Ventilating air discharge duct
31. Cabin heater
32, Combustion air intake duct
33. Ventilating air duct -a
34. System discharge indicator (yellow)
35. Safety discharge indicator (red)

(more)

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 n/AOrlJrYlfr ,trurJt:S tAt Brl

ATROPLAilE TUGHT TA}IUAI. DC.6/68

c0ilPltY EDlll0il

DESCRIPTION APL 1.6.6

Sheet 4
Miscellaneous Systems and Equipment - Fire protection equipment (cont'd)

B^ EE
Er E:{
DC- 6
HE #e
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H B-
EE
icEr
EE
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rn 1r\
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s. Ui ot

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F{ El
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o

(more) Effective: May 1.57

lssue No.. 1
 DESCRIPTION

Migcellaneoug and Equipment - Fire protection equipment (cont'd)

vtrw B-a

Fig. 3. Main fire control panel

WIN6 HEATERS

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!9 5

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1. Test switches
c) 2. Selector switches
3. Warning iights
!0 4. Release buttons
ot
o 5. CO2 bottles aelector ewitch
Fig. 4 Heater fire control panel

-oOo-
 n tDtfl,urt ttntuJt:t tzrrat
AIROPIANT TI.IGHI ilIA}IUAt D(.6/68
(otPAilY IDrIloil

DESCBIPTION APL 1.6. ?

Sheet 1
Miscellaneous Systems and Equipment - Emergency equipment

01. PARACHUTE FLARES

Two long duration parachute flares are provided for emergency illumination of landing areas" The flareg, which
are located in the right vring filtet, are released by two control handles on the right side of the right pilot seat"
Each flare has a cardle power of 300. 000 to 400. 000 for a minimum period of 3 rn-inutes and at an altitude of 2500 feet
it will satigfactorily illuminate an. area large enough to permit a laading to be performed.
The flare ignites approximately 10 seconds after pulliag the release handle.

The rate of deecent is approximately I feet per second. Ref. APL 6. 2.1. for fLight pattern.

02, PORTABLE FIRE EXTINGUISHERS

The portablefire extinguishers are intended to Ue isea against locafized fires in flight compartment and cabin
areas, For location refer to APL 6. 1.2. Emergency Equipment Chart.
Two types of fire extinguishers are provided.
The CO2 extinguishers are used against electrical fires and fires in whieh infiammable liquids are involved. The
extinguisher consists of a C0, charged cylinder, a trigger operated discharge mechanism and a turnable discharge
horn.

L-

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Fig, 1 C!2 lire gxtingliElgt Fip. 2 Water fire extinguisher
(more) Effective: May 1. 57
lssue No.. 1
 DESCRIPTION

Miscellq4eous Syelems and Equj.pment *. Emerggncy equip-lent (co{rt'd)

The water extinguJ.shen comtains approxirnately t, 3 litres o{ liqtrid and i.neerp*r*tee a CG2 operatecl syphon"
The COg cartridge is dischargeel by turning a handle ancl tire urat*r et::earyt ie co:rtrelled hy the lever on top of the
nanzle aesembly" To prevent fi'eezing of ttrre water, antifreeze agent is added.

03. F{Ir..8l A/;I{

A fir"e axe is located *n the fr::"w&rd side of the docr betrreen fiight cornpa:'t:nent and *abin"

TL:* *:r* i.s intended tcl 'be uee.d iu er:rergeneiee, e. g. 'i:r'**akirq a winriow for *vacilatlofl. purposeg or eutting the durai
shin $f ihr: fuee).age at break-tn poi.rits"
?he axe handie ie irasi*Iateri t* p::oteet ths user: against voltage* uF to *tl, 0fl6 vmtrts,

Ftg" 3. Fire axe L

S4" INEH,TIA LIGHT
Ineriiri li"ghtg are pror.ided for ill"u:mjrration rlf ca.i::i* a:ui fligirt *o::npartmelrt ereas after a rlol:cett iand.ing wh.*t:r tl:r-
m*ttr ili6;hting $yste;T;.i.s si:r;t i:ff.
I'r:v l.ocqti*:::'e{$.," tr.},1,}.:L. ti" 1.. 2, Emerger*y Equiprne.r:t Chnli. l'}-:,e l.ish.t*. a:r-e
desig:red to ilLunrinate a"L1t*iilati*sii.y e,s a ;'esuli *i !n{jrll3. f(3:'e es.

The inertia swiieh, Iocated in tlie iower pa.rt $f the li.ght, c$nslets of a steel ball that eloees the ci:'*uit vl1:*n iL i.s
forced r:ui of its nornrai pssitis$, A three-pooi.tiein swj.tch ie used for uranual operation of the llgtlt,,

T'wo 1, il Vbatteries in *eriee nre used ils afi ellergy supply,

irnore)
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 g/JDtlrlrU/JrtRlr#t;f tlJmt

ATROPLAI{E TTIGIIT ffIA}IUAt DC.6/68

(0tPlltY tDtil0lt

DESCRIPTION APL 1.6.7

Sheet 2
Miscellaneous Systems and Equipment - Emergency equipment (cont,d)

\-

L
Fie. 4. Inertia light

05. EMERGENCY EXITS

(1) Cabin window exits

In addition to the normal entrance doors there are a number of special emergency exlts provided to
I facilitate rapid evacuation of the aircraft.
c.I
r@ Emergenc;r exit hatches are installed; 3 on each side on DC-6 and 5 on each side on DC-68. The upper
part of a hatch incorporates a double panel cabin window and the lower part contains the latch mechanism.
rO
ci
The cabin window exits open outwards and can be opened both from the i:rside and the outslde of the aero-
o plane. The dimensions of the exit openings are 20,5 try 25 lnches.
@
6 One emergency rope is provided at each cabin window exlt and at each entrance door. Each rope ie contained
a in a tube over the exit and is readied for use by a snap fastener,

(more) Effeetive: May 1.57

lssue No 1
 DESCRIPTION

l4iqc"ttan.o"s Syste pment - Elqqqge4gy gSllprngnt_1pgnt 3)

FigJ. Cabin windoA exit

(2) Coekpit window exit

The side windows in the cockpit can Lre opeued from i.nside only. Turning the handle immediately behind the
window unlocks and moves the window inwards. Pushing down the locking knob on the frame of the sliding
panel makes it possible to slide it back aud iock it i:r the position desired.

(3) Preseure dome hatch

Evacuation through the pressure dorne hatch can be made if the ttail is torn off in a forced landing. The hatch
is located at the extrerne rear end of the cabin, On DC-6 a seat-back in the ladies lounge and an easily
removable panei. cover the hatch" On DC-68 the wall betu/een the two aft toilets is removed from the hatch
area by turning a small latch handle on the wall in left toilet. The hatch ie opened from the inside, after
removing the covering panel, by unscrewi:rg a number of guick release screws.

I
.o
(4) Tait compartment hatch
N
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@
A sma1l hatch that opens outward is located on the lower right side of the fuselage behind the pressure dome.
Evacuation through this hatch is possible but rather difficult compared to evacuatlon through other exits. The
@
hatch is opened from the outside only. The handle is located behind a anap type cover plate.
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 EaJArt yTut rtRt tc:J tzrriat
ATROPI.AI{E TI.IGHI [hA}IUAI. DC.6/68
cotPlIY tDrlrolt

DESCRIPTION APL 1.6.7

Sheet 3
Miscellaneous Systems and Equipment - Emergencv equipment (cont'd)

06. EMERGENCY LADDER

A' collapsible ladder that is mainly intended to be used in emergencies is stowed in the coat room opposite the
cabin door.

The ladcler is composed of three sections sliding on each other. Spring loaded hooks loek the ladder in extended
position.

The ladder is secured by two straps and snap hooks at the upper end to two eye-bolts on the floor inside the
L cabin door.

07. EVACUATION SLIDES

Not provided.

08. FIRST AlD KIT

First aid kits are located at several places in the crew and passenger compartments and in the tail compartment.
For location refer to APL 6.1.2. Emergency Equipment Chart.

09. LIFE VEST (ref. photos on following pages)

(1) General

Life vests are provided for all persons on board and are intended to be used after a ditching. The
passengers' Iife vests are contained in the backs of the seats or in pockets on the cabin side walls. Life
vests for the cockpit crew are located aft on fiight deck. Refer to APL 6.1.2. Emergency Equipment
Chart.

\.- (2) Inflatable sections

The vest has two inflatable sections made of high visibility, ye1low rubberized nylon fabric. Each
section provides when inflated enough buoyancy to keep the user's head above water. A smalt electric
lamp is located behind the user's neck on one of the inflatable sections. The lamp is powered by a
water activated battery housed in a pocket between the buoyancy sections and is lighted by pulling a
release knob on the battery.

(3) Donning stleps

Two donning straps are fastened to the nylon fabric back sheet on which instructions are printed. The
donning straps are provided with "D" rings for quick attachment to the snap buckles of the front strap.

(4) In:llqtion system

The iife vest is infl.ated by two separate systems, one for each section. Two small CO2 cartridges and
I
release mechanisms are located between the inflatable sections on the lower front side-of tt. veit.
r@ Inflation is accomplished by putiing the plastic caps on the release cords. For oral inflation and topping
up purposes two flexible tubes fitted with spring loaded valves are provided. The valves are locked in
1l)
closed position by means of locking nuts.
6t
o
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o
d
a

(more) Effective: MaY 1. 57

lssue l{0.. 1
 DESCRIPTION

Miscellaneous Svstems and Equiprnent - Emergencv gguipqren.t (cont'd)

,tlt.t

BAC( SHEET

D. RI N6
D.RJNG
DONNINO
5TRAP5

Fig. 6 Life vgst, back

*\

FRONT STRAP

m
r@
EEI€A9E
6 CORDS
6l
5r,1AP BUCXLE-c

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Fis. ? Life vest, front
(more)
 n/UArlrYlllrrRlrlct.ilJr8l
ATROPI,AI{T TI,IGHI TIAI{UAI. DC-6/68
(otPtltY tDlTlox

DESCRIPTION APL 1.6. ?

Sheet 4
Miscellaneous Systems and Eguipment - Emergency equipment (cont'd)

L
I NFLATABLE
LAMP
sEcTtoNS

TUBE FOR
ORAL INFLA-
co2cARTRIDoES TroN ( 2 EA)
WITH RELEASE
MECHANISM

/*
-/{s
B ATlERY

L-

L.'
RELE A SE
CORDS BATTERY
RE LE A5E
XNOB

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sf
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FiE 8 Life vest, inflated

(more) Effective: May 1. 57

lssue No. 1
 DESCRTPTION

Miscellaneous Systems and Equipment - EmergencY equipment (cont'd)

LOCKING NUT IN LOCXIN6 NUT IN

OUTER POSTION INNER POSTION
(VALVE LOCKED (VALVE UNLOCKEO )
)

A. Move locking nut - from outer position - B. - to inner position -

PUSH MOUIH.
PIECE IN L
AND BLOW

I
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F
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C. - and blow while pushing mouthpiece in.
N
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Fig. 9 Oral inflation
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(more)
 n/JDr&rflrtl rtrurfA tlJrUt
AEROPTA]IE TI.IGHT TAilUAI. DC-6/68
(oilPmtY IDtfloI

DESCRIPTION APL 1. 6. 7.
Sheet 5
Miscellarleous. Systems and Equipment - Emergency equipment (cont'd)

OlO.LIFE RAFT
(1) General

Two different types of inflatable life rafts may be carried on board the DC-6/0e, the RFD and theGoodyear
raft. The rafts have a capacity of 20 persons each.

(2) The RFD raft

The raft consists of two buoyancy chambers, a canopy supported by four arch tubes, an inflatable floor
and the corresponding inflation system, The raft and its equipment bag is stowed in a fabric valise
equipped with canvas lifting handles.

,L
Fig. 1 The RFD raft

(a) Buoyancy chambers

The two buoyancy chambers are constructed of rubber proofed fabric and are made up from a number
of panels joined together in circular form. The chambers are circular in planform and joined one
above the other.

(b) Canorl
I
The c rnopy is made up of thin rubber-proofed fabric attached to the supporting arch tubes and to the
6 outer perimeter of the upper buoyancy chamber. The two entrancea are provided with closures which
r are gecured in position by press studs and elaetic loops and hooks. The canopy is automatically erected
a€)
at the same time as the upper buoyancy chamber.
;
ail A water catchment system is built into the canopy and consists of a well, formed by the top ring of the
o
o arch tube gtructure, and V-shaped channels on the two outer sides. Drain tubes from these are fitted i

o
(l
on the roof and inner walls and plastic bags are used to catch the water.
o

(more) Effective: May 1. 5?

lssue l{0. . 1
 DESCRIPTION

Miscellaneous Sy stems and Euipraent - Eme equipment ( cont'd)

The two main panels of the canopy incorporate a plastic window, immediately
below the v channels of
the water catchment system. Blinds are secured to the bottom edge of the
windows and press studs
are provided so that the blinds can be ,aised or lowered as required.

(c) Floor
The inflatable floor consists of two fabric di.aphragrns attached, independently,
to the
lower buoyancy chamber and connected internally by a number of spacing patches. T,hebottgm of the
manually inflated by a pump provi ed in the equipmlnt bag. A fabric strip,
floor must be
serving as a safety handle
for the passengers, is attached to the floor j.n a circular line.
(d) Stabilizing water pgckets
Four stabilizing water pockets are fitted at equidistant points to the underside of the
lower buoyancy
chamber.

2 Inflatable floor and

(e) Inflation system

The buoyancy chambers and areh tubes are inflateci by two CO2 cylinders mounted in pockets under the
floor. The cylinders are equipped with operating heads containing the release mechanism. The operation
heads are controlled by wires attached to the anchoring 1ine. Pulling the line fully out releasses the CO2
gas. The inner cylinder inflating the Lower buoyancy chamber is connected to the inlet valve of the charri-
I ber by a T manifold. The outer cylinder inflating the upper chamber and the arch tubes is via a flexible
-a
ro pipe connected to the T manifold and inlet valve of the upper chamber. The gas charge within the cylin-
r ders is sufficient to inflate the chambers in about 20 seconds. The arch tubes require another 20-30
seconds to be ful1y inflated. Any excess pressure is relieved by the safety va.l-ves opening at a pressure
ro of appr:oximately 2 psi.
N

The safety valves are a.Iso used for topping up the buoyancy chambers if the pressure has become 1ow,
u
d
due to leakage or a temperature drop.
o
Deflation plugs are fitted to chambers, arch tulres, and floor for servicing purposes only and must not
be interfered with when the raft is in use.
(more)
 rulDr/Arn /J tt0n tt:t tAJripn
ATROPIANI rUGHT ThA}IUAI DC-6/68
cotPfitY tDIlr0t{

DESCRIPTION API-
S heet 6
Miscellaneous Svstems and Equipment - Emergency equipment (cont,d)

(f) Right_lnLEqap
Should the raft inflate upside down, it is turned ove.'by puitring a righting strap. This strap, rrrade of
webbing, is attached by anchorage patches to the underside of the lower buoyancy chamber:.

Fig. 3 Righting strap, .stabilizing pockets and inflation bottles

L Io\ Anchoring line

The anchoring line is stowed in a pocket on the valise. The line is attached to an anehorage patch at
the lower buoyancy chamber and to the release wires. The free end of the line is provided with a snap-
hook that is secured to the aeroplane prior to launching the raft. Pulling the line fully out releases
the CO2 tubes and the raft inflates.

(h) Life liue

A life line is attached in loop form to the outer circumference of the upper buoyancy ehamber.

(i) Rescue line

A rescue line with weight is located on the floor near the centre of the raft.
I

@
(j) Drouge
r@ The drouge is packed so that it is released automatically when the raft inflates. The drouge line is
secured to an anchorage pateh situated on the underside of the lower buoyancy chamber.
;
6{ (k) Boarding ladder
o
o Two boarding ladders are provided, one for each entrance Ttre ladders are joined in the centre of
o the raft by two hauling-in lines.
d
o

(more) Effective: May 1. 57

lssue No.. 1
 DESCRIPTION

Miscellaneous Svstems and nt - Emergency (cont'd)

--

rl

1. Sea Lights 5. Boarding Ladder 9. Water Stabilising pocket

2. Water Catchment Bag 6. Floor Inflation Valve 10. Life line
3. Drogue and Line ?. Sea Light Battery 11. Gas Cylinders (2 ea)
4. Floating Sheath Knife B. Rescue Line and Weight

Fig. 4 Geleral _arrangement of RFD raft

(1) Sheath knife

A floating sheath knife is attached to the centre of the inflatable
operating cord connecting the raft with the aeroplane.
floor. trt may be used to cut the

(m)Sea lights
I
! A sma11 electric lamp is piovided above each entrance. The lights are automatically operated
water activated battery cell units housed in pockets on the botiom buoyancy by
F chamue"r just below
o the water line' Each trattery is via a two pirradapter joined to the lead
arch tube to the light. During daylight the battery **y u" removed and which runs up the adjacent
l/)
blown dry in order to save
N it for further use.
o (n) Faddles
c one pair of glove type paddles i.s provided tied to the hauling-in Iine
o of the boarding ladder.

(more)
 nlOr/ArgrrtJ rrelrlEJ .ilJn8,

ATROPTANT IIIGHT TIIANUAI. D(.6/68

collPllrY lDlll0t{

DESCRIPTION APL 1. 6.7

S heet 7
Miscellaneous Svstems and E - Emergencv equipment (cont'd)

\-

L
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\-

Fig. 5 Glove paddle

I

r
r
@ (o) Instruction book
An instruction book describing the operation of the raft is located iu a pocket on the canopy wa1J.. The
;
cla book is made of water proofed material.
o
o
(p) Equipment bag
o
d
o
The equipment is secured to the boarding ladder by a short line. For contents refer to APL 1 . 6. ? . , 01 1

(morc) Effective: May 1. 5?

lssue No..1
 DESCRIPTION

Miscellaneous Systems and Equipment - Emergency equipment (cont'd)

(3) The Goodygallaft

The raft consists of two buoyancy chambers, cotlapsible canopy, floor and inflating systems. The raft
and associated equiprnent is packed in a carrying case.

...1r' -

Fig. 6 The Goodyear raft

(a) Buoyancy chambers

The two buoyancy chambers are made of rubber proofed fabri.c. The chambers, joined one above
the other, are circular in section and inplanform. Each chamber incorporates a separate manually
inflated boarding section. Handles are provided at these sections to facilitate boarding of the raft.
(b) Floor
The fabric floor is suspended between the two buoyancy chambers thus providing a symmetrical raft
which is fit for use regardless of its position while being inflated. The centre section of the floor is
manually inflatable to assist maintaining the fLoor Ievel. T'he centre section is also used to support the
I
paddle serving as a canopy centre mast.
.o
iY

r (c)Canopy
The collapsible canopy is made of thin rubber proofed fabric and is stowed in the aecessory bag.
@
N
O When rigged up the canopy is supported by 13 struts inserted into sockets on the upper buoyancy chamber.
The retaining cords of the canopy are fastened to straps attached to the outboara siae of the joint
o betw een the two buoyancy chambers. one of the aluminium paddles is used as a mast in the centre
d
a of the raft.

(more)
 WOt/Ur1rrl rtRlrlt:t tZt E,
AEROPTA}II TI.IGHI TTIA}IUAI D(.6/68
(oilPl]{Y EDtil0lt

DESCRIPTION APL 1.6.7

Sheet B
Miscellaneous Systems and Equipment - Emergency equipment (cont'd)

Fig. ? Raft interior

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Fig. B Raft canopv

(more) Effective: May 1.57

lssue l{0.. 1
 DESCRIPTION

Miscellaneous Systems and Equipment * Emergency (cont'd)

(d) Inflation system

m; b"of""fhambers, with the exception of the boarding sections, are inflated by two separate in-
flation systems, one for each chamber. Two CO2 cylinderg are mounted outboard on the side of the raft
and are connected to the chambers via valves containing the release mechanisms. The boarding sectione
and floor centre section must be manually inflated by a pump provlded in the acceesory bag. Special
valves are provided for topping up the buoyancy chambers with the hand pump. r

(e) Release handle

The wirdlro-m the release mechanisms are fastened to the release handle contained within a small
pocket at one end of the valise. Pulling the handle releaseg both CO2 cylinders at the same time.

(f)

(e)

(h)

(i) Drouge
TfiE-diorrge made of thin rubber proofed fabric is attached to one of the anchoring patches of the life
Iine by a line approximately ten metres long.

(more)

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 n

rcrlangrYlrl rlQ ttUCS tZJrEn

AEROPI.ATE FI.IGHT TNANIIAL DC-6I68

c0mPtltY rDrlr0il

DESCRIPTION APL t. 6.7 .

S heet o
Miscellaneous Systems and Equiproen t - Emergencv equiprnent (cont'd)

o G I I 29
L
-- ,-- /
12
I
12

116 710 1
I 114 I 11

t5

13

1. Raft and equipment packed in valise 9. Sockets for canopy struts

2, Raft-accessory bag 10. Life line
3. Equipment bag 11. Securing straps for canopy retaining cords
I 4. Securing lines for equipment and accessory bags 12. Anchoring ).ines
5. Release handle 13. Rescue line
r@ 6. Boarding section 14. H,escue line attachment
7. Boarding handles 15. Drogue
1ll
at
8. Topping-up valves
o
o
d
a
d
o Fig. 9 General ent of Goodyear raft

(more) Effective: May 1. 5?

lssue N0..1
 DESCRIPTION

Miscellaneous Systems and Equipment - Emergencv eouiorn cont 'd)

(j) Raft accessory bag

The accessory bag tied to the raft by a short rine contains the following items
necessary for ilre
operation of the raft: Canopy, canopy struts, two paddles, a bailer and an instruction
]:ook. A
floating sheath knife is fastened on the bag.
(t) gsslplsgll_leg
The contents qf this bag is the same
which will follow in due course

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 Mig/Oi/gilUlrllrfilttEstfi ,;Pe
ATROPIAilT FI"IGTIT ffiANUAI. DC.6/68
(ofrtPtltY IDlfl01l

DESCRIPTION APL 1.6. I

Miscellaneous Syetems and E - Interior arrangemente

01. WATER SUPPLYSYSTEM

(1) General

Fresh water ie provided for toiletg and pantry by supply tanke inetalled in the ceiling of the cabin. In the
DC-6 the fresh $/ater tank for the pantry hag been removed and the water eupply for thig area in now taken
fi6m tUe water tank for the rear toilet. The tanks are fi.lled through a eervice panel located on the exterior
gurfaee of the aeroplane" The eervice panel incorporates a common water filler valve for filling and draining
of aII water tanke, a filler valve connector and 3 water tank overflow outlets with protecting devices.

Septic tanks with service panels arelocatedforeachtoilet and are provided with internal toilet flushing and
draining eystems operated from the service panels by an external source of chemical fluid and water.
On the DC-6 waste watertanks are provi.ded for the disposal of waste water in the toilets and the pantry
[\ On the DC-68 overboard drain provisions have been installed for the draining of waste water from the
toilets fialfrE pantry.

(2) Toilets
(a) Freeh water tanks
DC-6: The water tank for the forward toilets has a capacity of 113 ltrs (30 US gale. ) and is located
above the cei.ling between ttrre toilets.
The water tank for the rear toilet and pantry has a capaeity of 57 ltrs. (15 US gals. ) and is
- located above the ceiling directly opposite the cabin door.

DC-68:The water tank for the fonward toi-lets has a capacity of 94 ltre. (25 US gats. ) and the water tank
for the rear toilets has a ca.pacity of 5? 1tre. (15 US gals. ). The loeation of the tanks are equi-
valent to DC-6 location.

Each tank is provided with an el.ectrical heater element of 400 W connected directly to the DC master bus"
The elements are operating as long ag available DC power is connected and the circuit breakers located
on the main circuit breaker panel marked AFT and FWD WATER HEATER are ON. The thermoswitch auto-
matically maintaine the water temperature at approx. 40oC (100oF ). The circuit breakers are used to
shut off the elements.

A check valve of the ewing check type ie located on the top of the tank to ensure air supply in order to pre-
vent vacuum in the tank during draining operation.

water draining
(b) Waste
DC-6: A waete lrater tank - having a capacity of 57 ltrs (15 US gals) - ie Iocated below the toiLet wash-
baging in each of the 3 toilets. The 2 fo::ward tarrke are drained through a common drain valve
at a aervice panel located on the lower left hand eide of the fuselage skin at sta 238.
The velve Iever has the following positione: WASTE WATER TANK DRAIN, COMPLETE DRAIN
and CLOSED.

The wagte water tanl< in the aft toilet is drained through a drain valve located at a eervice panel
on the lower right hand eide of the fueelage at sta 890. The valve positions are the s&me as for
the forward waste water drain valve.

I
DC-6B:The waste water from the toilets ig drairied out through common drain outlets - one each for for-
ward and rear toilets - located underneath the fuselagl at sta 294 and 890 reepectively. A drain
co
(o
venturi provides a certain amount of warm air to flow through the waete water line to prevent
icing in the line and the outlet. Close to the ou.tlet 2 electrical elemente - 15W each - are in-
rO
stalLed on the waste water line, operated by a cornmon thermoswitch, A circuit breaker on the
6ll
main circuit breaker panel - marked either WASTE WATEn, HTRS or LAV WATER LINE HTnS -
c) is used to shut off the elements.
o
d
o

(more) Effective: May 1.57

lssue l{o 1

E
 DESCRIPTION

Miscellaneoue Systems and Equipment - Interior ara.ngementa:{994',q)

DC-68 only: The 2-waye anti-freezing valve - connecting the common filling water line with the overflow
water line - is placed under the right lower toilet washbasins of the forward toilet. For the rear
toilets the valve ie located in the ceiling cloee to the water tank.
The valve hae the following positione:

- NORMAL - this position is selected for fitling and in warm or hot weather.
- ANTI-FREEZING - this position is selected in cold weather after filling and no filling will
' result as the valve will direct the water back down the overflow water line. f
NOtC: THE ANTI.FREEZING 4-WAYS VALVE SHOULD ALWAYS BE IN THE POSITION ''ANTI.
FREEZING''. WHEN THE PROTECTING CUPS OF THE WATER OVERFLOW OUTLETS ARE
REMOVED THIS WILL PREVENT THE WATER TANKS FROM BEING DAMAGED DUE TO
PRESSURE DIFFERENCE EXISTING DURING FLIGHT.

(c) Septic tanks

A septic tank with capacity of 5? ltrs (15 US gale) is located ln each toilet. The tanks are drained off
from service Panels - forward on the left- and right-hand gide at sta 238 and the rear service panels
at 8ta 890 for DC-6 and sta 930 for DC-68. The eervice panels incorporate drain outlets with cups,
drain valve seleET6r handlee with poEitions LOCKED and UNLOCKED and fluehing water connections.

(3) Pantry
(a) Freeh lvater tank
DC-68 only: The water tank hag a capacity of 30 ltre (8 US gals) and is located above the ceiling in
the rear part of the hatrack on the left-hand side of the cabin. Two electrical heating
elementg each of 400 W are installed in the water tank. A thermoswiteh controls thJope-
ration of the elements which can be switched on and off by the circuit breaker - (marked
WATER HEATER) on the pantry service panel. The function and operation of the elemente
are similar to the function and operation of the elemente in the toilet water tanks.
F) ryaste water draining
DC-6: A waste water drain tank is located on the floor in front of pantry buffet on the left-hand
elde of the fuselage. The tank ie drained through a drain valve ai the service panel 1ocated
below the left wing fitlet ekin at Bta 541. The valve hae the positions DRAIN and CLOSED.
DC-6B The waste water is drained off through a waete water line and outlet underneath the fuse-
lage at 8te 704. A drein venturi providee anti-icing provisions in the same way as to the
toilets waste water system.
DC-68 only: The 4-ways anti-freezing valve is located cloee to the water tank. Use and function of the
valve are similar to the corresponding anti-freezing valves in the toilets. In the pantry
water line a shut-off valve has been insta'lled in order to shut off the water to the buffet
ln cese of disaesembly of the buffet.

-oOo-

I
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 tA,Jzrl, YrnJ rtRltlEt tAirEn
ATROPI.AI{E TTIGHT TUIANUAT DC-6/68
(0iltPAI{Y rDrlr0}r

CON TE N TS APL II
,l

2 GENERAL OPERATION
2.L, Miscellaneous

2.L.L . Classification and serviceability

2.1.2 . Minimum crew
2.t.3 . Allowable number of persons to be carried
01. Transportation of adult persona
02, 'Iransportation of children
2.1.4, Crew bed/seat reguirements and seats available on flight deck
2.2. Check Listg

2.2. I . Cockpit Check List I (Normal Operating Procedures)

2.2.2 . Expanded Check l,ist
01. General
02. Before first take-off
03. Before starting engines
04. Engine starting
05. After starting engines
06. Taxiing
0?. Engine run-up
08. Before take-off
09. Climb
010. Before descent
011. Before landing
alz. After landing
013. After parking
2.3. Ground Operation

2.3. L. T'axiing
2.3.2. Parking
01. Parking brakes
02, Parking and cabin heating

2.4. Flight Operation Under Normal Conditione

2.4.L. Take-off
01.
02.
General
Wind limitations I
2.4. 2. Climb (Open)
2.4. 3. Cruise (Open)
2.4. 4. Deccent
2.4. 5, Approach
01. Standard instrument approach pattern, all engines operating
02. Standard VFR pre-planned power approach pattern, aI1 engines operating
03. Go-around from missed approach, all engines operating
2.4.6. Lalding
01. General
02" Wind limitations
2,5, Flight Operation Under Special Conditions
2.5. 1 Take-off
6T.--T6iee - engine take -off
2.5.2 Climb (Open)
o 2.5.3 Cruise (Open)
c\ 2.5. 4 De,scent (Open)
,; 2.5. t Approach
cr!
o 01, Standard instrument approach pattern, one engine out
o 02. Standard instrument approach pattern, two engines out
a 03. Go-around from missed approach, one engine out
d
o
(more)

Effective: Feb.25. 57
lssue No. t

t
 CONTENTS

2.5.6. lgg'"9
01. Landing on short runways
02. Landing with one engine inoperative
03. Landing with two engines inoperative
44. Landing with hydraulic system failure
05. Landing with tyre failure
2. 5.7 . Miscellaneous
01. Icingronditions
02. Turbulent air
03. Test flights
04. Flight with inoperative cabin supercharger
05. unpressurized flight with both cabin superchargers operating (maximum cooling)
06. Flight with an inoperative wheel brake
\-d-
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 ntYDrlrYtU,JrrRrllettzJnpil
AEROPTANT TI.IGHT TNANUAI. DC-6/68
coilPlilY:DrTr0t{

GqNERAL OPERATION APL 2, I. I

Miscellaneous - Ctrassification and serviceability

01, CLASSIFICATION
This aeroplane is certified for:

Transport of passengers in civil air-transport

Transport of mail in civil air-transport
Transport of freight in civit air-transport
The aeroplane is limited to non-acrobatic operation. *

*Sta1ls may be executed for training and test purposes only and with the minimum number
of persons on
\_ board necessary to carry out handling and testing of the aeroplane.

02. SERVICEABILITY

L The aeroplane

(1)
is, in accordance
Operation at
with ICAO standards, equipped for the following flight conditions

altitudes requiring pressurized cabin.

(2) Operation in icing conditions.
(3) Operation in accordance with instrument flight rules (IFR).
(4) Operation at night.

L
t)

6t
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eit
o
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d
a

Effective: Feb.25.57
lssue No 1
 td0zrtJr YtliJ rrnlrl6t tAffE l
AEROPTAilE TIIGHT IUIANUAL DC.6/68
(0nPAilY EDtlt0!t

GENERAL OPERATION APL 2.t.2

Miscellaneous - Minimunr crew

For all fiights the following minimurn crew must be carried:

Pilot
Copilot
Flight Engineer
Radio Operator

Note: Subject to CAA approval certain flights may be performed without a Radio Operator.

\-

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6a
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Effective: Feb.25,57
lssue No.. 1
 rupzrt vrtt rrmrtEt tzSTEu
AEROPIAilE TTIGHT ilA]{UAI. DC.6/68
(oilPAltY EDtTt0il

GENERAL OPERATION APL 2. I,3

Miscellaneous - Allowab1e number of persons to be carried

01. TRANSPORTATION OF ADULT PERSONS

The number of adult persons on board must not exceed the number of seats and berths provided with safety belts.

The rnaximum number of adult persons including crew must not exceed 73 in the DC-6 and 104 in the DC-68
according to the respective CAA approved Aeroplane Flight Manual. H-owever, in ttre case of transpoiift-i6t of
children the regulations in para. 02. beiow apply.

02. TRANSPORTATION OF CHILDREN

(1) General

(a) By children in this regulation is understood passengers below 12 years of age.

(b) Children below 5 years may not be accepted unless accompanied by an adult person or by an
assigned erew member'
(c) Due to the number of emergency exits the max. number of persons (adults + children) including crew
must not exceed: 87 in the DC-6 and 112 in the DC-68.
(d) On flights where lifdvests m:IlI-Ee car-ried accor-dii[To the CAA regulations, there sha1l be at leaet
one life vest for each person on board, including children.

(2) Seating

(a) Children below 2 years may be seated on the knee of an adult person. The child shall be held firmly
by the adult person at any time when the seat belts shall be fastened. The seat belt shall be fastened
around the adult person on1y.
(b) Two children between 2 and, LZ years of age may be carried in the same seat provided the seat has
sufficient width and both children can be properly fastened.

(3) Special regulations

\d
On special transports of children below 12 ye5rs, the children must be accompanied by adult persons
in a number not below LOo/o of the number of children to be carried. Crew members not required for
safe operation of the aircraft, e. g. Cabin Attendants, may be included in this 10%.

Note: If seats in the DC-6 ladies lounge or in the DC-68 aft toilets are used during take-off or landing,
-iheliloor
to the aft cabin must be fastened in open position to obtain a "passageway without door".

(n
6t
;
d!
o
o
o
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Effective: Feb.25.57
lssue l{0..1
 i*{

t{
 tanDrJrut t rrilrtat .iltTE l
AEROPI.AI{T TTIGHT TTIANUAI DC.6/68
c0ilPAltY tDlll0l{

GENERAL OPERATION APL 2 4,

Sheet 1
Miscellaneous - Crew bed/seat s and seats available on flight deck

01. STANDARD CREW BED/SEAT REQUIREMENTS

Note; Any bed(s) or seat(s) required for transfers of crew and during check periods will be booked.

Crew Members Crew Bede

Route Leg Cockpit Cabin DC-6 DC-68
Crew Crew

Europe SK901-924 New York SK901-924 New York Lee

Standard 3 2+L Leg Prestwick-New York Prestwick-New York v. v.
\ sK 50?/s08 STO-LON v. v. 4 2+t v. v. 3 crew berths in state-
sK s83/584 STO-LIS-CPH 4 2+1 E-crew bunks in compt. 1 room on starboard slde, 1
sK s85/586 STO-MAD-CPH 2+1 for cockpit crew, 1 erew of them for cabin crew on
sK 595/s96 CPH-BCN v.v. 4 2+L bed in fwd. cabin for cabin ocean leg. 2 crew berths
crew. 2 crew bunks compt, in stateroom on starboard
1 for throughgoing cockpit side for throughgoing cock-
crew leg Prestwick- pit crew leg Prestwick-
Scandinavia. ScandinavLa,

North America
Westbound 5 2+l SK931/93ja, Los AnEeles
Eastbound via PIK 5 2+l 3 crew berths in stateroom
Eastbound NYC-Scandi- on starboard side for cock-
navia/Germany pit crew. 1.crew berth on
dire ct. 6 2+l port side for cabin crew.
sK 93 1 /s32 STO-YWG v. v. I 2+L 2 seats on port side in state-
YWG-LAX v. v. 3 2+l room, 1 for cockpit crew and
1 for cabin crew.

South America SK9_55 -958 Santiago Leg SK955-958 Santiago Leg

sK 955-958 STO-LIS v. v. 4 2+L Lisbon-Recife v. v Lisbon-Recife v. v,
LIS-REC v. v. 5 2+L 2 crew bunks in compt. 1 3 crew berths in state-
"REC-BUE v.v. 4 2+L for cockpit crew. 1 crew room on starboard side. 2
BUE-SCL v.v,. tt /
3 2+t bed in fwd. cabin for for cockpit crew and 1 for
Jt, cabin crew. cabin crew.

Far East SK970-975 Tokyo Leg

EEs?oFir STO-ROM v.v. 3 2+L Rome-Tokyo v.v,
ROM-TYO v. v. 6 2+L 3 crew berths in stateroom
SK 9?2 STO-ROM 3 2+l on starboard side for cockpit
sK 973 ROM.CPH 5 2+t crew. 1 upper berth on port
SK 973 CPH-STO 3 2+7 side for cabin crew,
sK s?2/9?9 ROM-TYO v. v. 6 2+L
sK 9?4/975 STO-ROM v. v. 3 2+t
B,OM-TYO v.v. 6 2+L

(more)

6:
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Effective: Jun. 7. 57
APL/Rev. 29 lssue l{0. 3
 GENERAL OPERATION

Miscellaneous - Crew bed/seat requirements and seats ayaiable on flight deck (cont'd)

Crew Members Crew Beds

Route Leg Cockpit Cabin
Crew Crew DC.6 DC-6B

Near East SM6318q4 Abadq4 sKq63lqq4 Abadan

sr ae1/s32 CPH-BEY v.v. 4 2+t Leg Rome-Abadan v. v. Leg Rome-Abadan v. v
SK 832 CPH-STO 3 2+l 3 crew bunks in compt, 3 crew berths in state-
sK 843/844 CPH-ROM-STO 3 2+t 1 for cockpit crew. 1 room on starboard side
ROM-THR v.v. 4 2+t crew bed i.n fwd. cabin for cockpit crew. 1 berth
SK 845 STO-CPH 4 2+t for cabin crew. SK865/ on port side for cabin
CPH-ROM 5 2+l 866 Baghdad Leg Istan- crew. SK865/866 Baghdad
SK 846 ROM-CPH 3 2+L bul-Baghdad v, v. Leg Istanbul-Baghdad v. v
sK 845/846 ROM-TI{R v. v. 4 2+l 3 creil bunts in compt. 3 berths in stateroom for
SK 851 STO-IST 5 2+1 1 for cockpit crew. cockpit crew, 2 on star-
sK 851/852 IST-TLV v. v. 4 2+l board side and 1 upper
sK 863/864 STO-ROM-CPH 3 2+L on port side. N
ROM-DAM v. v. 5 2+7
DAM-ABD v. v. 2+t
sK 865/866 STO-CPH v. v. 3 2+t
CPH-IST v. v. 4 2+L
IST-BGW v. v. b 2+l
Africa sK96 1 -964 SK9 61- I 64 Nairobi/Johan-
SKT?1 STO-CPH 3 2+L Nairobi/Johannesburg nesburg Leg Rbme -Nairobi
sK 8?1/8?4 CPH-CAI.STO 4 2+t Leg Rome-Nairobi v. rr. v. v.
SK B73 STO-CPH 3 2+l 3 crew bunks in compt. 3 crew berths in stateroom
sK B?3/872 CPH-CAI-IST 4 2+L I for cockpit crew, on starboard side for cock-
SK 872 IST-STO 5 2+I 1 crew bed in fwd. cabin pit crew. Upper berth on
sK 8?5/8?6 CPH-CAI v. v. 4 2+L for cabin crew. port side for cabln crew.
SK 876 CPH-STO 3 2+L
sK 961/962 STO-ROM v. v. 4 2+l
A ROM-ATH v. v. 5 2+t
N AtH-NBo v. v. o 2+l
NBO-JNB v. v. 4 2+t
sK 963/964 CPH-ROM v. v' 3 2+l
ROM-NBO v. v. 6 2+l
rl

02. SEATS AVAILABLE ON FLIGHT DECK

(1) pc-6
I seats are available on SK 901-910 STO/CPH-PIK v.v, and
5 seats are available on all other lines and legs.

(2) pc-68
5 seats are aveilable on all lines and legs

N
I
.o (more)

N
rn
N
o
o
!l
a
 tla0Drt yttfl ,rEt tEt turarJ
AEROPTA}IE FTIGHI TUIANUAI. DC.6/68
COTIPANY TDITIOl{

GENERAL OPERATION APL 2.I,4,

Sheet Z
Miscellaneous - Crew bed/seat requirements and seats available on flight deck (cont'd)

03. SEATS IN CABIN FOR CABIN CREW

(1) pc-6

2 seats on Cabin Attendant's sofa in main cabin.

N- (2)oC:QE

Without lounge:
\_
The 2 aft starboard seats in main cabin.

With lounge

2 seats, 54' and 58.

Note: The Cabin Attendant's sofa/aft starboard seats or the lounge in the main cabin shall always be occupied
by Cabin Attendant(s) during take-off and landing, in order that at last one Cabin Attendant be as close to the
cabin door as possible in an emergency. Additional Cabin Attendants may use jump seat or seats in ladies'
Iounge/aft toilets provided the door to the aft cabin is fastened in open position. (Regarding seating position
in a prepared emergency landing see APL 6.2.1.),

04, DC-6B, USE OF STATEROOM BY CREW

On routes where the crew disposes of seats and/or berths in the stateroom, the crew disposes of the whole state-
room for rest, provided that the number of passengers(considering each class separately) does not necessitate the
use of seats and berths in stateroom, In such cases the sign on the door between the stateroom and the main cabin
should be turned to read CREW instead of STATEROOM, This should be done before the embarkation of passengers
Space in the stateroom not required for the crew may, however, when required be utilized for cargo.

Note: On SK g?0-975 ROM-TYO v.v. revenue passengers must not be seated in the stateroom,

\_ -ooo-
;i

I
N
{t
i
N

;
da
o
o
o
d
E

Effective: May 1?. 5?

APL/Rev. 14 lssue No.. z
,d
 tanztt yril rrrut/tEt tztma
AEROPIAilE TLIGHT TUIANUAT DC.5/68
COTIPANY TDITIOTI

GENERAI, OPERATION APL 2,2.I

A- Check Lists - Cockpit check list I (Normal Operating Procedures

Before First Toke-Off ....... (p or F/E) Toxiing

l. Driftooter OFF l. Ait imeters QflH___nb--,mb. sET & cHEcl(ED . P

2, 0xysen Masks llP 2lP FIE .. c0t{ r{ EcT ED 2. lieaters ... ott ......,..... F

3. Ground Power 0il 3. Hanual Prop.0peration... CHEC|(ED....... F

4. Generators OFF 4. Pitot Heat.. FIE ON

5" Cool ing Turbine OFF 5. Auto Pilot ..... OFF .......,,., FIE
6B 6. l,,lanual Prop" De-lcers ..... TIMER & OFF 6. l{in9 Flaps oyros....... ChECI(E0 ,,,..,. flE
7. 0verhead F i re Control Panel CHECI(ED 7. AYQ-6, I LS, A0f, First Course SET & CtlECl(ED . P
Prop. De-lcers OFF 8. Trim Tabs ... SET........,.. P

Elowers ". LOVJ 9. tleaters ..... .. CHECI(ED .... ,.. r/f

10. Hydraul ic Syotem ........." 0t{ t0" Flaps 20o.... 2oo sEr....,.. F/E
ll. Hydr. Pump Selector ...... ' BRAKE SYSTEI.{ I l. Check Lirt Completed

12, Supercharqorg EI{OAGED

t3, Emergency Rel ief Vsive '... r{0Rt{a L Before Toke-Off

I. Engr ne Run-Up .. COHPLETED ....;)
Before Storting Engines (r-rs p or F/E) a Props .... . .. .. .. FORy1ARD, I,1ASIER
I

l" rcu i t Breake16 ... .......

C i SET
No. 2, LIGllTS 0il1

2. Emergency Power ........... cl1ECKE0

3, l{ater lnject ion .......... Ott ...,........ I
4. Booster Punps .. AS REQU I RED . .. fF lE
s. Positioo Lights,. SET
q. Cabin Signs 0il
68 5. Auto Feathering . AS REQUTRED ... I
5. 0il
Coolers AUTOMAT I C
6. Mixture ..,.... AUTO ntCn ..... I

6. Cowl Fiaps P0s. [ 0PE]l 7" Carburetor Arr ........... COLD .,,.,,,,.)
7. Spark Advance TATE_OFF & CLIMB Y/ing & Prop. De-lcers.... AS REQUIRED... P

E. Main Fire Control Panel ".. CHEC(ED

9. Engine Fai lure Procedure (flaps 20o)
(Vl valid with tt/A Oil):
9. static Selectors l!P 21P., NORMAL

t0. Fuel Selectors TA (E-OFF POS. q2 q8

34 36 38 40 44 46
ll. Carburetor A i r .. ... .. ". .. . c0 L0 Ii 3;l I
t2. Ground Power 0x , vl 84 8r+ Eq 69 94 99 99 t03
I nverters SPLIT & CHECXED

14. Pitot Heat CHEC(EO & OFF u2 t00 103 t06 !09 ilr ltrl l16 il8
!5. Land in9 l-iEhts ............ RETR, CHECI(ED & OFF Corrections to v,: +l (Tl 1000 fT airport elevation
16. Hydr. & Emerg. Brake Press. clrEc x ED
+r+ l(I/ ll, uphill slope
17. tlrdraulic PumP .,. CHECI(ED
-rt l(T/ l% downhill slope
tE. Park i ng Erakes clt
vr
chtw AT
I 9.
TriE R STATIOIIS:
CreH Papers
"'
b' vz
(ilav. (it, Route llanuals, c. Gear up P

Iie8ther Report, Fl ight Plan' d. Feather

Li censes and Passports ) .. CHECI(ED ... .. . ... P e. Check L ist
20. Tank Quant it ies
(Fuel, ,.Ant i-icin1, 0il, 10. Controls CHECKED P

HrdrErfuic, l{/A, 0xygen),. ......... F/E ll. Flight & tngine lnstr.... P FIE
L. 21. Cabin Pressurs Panel ....,.
CtlECl(ED
SET I 2. COwl Flaps +4o
CHECKEO
40 SET FIE
22. Ground Locks . " REMoVED ..... .. .. P I 3. Check L i st Comp I eted

23. Eng i neer's Report ,..,., a/c ftEc!(E0

DbOR CIiECKED ,... FIE
24. Check List C I eted Climb
t. Land inq Lights nern., a crr.ll
Afrer Storting Enginer Rotating Liqht .. as.REQUtRE0...
l.0il Pressure3:
Water I nj ect i on . .., ,,. . ,.
Eng. & Superchargers ...... UP....,....."' r+. I nverters ;;;,;':::.::::.f, lE
2" Generators & Plane BatterY 0N
5. Coo) i ng Tu rb i ne N0RM41..,.....1
3. Sooster Pumps ..,......... . oFF le
.....,.....i
68 6, Auto Featherinq oFF
4. Hydr. Press. & Quant ity ... CHECKEo
7, Vacuum . CHECKED.......
r 68 5. Polar Path Selector..,.... AS REQUlRED.,..'
oFF....,,..,,' I

? FIE 8. tlydraulic Systen .

I
- 6. Gvrosyn & Fluxqate SET...""""" o ,. ... ' .
l{ i ng Check cHECI(ED P
p 7. WBM Otl B0AR0 P
t0. Alt imeterr---Db . SET & CHECKEO.
: E. Cabin RePort CLEAR .'."""" c/A - --mb P
N
N ll. Cabin Siqn. oFF..."....... FIE
i g. a/c Clear Siqnal RE0ElvEo
;
P
Check tist Completed
N I 10. !lecl Li6t codrpleted
6

o
f,,
I0

(more) Effective: Nov. 6.57

o
APL/Rev 148 lssue No
 GENERAL OPERATION

A- Check Lists - Cockpit 6heck list (Normal Operating Procedures) (cont'd)

Before Descenl After Londing

l. Altimeters Ql{H---nb---nb SET A CflECl(ED... P l. Cowl Flaps 0PEl{.........
2. Start l{arker ..........,.. SET ............. P 2. Gust Locks oil ........ ...
3. Spark Advance.........,.. TAKE-0FF & CLIMB F/E 3. l{ater I nj ect i on oFF ..........
4. Driftreter ....oFF...........,. F/E +. Booster Punps ............ oFF ..,,.. ....
5. l'4ags (llixture AR) "....... CHECl(ED ......,., rlE 5. Rotating Light oFF .......... Ir
6. Check List Comp ed 6. P i tot Heat ,.. oFF . ....... ..
7. }li nq & Prop. De-lcers .... oFF . .....,. ..
Before Londing 8. Flaps uP ...........
l. Blowers tor{ ,............ 9. Cabin Pressure ...D01{il,......... P

I 0. Check L i st
2. I nverters SPLIT I CHEC(EO.
3. Fuel Selectors ....,...... F0RIiARD ..,..,,..
4. Hydraul ic System 0il Ir After Porking
5. Hydr. Pump Selector...... BRAKE SYSTE},i .... l. Parking !rakes ,. oil............ P

6. Auto Pilot ............... oFF ,............ 2. Seat Belts oFF .... ,.....
68 7. Polar Path Selector.,.... AS nEQUlREo..... 3. Cowl FlaPs & 0il Coolers . orF......"....
8. AVQ-6 & Dimming 0ll ! SET P l+. Generators & I nverters ... oFF ,..........
Cab i n S isns 0ll ........,..... F/E 5. lilags ...... oFF...........
(Check List Completed to tllo. I to land') 6. Land i ng L i ghts . REIR. & OFF .',. lr
7. Cabin Heater . oFF . ,.... .. ,..
t0. Altimeters QilH---mb---mb SET & CHECI(E0... P
E. Fuel Selectors .........rr orF ...... .....
ll. Static Selectors llP 2lP. iloRMA1...,....., P
9. Prop. Master Switch....,. [14XUA1..,.....
Cabin Pressure .. CHECKED....,.... P

t3. Cool ing Turbine oFF ............. F/E

10. Carburetor Air .........., HoT ..........
ll. Radios oFF ........... P FIE
lt+. Check List Compieted to nGear Down'
I 2. llheel s cfi0ct(E0 ....... P

| / P ca I l6: GEAR ofil{ 13. Parking Erakes ........... OFF...,....... p

ts. ciar 0q.,,................oEAR col{ll{G Dolti FIE I 4. Ground Power ...... .,..... ON .. ..... ..... F/E
15. Check List Completed
l/P calls; CoI,IPLETE LAt{0 ltlc CHECl( LIST
t6. Nirture AUT0 R|CH....,.l
I 7. 24oO RPM .. ,. .. ... 2rto0 . .. ......,,. I

18. Green Lights ....,........ 0l{ ...........,..[it

19. Hydr. E Energ. Erake Pre66. UP ..,........... I

20. Hyd.. Quantity CHECI(ED...,....,

21. Brake Oper8tion CllECl(ED......... P
22, cul Flaps ............... SET (Mx. +qo) .;)
6B 23. l{ater lnjection AS REQU|RED....,}r/e
2tl. Carburctor Air ........... C0L0 .....,..,...)
25. Check List Completed
l(ote: l{hen throttling back, increase RPM-tights 0N

rI
.o
28,00 29,00 30, 00 3r,00
ta ,20 , 40 ,50 ,60 , ?0 ,80 , 90 30 ,,t0 ,50 ,60 ,70 ,30 ,40,50 ,60
N
N
;N 950 955 060 965 970 9€O 985 e90 995 i000 005 I r0 I 0 r5 1025 030 035 0a0
r r r I

a
!6
0

-ooo-
 fiOtDrt yrrt,rmrtt:J tztripu
ATROPTA}IE TI.IGHI ThA}IUAI. DC.6/68
COiIPAI{Y EDITIOTT

GENERAL OPERATION APL 2.2.2

Sheet 1
Check Lists - Expanded check list

01. GENERAL
The chief object of the Expanded Check List is to establish and explain the action to be taken in connection with
each item of the Cockpit Check List I (Normal Operating Procedures). In addition to these items, the Expanded
Check List also i.ncludes standard procedures for engine starting and engine run-up, Furthermore, it serves
the purpose of a list of references to pertinent basic instructions or deseriptions elsewhere in this APL or in
other manuals.
I'{ote: In this instruction "1/P" refers to the pilotingPilot andt'2fP" to the otherPilot, regardless of how they
are seated. Ref. FLO 3.2.1.

02. BEFORE FIRST TAKE-OFF

The items listed in this first part of the check list sha1l be performed prior to take-off from (l) originating
stations, (2) crew change stations (cockpit crew), and from (3) stations where the aircraft has been subjected
to maintenance in addition to normal line inspection (e.g. due to malfunctioning). Thus, these items need not
normally be performed at "through stationsrr with no crew changes.
(1) Driftmeter OFF

(a) Check that gyro is CAGED

(b) Check that start switch is OFF
Ref. APL 3.6.1. 05.
(2)Oxygen Masks llP zlP F/E ...., . CONNECTED

(a) Check that masks are connected to tubes,

(b) Check that connecting point rutrber gasket is in place.
(c) Check that supply tube is connected to regulator. '
(d) Check that microphone cable is connected.
(3) Ground Power ON

(a)Place battery master switch in BATT & GND PWR position (up).
(b)P1ace battery selector switch in GROUND POWER position (down).
(c)Check that indicating light is on.
(d)Check that voltage is 24*28 volts.
Ref. APL 1. 4. 3. 01.

(4) GUerators ....oFF

(a) Check that all four generator control switches are OFF (down)
(5) Cooling Turbine OFF

(a) Check that cooling turbine switch is OFF (down)

Ref. APL 3.6.3.
(6) DC-68 only:
Manual Prop. De-Icers ... TIMER & OFF.
I (a) Place circuit breakers in TIMER position (down) and cover with safety guards
(b) Check that selector switch is OFF (down).
Al
6l Ref. APL 3.6.5. 04.
AI
;
6{a
(7) Overhead Fire Control Panel . . CHECKED
o
o
d
(a) Push one test button at a time and check that corresponding red warning light comes on and warning bell
o
d sounds.
a
Ref. APL 3.6.6.

(more) Effective: Feb.25.5?

lssue l{0.. 1
 q

GENERAL OPERATION

Cheek Lists - ExP44ded check list; (cont'd)

(Before first take-off - cont'd).
(8)Prop. De-Icers ..'.... OFF'

(a)Check that propeller de-icer master switch is OFF (down)'

Ref. APL 3.6.5. 04"

(9)Blowers .......LOW
(a) Check that all four supercharger control switc'hes are in LOW position (down).
Ref. APL 3.3.2. 04.

(10) Hydrauiie System ..... ON

hydraulic system by-pass valve control lever is in down position (system ON).
(a) Check that
Ref. APL 3.4.1. 01.
(11)Hydr, Pump Selector .... ..'.BRAKE SYSTEM

(a)Check that emergency hydraulic pump selector control lever is in BRAKE SYSTEM position (forward).
Ref. APL 1.4.1. and 3.4.1.
(12) Superchargers . ENGAGED

(alCheck that both cabin supercharger clutch levers are in ENGAGED position (fu11 forward and down).,

(13)Emergency Relief Valve . .....,NORMAL

(a) Checkthat emergency cabin altitude control handle is in closed position (turned fu1ly clockwise).
Ref. .APL 3.6.3. 02.

03. BEFORE STARTING ENGINES

Items 1-18 to be checked byPilot or F/E, items 19-23 to be checked with crew at their stations.
(1)Circuit Breakers ... '....SET
t-
(a)Checkthat all circuit breakers on main and radio panel are ON.
(b) Check that all circuit breakers for booster pumps are ON.
(c) Check that.circuit breakers for inverters are ON. (Behind left pilot seat).

(2) Emergency Power CHECKED

(a) Place emergency inverter switch in ON position (down),

(b) Listen for normal 6ound from inverter.
(c) Look for start of erection of gyro horizons or disappearance of flag warning
Ref. APL L.4.3.
(3)Position Lights ....SET
(a)If needed, keep lights in "STEADYt' as long as aircraft is "on blocks".
Ref. FLO 7.7,5.
I
,a (4) Cabin Signs . ......oN
N
.\t
N
(a) Check that |tseatbelt" and t'no-smoking" switches are ON (up).
,; (5) Oil Coolers . AUTOMATIC
6!
o
o (a)Check that all four oil cooler switches are in AUTOMATIC position (up).
d
o Ref. APL 3.3. 5.
 tAnzr/JlYrrlrrrurJEt.JZtf;EJl

AEROPI.ANE FI.IGHT fiIA}IUAI. D(.6/68

(0ilPAI{Y tDtTt0il

GENERAL OPERATION APL 2.2.2.

Sheet 2
Check Lists - Expanded check list (cont'd)

(Before starting engines - cont'd)

(6) CowI Flaps . POS. & OPEN

(a)Check that all four cowl flap switches are in pOSITIONING (up).
(b) Check that all four cowl flap potentiometer controls are in fully open position.

(7) Spark Advance TAKE-OFF & CLIMB

(a) Check that al.I four spark advance switches are in TAKE-Otr'!. & CLIMB position (down) and covered
by guards.

.Note:The spark advance system is at present inoperative except for test purposes but wiII later on be put
into general use on all DC-6/68 aircraft.
(B) Main Fire Control Panel CHECKED

(a) Push aII fire selector handles and check that they are fully in.
(b) Check that CO2 release handles are in and sealed.
Ref . APL 1. 6. 6.

(9)Static Selector llP 2lP NORMAL

(a)Checkthat static selector valve switches are in "static pressure" position (up) and locked by spring
Ref . APL 3. 6. 1 . 02.

(10) Fuel Selectors . ..... TAKE-OFF POS.

all fuel tanh selector controls in full forward posi.tion.
(a) Place
Ref. APL 3.3.4.
(11) Carburettor Air. . COLD

(a) Place carburettor air controls in cold position (down)

(12) Ground Power ...oN

Ref. Item 02. (3) above

(13)Inverters..,. . .. SPLIT & CHECKED

(a) Place "CAPTAINS" 1left1inverter switeh in LOWER position (down) and other two in UppER position (up)
(b)With AC voltmeter selector switch check voltage (see selector placard),
Ref" APL 1.4.3.
't"- Pitot Heat
(14) .. CHECKED & OI.F
(a) Place pitot and scoop heater switch in ON position (up),
(b)With ammeter selector switch check amperage in aJ.I positions (see placard)
(c) PIace selector switch in L. PITOT & STATIC position.
(d) Place pitot and scgop heater switch in OFF position (down).
Ref. APL 3.6.5. 05.

(15) Landing Lights .RETR., CHECKED & OFF

I

N
(a) Place position control switches in RETRACT position (down).
6I (b) Switeh on left hand light and check voltage j.ndication.
N
6t Repeat same for right hand light.
; (c) Place all switches OFF.
d!
o
o (16) Hydr. & Emergency Brake Press CHECKED
o
(t
6 (a)Check hydraulic pressure, min. 1500 psi.
(b) Check emergency brake air pressure: DC-6 1b00 + S0 psi, DC-68 1000 + 50 psi

(more) Effective: Feb.25.57

lssue No 1
 GENERAL OPERATION

Check Lists - E>cpanded check list (cont'd)

(Before starting engines cont'd)

(17)Hydraulic Pump .....CHECKED

(a) iwitch on emergency hydraulic pump (switch up) and watch for hydraulic preasure increase on the brake
pressure gauge and listen for normal sound indication from pump.

Note: WithhydraulicpumpselectorinBRAKESYSTEMposition(ref.item02.(11)above),thepressure
increase will show up on the brake pressure gauge only.
Ref. APL 1,4.L,
(18) Parking Brakes .......oN
(a) Depress brale pedals, turn parking brake lever to ON position (aft) and release brake pedals
(b) Check that parking brake lever stays in ON position.
Ref. APL 2.3.2.
(19) Crew Papers
(Nav. Kit, Route Manuals, Weather Report, Flight PIan, Licenees and Passporte)
... . CHECKED P
o
(a)ZlP check that Irlavigation Kit, Route Manuals, Weather Report and Flight Plan are on board.
(b\2lP checks that all crew members have their licences, paesports (visa) and vaccination certificates.
(20) Tank Quantities
(Fuel, Anti-icing, Oi1, Hydraulic, W/A, Oxygen).....CHECKED, .,..F/E
(a) F/E inJorms Pilot-in-Command re fuel quantity in kgs (dipped and on instruments). pilot checks quantity
with flight plan fuel.
(b) F/E checks that oi1 quantity is sufficient,
(c) Anti-icing and W/A fluid tanks fu1l.
(d) Hydrauiic quantity gauge sha1l indicate NORMAL FLIGHT or above.
(e) Oxygen pressure min. 1500 psi.

Note: F/E should check the above before check list is read and be able to report all items correcfly.

(21) Cabin Pressure Panel ......s-ElT P

Ref . AFL 3. 6. 3. 02.

(22)Ground Locks. ....REMOVED..... P

(a) Pilot in left seat shall see a1l three gear locks displayed.
'I
(23) Engineer's Report ..., AIC CHECKED, DOOR CHECKED. . .,...F|E

(a) F/E has performed external and internal "walk aroundrr inspection of aircraft, including check of loose
equipment at originating stations and crew change stations.
(b) F/E has checked that proper entries have been made in A/C Technical Report regarding inspection
and actions taken concerni.ng technical remarks and informs 1/P about any important items on Briefing
Card.
(c) F/E has checked that Statistical Report, Fueling Order and Fuel Receipt are on board.
(d) F/E has checked that pitot head covers are on board.
(e)F'/E has checked door latches (ref. APL 3.2.L. 01.).
,o
6t
N (more)
6.1
N
t;
N
o
o
(,
d
o
 tt0llzttJUyrrl rrn rtEt tzt E t
AEROPI,ANT TI.IGHT TUIAI{UAI. DC.6/6B
COIIIPANY TDIIION

GENERAL OPERATION APL 2.2.2

S heet 3
Check Lists - Expanded check list (cont'd)

04. ENGINE STARTING

(1) Normal engine starting procedure (3-4-2-1)

tlP - zlP F.IF,

(a) Engine Selector - SET (a) Throttle - In position to give approximately
1000 RPM.
(b) Turn engine over with starter 12 blades. (b). .. .
(c)Call for ignition: "Contact". (c)Booster Pump - LOW ignition - BOTH
(d) Continue cranking, energize booster and (d)....
t* (e)
prime as required.
After engine fires, release starter switch and (e)Watch engine instruments. (Engine oil
continue to run on priming fuel only, until pressure should show almost immediately,
engine definitely smoothes out at approximately supercharger oil pressure min. 30 psi within
1OOO RPM, 30 seconds, )
(f) Call "Rich" and release prime switch when F/E
L ca1ls "Set".
(f) Mixture - AUTO RICH: Apply mj.xture smoothly
and then caLl r'Set[
(g) Adjust
throttle to hold 1000 RPM
Booster Pump - OFF
(h) (h)Generator - ON
Note 1: starter: 60 seconds. (Use stop watch to prevent excessive operation.
Maximum continuous use of
)
tf start, shut-down, return mixture to IDLE CUT-OFF, switch OFF booster pumps and
engine fails to
turn ignition oFF (after engine has stopped) and a1low the starter motor to cool for minimum two minutes .
If the engine does not start on the second try, a five minutes shut-down, is necessary to auowlhE-starter
to cool.
No!: If ground Power is disconnected after starting starboard engines, these engines should be run up
=2i
to 1150-1200 RPM before starting remaining engines.

(2) For complete starting instructions, refer to ApL 8.3.2. 01

05. AFTER STARTING ENGINES

(1)OiIPressures: Eng. &Superchargers.. .....UP. ...F'/E
(a) Check that engine and supercharger oil pressures are normal.
(2) Generators&PlaneBattery. ..ON., ,.,.F.lE
(a) Check that a1l four generators are ON (switches up).
L (b) PIace battery selector switch in PLANE BATTERY position (up)
Ref. APL 1.4. 3.
(3) Booster Pump. F/E
(a) Check that all booster pump switches are OFF (neutral position),
(4) Hydr. Press. & Quantity. .. CHECKED .. . .... .F/E
(a) Check hydraulic pressure, 2600-3100,psi.
I
(b) Check that hydraulic quantity gauge i.ndicates NORMAL FLIGHT or above.
Ref. APL 3.4.1. 01.
N
N (5) DC-68 only:
rO
Polar Path Selector .,,.AS REQUIRED .F'IE'
6l!
o
o (a) Set Polar Path Selector to position DG or COMP as required.
o Position DG: Ref. APL 3.6.2. 09.
rn
(D Position COMP: Ref, item (6) below

(more) Effective: Nov,1. b?

APL/Rev. 84 lssue No.. 2
 GENERAL OPERATION

Check Lists - Expanded check list (cont'd)

(After Starting Engines - cont'd)
(6) Gyrosyn & Fluxgate .sET..... P F,IE'

(a) Pilot in left seat adjusts g"yrosyn compass to correct setting (Check against Silva compass) and
checks that neither the cross nor the point is visible.
(b) F/E cages autopilot gyros (fluxgate) by holding autopilot caging switch in CAGED position for
approx. 2 seconds,
(c) Pilots check that MDI and repeater stabilizes in correct positions.
Ref. APL 3.6.2.
(7)wBM..... ,...ONBOARD P

(a) Pilot-ircommand orcrew member delegated by him checks figures on wBM.

(8)CabinReport ,..CLEAR ,.......ClA
' (a)Purser or Hostess informs 1/P regarding:
- Number of passengers.
- Cabin door checked (ref. APL 3.2.1. 01. )
- Cabin c1ear.
(9) A/C Clear Signal ..... RECEIVED. . . .. . P

(a)Fi1ot to receive "A11 Clear" signal from ground attendant.

{ote: It is of vital importance that this item is read off the check list and received before the taxiing
clearance is requested.

06" TAXIING
(1) Altimeters QNH mb mb SET & CHECKED P

(a) Set altimeters to actuat QNH.

(b)Check indication with elevation of parkinq place +1S ft (+5 m).
The difference must not exceed f 65 ft (i ZOm;.
(c) 1/f checks his reading with 2lp instrument.
Ref. FLO 3,1.4,
(2)Heaters .,.....ON. .,,,.F1r,
(a) Srvitch on cabin heater and airfoil de-icers (switches up),
(b) Start cabin heater by turning wlndshield heat selector to:
DC-6 OoC to -20oc, DC-68 0'c to -4ooc,
(3) Manual Prop. operation . .. ... CHECKED... . .. . FIE,
all four toggle switches in DECREASE RPM position until min. RPM lights come on.
(a) Hold
all four toggle switches in INCREASE RPM position until max. RPM lights come on,
(b) Hold
Ref. APL 3.3.3.
(4) Pitot Heat . . ON .. . ....F/E
I
.o
m
pitot and scoop heater switch in ON position (up).
(a) Place
N
Ref. APL 3.6.6. 05.
N
N
6 (5) Auto Pilot .. oFF. . .. . ..,..F/E
N
O autopilot clutch handle is in OFF position (down)
(a) Check that
o autopilot control handle is in neutral position.
(b) Check that
d Ref. APL 3.6.2.
a

(more)
 tutDrt vrrt rrn rtEt tztlat
AEROPIAilE TTIGHT MAilUAt D(.6/68
coltlPAltY tDlfl01{

GENERAL OPERATION APL 2.2.2

Sheet 4
Check Lists - Expanded check list (cont'd)

(Taxiing - cont'd)
(6) Wing Flaps - Gyros CHECKED, FIE' P
F/E places wing flap control handle in fulI down positlon and then in ful1 up posi.tion and checks flap
(a)
position indicator and hydraulie pressure.
Ref. APL 3.2,2.01.
(b) Pilots check:
- That gyrosyn and RMI show approximately the same heading after turn out from ramp.
- That gyro horizons start to level out,
- That electrically driven turn-and-bank indicator reacts to smooth turn or to momentary pressure
applied to corner of instrument panel (instrument should show deflection and return to neutral when
pressure is released).

Note: Air driven turn-and-bank indicator is inoperative until aircraft is airborne.

(7) AVQ-6, ILS, ADF, First Course . SET & CHECKED. P

(a) Turn on AVQ-6 radio altimeter by ON-OFF knob on left indicator (Check light and dimming)
Ref, APL 3.5.2. 06.
(b) Turn on ILS. Check signal and indication.
(c) Tune and check ADF's. Ref. APL 3,5.2. 01.andFLO 3.2.3.
(d) Set first course on Silva compass.

(8) Trim Tabs .,SET. P

(a) 1/e checks that all trim indicators show zero position.
(9) Heaters CHECKED. F/E
(a) Check increase of temperature to apprnximately 50oC for all heaters, then switch them off.
(b) Set windshield heat selector to prevailing OAT.
(10) Flaps 20o ... .. , .2OO SET ..F,IE.
(a) Place wing flap control handle in 20o position and check correct setting on flap position indicator.

L
07. ENGINE RUN-UP
The following pre-take-off engine and propeller checks sha1l be performed with aircraft in run-up position
(park into wind in an area clear of stones, etc. i.f practicable):
(*
(1) Automatic Propeller Operation F'/E
N. (a) - for 1600 RPM
Set throttles .
- Master lever fully forward.
- Lights on.
(b) - Select Master No, 3.
- Move master lever ful1y backward and check that RPM decreases to approximately 1200 RPM andthat
lights come on.
(c) - Select Master No. 2.
I
- Move master lever s1ow1y forward until RPM increases to approximately 1400 RPM
5N - Move master lever fully forward anC check that RPM increases to 1600 RPM and lights come on.
N
N
N
(2) Manual Feathering F/E
; Need not be tested if autofeathering is to be tested (ref, item (4) below).
6l
o
oN (a) With a1I engines set at 1600 RPM, test one propeller at a time as follows:
@
- Push feathering button and let RPM drop 200-300 RPM.
$s - Pull feathering button out to neutral position and check that governor returns RPM to 1600.

(more) Effective: Nov.1 .57

APL/Rev. 85 lssue No 2

l
 GENERAL OPERATION

Check Lists - Expanded check list cont -d)

(Engine Run-up * cont'd)

(3)EngineCheck. ......P I,/E

Check one engine at a time, beginning with No, 1. Other engines throttled back'

Note: Oil temp. must be minimum 40oC for run-up,

1a) Pilot (left: eng. 1 & 2, right: eng, 3 & 4, ) increase MP to field pressure'
(b) tr'/E checks engine readings (ref. APL 3.3.1. 02):
- CHT and oil temperature (Nos. 1 & 4 superchargers oil temperature)
- Fuel and oi1 pressure (Nos. 1 & 4 superchargers oil pressure)
- FF and BMEP \-
- RPM
(c)F/nchecksmagnetosinfollowingorderandnotesRPMandBMEPdrop(ref. APL3.3. 1. 02'):
Both - Left - Both - Right - Both.
\!g: The switch shall be kept in each position at least 2 seconds.
(d)Pitot(Ieft: eng.2,3P.4, right: eng.1)throttlesbacktol000RPM, unlessautofeatheringistobe
tested as per item (4) below,
N- Note: After engine run-up is completed keep min. 1000 RPM to prevent spark plug fouling while taxilng
I6-Tike-off position.
(4) DC-68 only:
AutomaticFeathering ..p F/E
Autofeathering shalL always be tested when ON for take-off. Autofeathering shall be ON when required for
take-off performance and for aII take-offs from originating stations on',overseas,,flights,

l{ole: To check if A/p ls required use the following rule-of-thumb

Maximum take-off weight wilhgut Ai F . maximum take-off weight with A F- 2000 For accurate weight
planning see Gross Weight Chart,

(a) Test one propeller at a time, directly following engine check (item (3i above).
(b) F/E moves autoleather switch to RESET and then to ON (check green lights on) and calls "reset and on"
(c) F/E holds test switch ON whilePilot reduces MP until F/E calts "red light on" (1600 RpM - ?0 BMEP)

Note: MP should be reduced slowly when approaching ?0 BMEP.

(d)When the 3 green lights of propellers not being tested go out (after 1 3/4 sec, ) F/E releases test
switch and calls "feather".
(e) F/E puIl out feathering button when RPM has dropped 2OO-300 and ca1ls 'toff".
(f) Check RPM increase to about 1600 RPM before reducing power,
(g) Throttle back.
Note: Both Pilots should check instruments during engine and automatj.c feathering checks, Onepilot
should inspect engines visually during magneto check and also inspect visible part of wing for loose caps
and leaks.

08. BEI'ORE TAKE-OFF

(1)Engine Run-up ... COMPLETED... . .. .. .. .F/E
(a) F/n informs 1/P about any abnormal indications observed during engine and propeller checks.

Note: In case of prolonged ground operation (e, g. when hoiding for take-off clearance), run up engines
."ery tO minutes to 8" above field pressure for 10-1b seconds.
I
,o
$ (2) Props .. FORWARD, MASTER No.2, LIGHTS ON ... . ."F/E
N
N
N (a) Check that propeller master control lever is in full forward position and check that green indicator
6
N lights are on.
(b) Check that propeller master engine selector switch is in No. 2 position,
o Ref. APL 3.3.3.
a

(more)
 nil0rlJUYrrlrrrurlryeJilrrUt
AEROPTA}IT FTIGHT ThAilUA[ DC.6/68
COIhPAIIY EDITIOI{

GENERAL OPERATION APL 2.2.2.

S heet 5
Check Lists - Expanded check list (cont A)

(Before Take-off - cont'd)

(3)Water Injection

(a) Switch on all four W/A pumps (switches up) and eheck that green lights itluminate.
(b) Check W/A pressures.
Ref. APL 3.3.2. 02.
(4) BoosterPumps ...ASREQUIRED. .,...,F'18
(a) Booster pumps shal1 be switched on (LOW)
(, - When OAT ie above 1SoC,
- When aircraft has been eubject to strong heating from sun,
- When airport elevation is above 2500 ft.
Ref. APL 3,3.4. 05.
(5) DC-68 only:
Autofeathering AS REQUIRED ..., ... F/E
(a) Autofeathering shall be ON (switch up) when required for take-off performance and for all take-offs
from originating stations on "overseas" flights.
Note: Autofeathering must always be tested when ON for take-off.

Ref. APL 3.3.3. 02

(6) Mixture ...AUTORICH. ....F lE

(a) Check that all four mixture control handles are in AUTO RICH position (fuIly up) and locked.
Ref. AFL 3,3.2. 03.

(7)CarburettorAir .. COLD .,.F/E

(a)Check that all four carburettor air control handles are in COLD position (fully down).

(B)Wing & Prop. De-Icers ..AS REQUIRED.. ......P

(a)If weather conditions require, switch on de-icers
Ref. APL 3.6.'5. 03. and 04.
(9) Engine Failure Procedure
(a)2lP informs 1/P regardinS V1 and V2 according to table in check list.
Note: Use V1 for max. take-off weight for actual runway and aetual conditi.ons or VA if lower.
(V2 shall always be determined for actual take-off weight)
Ref. FLO 3. 1. 1.
(b) 1/P repeats V, and V, and rest of engine failure procedure.
Ref. FLO 3. 2.4.' 04.

(10) Controls ... P

N
(a) F/E disengages gust lock lever and secures it in horizontal position.
(b) !./E stows gust lock retaining handle on side of pedestal.
HN- (c) Captain checks all controls for fully free movement in all directions.
N Pilots check adjustment of rudder pedals.
(d) Both
N
N Ref. APL 3,2.2.
;
Ct (11) Flight & Engine instr. . .... CHECKED . P
o
o
o (a) Pilots check all flight instruments.
d
o (b) E./E checks all engine instruments.

Note: Observe CHT limits for take-off,

(more) Effective: oct. 1.57
APL/Rev. 122 lssue l{0.. 3

\
 GENERAL OPERATION

Check Lists - Expanded check list (cont'd)

(Before Take-off - cont'd)

(12) Cowl Flaps + 40 . . .. . ..4o SET ...FlE'

(a) Set all four flap potentiometer controls at +4o position.

09. CLIMB
(1) Landing Lights RETRACT & OFF ..F/E
(a) Place position control switches in RETRACT position (down) for min. g seconds and then to oFF
position (neutral).
(b) Switch OFF. both lights.

(2) Rotating Light ....

AS REQUIRED ..F/E
if required (check with 1/p).
(a) Switch ON

(3)Waterlnjection OFF ....,..FlI.

(a)Check that W/A pumps have been switched OFF.

Note: w/A shall be switched oFF immedielll5&gl reduction to climb power (check that green lights
out, FF increases and W/A pressl;;;i;oj)-:- go
Ref, APL 3.3.2. 02.
(4)Inverters.... UPPER .. ..F/E
(a) Place "cAprAINs" lleft; inverter switch in uppER position ( same aa other two).

(S)Cooling Turbine NORMAL . ..... ..F/E

(a) Switch to NORMAL position (up).

(6) DC-68 only:

Autofeathering . oFF . . ..F/E
(a) Switdr ta OFF position (neutral).

(7) Vacuum t

(a) Check that vacuum pressure is Z t O. 2" Hg,

(8) Hydraulic System
(a) Place hydraulic system by-pass varve contror lever in up position (eystem oFF),
(b) Place landing gear handle in NEUTRAL posi.tion,
Ref. APL 3.2.3. 01.

N (9) Wing Check CHECKED

I

6 (a) Check visually for fuel and oi1 leaks.

N
c\l
(b) Check visually for engine vibrations.
g\t

;
N
(10) Altimeters _ mb .- mb .. ... .SET & CHECKED ...... p
o
o
Pilots set and check their respective altimeters.
(a)
o Ref. FLO 3.1.4.
cn
o
(11)Cabin Signs . oFF .... ....F/E
(Check with 1/P).

(more)
 rufiDr/ArYrrl rrRlrlEt tAtfE l
AEROPI.ANT TTIGHT ITTANUAL D(.6I68
c0ilPAilY tDtlt0il

GENERAL OPERATION APL 2.2.2

Sheet 6
Check Lists - Expanded check list (cont'd)

O1O. BEFORE DESCENT

(1.) Altimeters QNH _ mb mb ... .. . . . SET & CHECKED . .. ...... P

Pilots set and check their respective altimeters

(a)
Ref, FLO 3.1,4.
(2)StartMarker .... SET. P

(a) Piiot in right seat sets start marker as required.

.t
Ref. APL 3.6.3.
(3) Spark Advance , TAKE-OFF & CLrMB..... r/E
(a) Ensure that all four spark- advanee switches are in TAKE-OFF & CLIMB position (down) and covered
with safety guards.
.{-_ (4) Driftmeter OFF ..F/E
(a) Gyro CAGED
(b) Start switch OFF
Ref. APL 3.6.1. 05"

(5) Mags (Mixture AR) CHECKED r/E

(a) Place mixture controls in AUTO-RICH position.
(b) Check magnetos in following order and note RPM and BMEP drop:
Both - Left - Both - Right - Both, (Keep switch in each position at least 2 seconds)

Note: Magneto check shall be performed before descent in I{IGH or LOW blower as the case may be. If
excessive BMEP-drop is obtained, make note in A/C Technical Report and perform extra magneto eheck
after landing if practicable.

U11. BEFORE LANDING

(1)Blowers .......LOW ...F/E

L
(a) Check that blower switches are in LOW position (down).
Ref. APL 3.3,2. 04.
(2) Invertere ....SPLIT & CHECKED ,,F,II.
(a)P1ace "CAPT.&INS" lleft; inverter switch in DOWN position.
(b)With AC voltmeter switch check voltage (see selector placard).
Ref. APL 1. 4. 3.

(3) Fuel Selectors FORWARD.,... .. .. . F/E

fuel tank selector controls in ful1y forward position (i.
(a) Place al1 e main tanks on, cross feed off and in
DC-6 aux. tanhs off.)
(b)AJGitank change, check for normal fuel pressure.
I

@ Note: Engines should be supplied from their main tanks when terrain clearance is below 1000 ft.
N Ref. APL 3.3.4.
eil
AI

;
(tE
(4) Hydraulic System .. ... O N ... . F/E
(a) PIaee hydraulic system by-pass valve control lever in down position (system ON)
o (b) Check hydraulic pressure (2600-3100 psi).
d
o (c)Cheek that hydraulic quantity gauge indicates NORI\IAL FLIGHT or above.
Ref. APL 3.4.1. 01.

(more) Effective: Feb.25.57

lssue No.. 1
 GENERAL OPERATION

Check Lists - Exrl anded check list (cont'd)

(Before Landing - cont'd)

(5)Hydr. PumpSelector.... ......BRAKESYSTEM. ..b.lh-

(alCheck that emergency hydraulic pump selector control is in BRAKE SYSTEM position (forward)
Ref. APL 1.4.1. and 3.4. 1.
(6) Auto Pilot .oFF .. FIE
(a)Disengage the autopilot unless required for an autorna.tic approacLr with DC-6ll
Ref. APL 3.5.2. 010"
- Check that autopilot has been disconnected with r€Lease button. lr
- Place autopilot clutch handle in OFF position (down)
F,ef. APl, 3.6.2.
(7) DC-68 onlv:
Polar Path Selector. . . .
".AS REQUIRED. ....".t/L 6/F
"1
(a) SetPolar Path Selector to position DG or COMp as required.
ttef. APL 3.6.2. 09.
(8) AVQ-6 & Dimming . ..ON&SET p

(a) Turn on AVQ-6 radio altimeter by ON-OFF knob on left indicator.

(b) Check Iight and set dimming.
Ref. APL 3,5.2. 06.
(9) Cabin Signs . .

(a) Place both cabin sign switches in ON position (up).

(10)Altimeters QNH.-- mb __.*- r:rb...,SET & CHECKED P

(a) Pilots set and check their respective altimeters.

Ref. FLO 3.1.4.
(11)Static Selecrors tlP 2lP .NORMAL,.. D

(a)Check that the static seleetor switches are locked in "static pressure" position (up)" a
NglS. If there is any reason to believe that the static intakes have i.ced up (ref, altimeter check) check
altimeter readings on italternate sourcer' (down),
(12) Cabin Pressure . .. . .. CHECKED .

(a)Pilot i.n right seat cheeks that differentialpressure is below 1.8 psi.
Ref. APL 3.6.3. 02.
(l3)CoolingTurbine .OFF.. ...F/E
(a) Switch to OFF position (down).

(14) Check List Compteted to ilGear Down",

I
(15)GearDown. ..,..GEARCOMINGDOWN ..I"ll.
6l
N
N ia) Depress landing gear control handle and move it directly to DOWN position.
Ref. APL 3.2.3. 01.
;N
O
(16)Mixture ..AUTORICH. ...F,/E
o (a)Place all four rnixture control handles in AUTO RICH position (fulJ.y up and iocked),
d
o Ref. APL 3.3.2. 03.

(rr ore )
 frrl0ttUrt4lrJrrnlrlt:Jtzlri8rJ
AEROPTA}IE TTIGHT ilIA]IUAt D(.6/68
(oilPAltY EDtil0lt

GENERAL OPERATION APL 2.2.2

S heet I

Check Lists - Expanded check list (cont'd)

(Before Landing - cont'd)

(17) 2400 RPM .. 2400 ... .F/E
(a) Move master control lever s1owly forward until reaching 2400 RPM,
(18) Green Lights r'IE
three green landing gear indicating lights are
(a) Check that the on.
Ref. APL 1.2.3.05.
L (19) Hydr, & Emergency Brake Press uP...... ......F/E
(a) Check hydraulic pressure, 2600-3100 psi..
(b) Check that brake system pressure is normal.
(c) Check emergency brake air pressure: DC-6 1500t 50 psi, DC-68 10001 psi.
L
SO

(20)Hydr. Quantity . CHECKED

hydraulic quantity gauge indicates NORMAL FLIGHT or

(a) Check that above
Ref. APL 3.4.1. 01.
(21) Brake Operation CHECKED P

(a) 1/P depresses brake pedals momentarily,

(b) Watch for momentary hydrauiic pressure drop followed by return to normal pressure
(22)Cowlflaps. ....SET(max. +4o) ,...F-lE
(a) Set cowl flaps as desired, but max. +4o (performance requirement for pult-up at late stage of approach)
(23) DC-6B only:
Water Injection AS REQUTRED. .... .. . ...F/E
(a) - With CB 17 below 39000 kg and below 3000 ft elevation W/A - OFF
- With CB 17 above 39000 kg or above 3000 ft elevation or with CB 16 normaUy W/A - ON, However,
if in order to save W/A ftuid it is desirable to land without use of W/A, check max. permissible landing
'veight in ApL 4.8.2.
N Note: The unmodified DC-6 does not require wet power for weights below 35380 kg at airports below ?000 ft
elEii-tion.
The modified DC-6 does not require wet power for weights below 36290 kg at airports below 6000 ft
L elevilGnl--EeTllPr, 5. 1.1. for Iist of modified A/c.
(b) If W/A is used perform as follows:
- Switch W/A pumps ON one at a time and check that green lights illuminate.
- Watch FF and BMEP indication
- Cheek W/A indicators for normal pressure
- Make sure W/A supply is sufficient
Ref. APL 3.3,2., 02.
Remark: At ail DC-6 and DC-68 3-engine approaches W/A shall be used if available.

(24) Carburettor Air coLD ...... .F'Ir,

I

F. (a) Check that all four carburettor air control handles are in COLD position (down).
C\l
C.l
N Note: Immediately after throttling back for landing move propeller master control lever full forward and
;
c{
iurn all four cowl flap potentiometer controls to +4o in order to be prepared for an eventual puIl-up
o requiring fuII take-off power.
o
a
d
6

(more) Effective: Jul.10.57

APL/Rev. 3? lssue No.. 2
 GENERAL OPERATION

Check Lists - check list (cont'd't

012. AFTER LANDING

(1) CowI flaps . . OPEN FIE,

(a) Turn all four cowl flap potentiometer controls clockwise to fully open position. 5:

(Z)Gustlocks. .ON.. .......F/E

(a) 1/P neutralizes all flight controls.
(b) F/E engages and secures gust lock.
Refer APL 3.3.2. 02.

(3) Water injection OFF.. .....F.lE'

(a) Switch all four W/A pumps OFF and check that green lights go out.
(4) Booster pumps OFF r/E
(a) Place all booster pump switches in Otr"tr' position(neutral).

(5)Rotatinglight.. ....OFF. .......F/E

(a) Switch OFF rotating light.
(6)Pitotheat.. OFF.. ...... F/E
(a) Place pitot and scoop heater switch in OFF position (down)
Refer APL 3.6.5. 05,

(7)Wing and Propeller De-icers. ..OFF...... .. F,IE

(a) Check that airfoil de-icer switch is OFF (down)

(b) Check that propeller de-icer switch is OFF (down)
(8) Flaps

(a) Place wing flap control in UP position.

(b) Check flap position indicator for zero indication,

(9)CabinPressure .., DOWN ,..., P

(a) Pilot in right seat checks that cabin differential Dressure is zero.
(b) Same Pilot carefully opens his side window to neutralize presaure completely

013. AFTEh PARKING

(1) Parking Brakes . P

(a) Pilot in left seat depresses brake pedals, turns parking brake lever to ON position (aft) and releaees
I
brake pedals
.o (b) Checks that parking brake lever stays in ON position.
F.
N
N
N
(2)SeatBelts. OFE.. .....F/E
;
N (a) Switch 'rseat belt" sign OFF (down).

o (3)Cow1 Flaps&Oil Coolers OFI... ....,I.18

d
a
(a) Place all four cowl flap switches in OFF position (neutral).
(b) Place all four oi). cooler switches in OFF position (neutral),

(more)
 fiJflOrtkrlrrl rrRlr/JeJ tAir&rl
ATROPTAilI THGHT TTIA]IUAT DC-6/68
(0ilPAr{Y rDtlt0I

GENERAL OPERATION APL 2.2,2

Sheet A
Check Lists - Expanded check list (cont 'd)

(After Parking - cont"d)

(4) Generators & Inverters..,.. ,,.,O!.F. .,...,F|E'
(a) Place all four generator switches in OFF position (down),
(b) Plaee aII three inverter switches in OFF position (neutral),

(S)Mags .,..OFF ...... Ftq

(a) Check that all four magneto switches are in OFF position.
(6) Landing Lights
'L (a) Switch OFF both lights.
(b) Place position control switches in RETRACT position (down) for min, 8 seconds and then to oFF
position (neutral),

(7) Cabin lleater .

L (a)Switch cabin heater OFF (srvitch down)

(8) Euel Selectors . , OFF ..

.,
.F'lE,
(a) Place main fuel selectors in OFF position (fully aft)
(9)Prop. Master Swltch ..,.. MANUAL ... ...FlE
(a) Place maater engine selector switch in OFF position (neutral).
(10) Carburettor Air
(a) Place aLL four carburettor air control handles in lror position (up)
(11i Radios . . oIrF .. ..... .....P F/E
(a) Pilots switch off alL radio controls on pedestal.
(b) F/E switches off master radio circurt breakers.

l{ote: On through-stations the MASTER RADIO srritch may be placed OFF instead of (a) and (b) above.
t\-
(12)Wheels ..CHOCKED .........p
(a) Await signal from ramp personnel that wheel chocks are in place.
(13) Parking Brakes .
L, . ..OFF P

(a) Pilot in left seat depresses brake pedals and checks that parking brake handle returrra to the OFF
position.

(14)Ground Power ON r/E

(a) P1aee battery selector switch in GROUND POWER position (down).
(b) Check that voltage is 24-28 volts.
Note: If no power is required, place battery and ground power switch in OFF position (down),
t
c\ Irlgle: Before F/E leaves aircraft, he shall. disccnnect circuit breakers with green indieation marks, except
N at short ground stops,
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Effective: Feb.25.57
lssue l{0. 1
 M/UDrtJr?Trl rrmrlE tlr?iB;
AEROPIA}IE ITIGHI TA}IUAI. DC-6/68
(0t[?AnY rDrltoil

GENERAL OPERATION APL 2.3.1

Ground Operation - Taxiing

Use the lowest possible RPM during taxiing in order to save the brakes, but do not operate below the generator
cut-in speed which is 900-1000 RPM, Use preferably 1000-1200 RPM which wil] prevent the forming of carbon
and lead deposits on the spark plugs, with subsequent ignition trouble.

When the Pilot in the Ieft pilot seat operates the nosewheel steering control wheel, the Pilot in the right pilot
seat shall always handle the flight controls if these are not locked.

A constant, steady pressure should be applied to the steering wheel to turn the nosewheel. Additional pressure
appiied to the wheel will not result in a great or more rapid reaction of the nosewheel. Avoid tight turns at high
speeds, as the directional stability of the aeroplane resists turning, and ffieway slipping of the nosewheel will
result, Maximum turn should only be made with very low speed.
L Use the brakes for decreasing speed and for stopping, but not for steering. If the steering system fails, however,
the aeroplane may be manoeuvred by use of the brakes and differential engine power.

Leave the nosewheel in the centre position when the aeroplane is stopped.

L The fLight controls should be locked during taxiing by using gust locks

Any tendency for the aileron control wheel to move during ground operation with gust locks on should be ignored
or if resisted should be limited to holding the wheel in neutral, as the control system will permit compounding of
loads even though the preloaded tab spring does not normally permit aileron tab movement.

Greatest caution should be taken when taxiing on icy or slippery runways, Extreme caution ehould be used in the
application of brakes while taxiing in reverse. Hold the control surfaces in a neutral position, if the gust locks
for some reason are not uged. Avoid ruts, soft ground etc,, lrhich cause sudden deceleration or require high
porrer. These conditions may cause the aEroplane to pitch back on the tail.
The aeroplane should normally not be taxied without running inboard engines as the outboard engines have no
hydrpulic pumps.
One of the features of the air conditioning system is the supplying of air from the cabin superchargers during
taxiing. In hot weather this is particularly attractive to passengers in that they immediately obtain relief in
the form of air from the cold air outlets upon starting of the engines, during taxiing and upon Ianding during
taxiing to the ramp.

The general practice of shutting down the outboard engines immediately upon landing, however, algo shuts down
the cold air supply to the cabin and can cause considerable discomfort to the pas8engers.

Unless special reasons make it advisable to shut down the outboard engines, aII four engines should, therefore,
be utilized hot weather op-.ration

Note: In order to avoid overloading of the cabin superchargers, the COOLING TURBINE switch should always
L UJin ttre OFF position during ground operation.
When landing rn extremely cold weather, it is advisable to keep a1I four engines running during taxiing to avoid
unnecessary coollng down of the outboard engines.

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Effective: Feb.25.5?
lssue No.. t
;]:i
 fr rflDrlJrlrrlUrmrl$tZJrAU
ATROPtAl{t TTIG}IT TNAilUAI. DC.6I6B
(ofrlPAltY EDrr!0il

GENERAL OPERATION APL 2. 3,2

Ground 9per?tion _-_Igf!1rtg

01. PAH,KING BRAKES

To set the parking brakes, always depress the brake pedals first. Then turn the parking brake Iever to the
locked (ON) position. Release the brake pedals while holding the. parki.ng brake lever in position, Freedom
of movement of the parking brake lever indicates that the brakes are in the parked position. Depressing the
brake pedals releases the parking brakes, allowing the parking brake lever to return automaticalLy to the
OFF position.

Do not engage the parking brakes during flight.

L 02. PARKING AND CABIN HEATING

Due to the short dj.stance between the ground blower air intake and the cabin heater exhaust outlet, it has been
found that with a wind direction from starboard, the exhaust from the cabin heater follows the bottom of the
wing and is picked up by the suction of the ground blower. Thus the cabin is filled by ail which may contairr
L. carbon monoxide. As this is a noxiol.rs gas, it is extremely important that the aircraft is parketi in such a
position that this will not happen.

If the cabin heater is to be used, check that the wind direction is from to starboard or from nose tail
U it is not possible to place the airc a a or an muBt
be ueed instead of the cabin heater.

\-'

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Effeetive: Feb.2b. S?
lssue No. 1
 fr rlottJr'rUl lrAIrlCJ .ilt D;
AEROPTANE FTIGHT MAilUAt D(.6I68
COTPAXY TDIIIOT{

GENERAL OPERATION APL 2.4.r

Flight Operation Under Normal Conditions - Take-off

Note: In this instruction 1/P refers to the piloting pilot and,zlp to the other pilot

01. GENERAL
(1)The different take-off powers allowed are stated in APL 3.3.1., 02. w/A-injection should normally
be used for take-off.

(2)The rudder should always be the primary means of controlling the direction on the runway, the nose-
L wheel steering being installed mainly to give positive control during taxiing, and at 1ow speeds at
whieh the rudder control alone is insufficient.
Use the nosewheel steering to assist the directional control during take-off until the rudder control
becomes effective, The nosewheel steering should not be us€+'at speeds above 60 knots.
when l/P is seated in the left seat the 2lP shaLl handle the control column until the control is taken
over by the 1/P.

Note: Great caution must be exercised when using nogewheel steering on slippery runways (Refer. to
rr-o s. r. s.1.

(3)Alwe.ys. use V1 for maximum take-off weight for actual runway and actual conditions or V2 if lower (V2
shall always be determined for actual take-off weight) Ref, FLO 8.1.1.
(4)The F/E shall adjust the take-off power ordered by the 1/P and shall also watch the engine instruments
closely.

(5)The aircraft sha11 not be lifted off below V2.

(6)At all take-offs 20o flaps shall be used. Regarding V2 see Cockpit Check List I or ApL 4,2.5.
(7)Aiways maintain full power until gear is up,. When at safe height above obstacles wing flaps should
normally be raised at rated power fiom 20o to 10o at 130 kts and from 10o to Oo at 1AO kts. At
160 kts set climb power,

When taking off from airfields with high elevation and/or high OAT, full power may be maintained longer
(max.- 2 min. ) and wing flaps may be taken up before 140 kts is reached in order to increase the climb
perfoimance of the aircraft, However increase IAS one knot above V2 (for take-off flap and actual grose
weight) for each degree of flap retraction.
(8) Take-off with 0o wing flaps is restricted.

(more)
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EffecUve: Sep.12.57
APL/Rev. 108 lssue N0..3
GENERAL OPERATION

Flight Operation Under N,ormal Conditions - Take-off (conttd)

02, WIND LIMITATIONS

(1)Crosswind limit
Maximum allowed crosswind component for take-off: 20 knots.

Note: Maximum allowed cross wind component in gusts: 26 knots

(2) Tailwind limit

Maximum allowed tailwind component for take-off: 10 knots C
(3)Wind Limit Diagram

Goss wrnd lrrnii t Cro* wind limit

Idind
x x
o
(\I

& M
(o
AI

Tail wind limit

Note Velocity and direction of wind should be checked with the Tower in each separate case.

-oOo-

$i
 nlJOrtZrYrrlrrrurlt:Jtfi7i8rl
AEROPTATIE TI.IGHI TIA]IUAI. D(.6/68
cotPlltY IDtlt0lt

GENERAL OPERATION APL 2.4.4.

Flight Operation Under Normal Conditions - DeBcent

01. The speed for descent should be chosen with regard to circumstances. However, do not exceed normal
operating limit speed.

Observe speed restrictions with regard to turbulence

02. Set power and mixture in accordance with APL 3.3.2

L t.
F

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Effective: Feb.25.57
lssue No 1
 C

h
 n/JOrturtlrrt rrruttE tajra,
ATROPI.A}IT FI.IGHT ThA}IUAI D(.6/68
cotPAIY tDtltoil

GENERAL OPERATION APL 2.4.5

Sheet 1
Flight Operation Under Norma1 Conditions - Approach

01. STANDAR,D INSTRUMENT APPROACH PATTERN

AlLengines operating

Note: Power settings are given for 40 tons, sL, no wind and normal glide path angle
ZTW. They should be varied with weight, wind, glide path angle, airport elevation
and temperature,

Corrections

L Weight: decrease 1," for each 2 tons below 40 tons

wlnd: lncrease r for each 10 knots headwind on gp or v.v. for tailwind
Gp angle: dec.."se L" for each 1/4o steeper gp above 2 l l2o or v'v. for flatter gp

2. Holding 1. Descent from flight altitude

Gear and flaps up Gear up
Power setting for holding Start !'Before Landing Check Listrl
Descent decrease 5" Re to holding speed

Pull-Up
3. Outbound "Puuing up"
5GF-to'r
t1266g-39rr
"Fuu power"
(Ievel Liear up il
Descent decrease 5" "Flaps 20"
140 KT "Rated power"
130 KT: "Flaps 10"
140 KT: "Flaps up"
150 KT: "Clirnb Power'
lt
"cIimb

q-
4. After procedure turn 5. Reaching glide When notcontact at
path or low cone min. alt. + 50 ft tons
'Geai down" rFlaps 30ii- .ps Fuli
"2400-35" (Ievel flight) "3?" 1=s11.r proie-
ilComplete Landing t'30tt dure turn configu- 105 KT (Min. Flaps FuII'
Check Listrl (=decrease 5") ration + 2r') 100 KT) over 110 KT (Min.
130 KT Level out the fence 105 KT) over
Flaps 20 the fence
'Flaps 40" .N
140 KT Gear down 130 KT
I 115 KT (Min.
110 KT) over
6
.ir
the fence
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Effective: Jun. 3. 57
APL/Rev.15 lssue N0..2
 GENERAL OPERATION

Flight Operatio4 Under Normal Conditions - Approach (cont 'd)

02. STANDARD vFR PRE-PLANNED POwER APPROACH PATTERN

AI1 engines operating

Note: Power settings are given for 40 tons, SL. Decrease 1rr for each 2 tons below 40 tons. To obtain correct
MP use this method. Fly downwind level at 1200 ft with flaps 20o and adjust MP to obtain 140 kts. Abeam
downwind end of R/W select Gear Down and start the descent. Increase RPM to 2400 without changing the
throttle setting. MP will then drop about 3". The power thus obtained is the correct one to be used as "Con-
stant Power'i a1l the way down. Suppose you need 30" at 2000 RPM to maintain 140 kts with Gear Up and Flaps
20o in level flight . When lowering Gear bown for descent and increasing RPM to 24OO the MP will then drop
to 27", The'rConstant Power" in this case is consequently 2400f 27".

of at ft
down
"z40o"
"Complete Landing Check Listrt
Start descent
Flaps 20 1. fh\wnwind
iiif;FEil'
"2ooo- 30 "
Cear up
140 KT
Level flight at 1200 ft.

30
130 KT

Power unchanged

1 20 0 ft

:)

4. On final
"FGE;-rrll'
r) tfO XtlMIn. 105 KT) over the fence
A!
,; "Flaps 40"
N 113 KT Ilvtir,. 1Og KT) over the fence
a
o
Ease power off in landing (more)
m
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o
 t

fiJtort ?rrt rrztuJt:t .ilrrat

AEROPTA}IE TI.IGHT TNAilUAI. DC.6/68
c0tPlltY tDtltoil

GENERAL OPERATION APL 2 4. 5.

Sheet 2
FLlght Operatlon Under Normal Conditions - Approach (cont

03. GO-AROUND FB,OM MISSED APPROACH, ALL ENGINES OPERATING

(1) At loE altituj!-e with Eear down a+d la.nding flaps set
(a) "Pulling up"
(b) "FulI powert'
(c) "Gear up"
(d)Increase speed to 110 KT (see Note 1)
(e)'rFlaps 20"
(f) "nated power"
(g)Increase speed to 130 KT (eee Note 2)
\* (h) "Flapg 10"
(i) Increase speed to 140 KT
(j) "Flaps up"
(k)At 150 KT 'rclimb power"
(1) "climb Check Listrl

L
(2)At minimum altitude with gear down, flaps. 3-0o t
(a) "Pulling upt'
(b) t'Full power"
(c) "Gear upt'
(d) "Flaos 20"
(e) "nated power"
(f) Increase speed to 130 KT
(g) "Flaps 10"
(h)Increase speed to 140 KT
(i) "Flaps uprr
(j) At 150 KT "climb power"
(k) "climb Check Ligttl

Note 1 : Landing climb speed = 95 KT at 35380 kgs and 100 KT at 40040 kgs.
Y2 2Oo flaps = 102 KT at 35380 kgs and 1Og KT at 40040 kgs.

{ote ?: With obstructions in the climb-out direction climb at V2 to safe altitude

-oOo-

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Effectve: Feb. 25. 57

lssue No.. 1
$

i
 frrtott yrtl rrnlrtit tzlla l
ATROPTATIT FI.IGHT IRA}IUAL DC-6/68
(OiIPAilY EDIIIOil

GENERAL OPERATION APL 2.4"6.

Flight Operation Under Normal Conditions - Landing

01, GENERAL

(1)llhe aircraft shal1 be landed on the main gear wheels and the nosewheel kept off the ground until the
speed has been decreased" The nosewheel shall be lowered slowly to avoid heavy grountl contact and
sha11 not be lifted from the ground once it has got contact.

(2)The rudder should always be the primary means of controlling the heading in the landing ro11 at speerls
above minimum effective rudder speed 52 kts, Below that speed the rudder effect is insufficient and the

u noser,r'heel must be used for directional control. If the nosewheel is operated at higher speed, move the
control column somervhat forward to depress the nosegear to make steering possible.
(3)Test the brakes after landing but do not use the brakes more than necessary. Use propeller reversing to
save the brakes. Propeller reversing must not be used before the nosewheel is on the ground.

L Protractedperiocisofreverse operation should be avoided. Caution should be used when reversing

runrravs covered vrith dust or light snow to prevent loss of visibility.
on

For further information and limits regarding propeller reversing see ApL s.3.3.

02 \VIND I-INIITATIONS
\

(1)Cross'vind limit

Maximum allorx,ed crosswind component for landing: 20 knots,

Notg: Maximum allowed crosswind colnponent in gusts; 26 knots. The Pilot shal1, however, be prepared
t'or a late 1;ul1-up in rhrs case.

(2) TaiLwind Limil:

N- Maxirnum alloived tailwind cornponent for landing: 10 knots

( t) !i4r_!ig't Qlq.srarn

To be found in APL 2.4. 1

\-

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Effective: Sep.12.57
APL/Rev. 109 lssue No.. 2
 ntJ0rtJrtlrt/J rrnQrflt:t tlln8,
AEROPI.AilT TUGHI MANUAI. DC-6/68
c0ilPAI{Y IDrlr0r{

GENERAL OPERATION APL 2,5.1

Flight Operation Under Special Conditions - Take-off

01. THREE-ENGINE TAI(E.OFF

(1) Safetv precautions

Three-engine take-off, authorized only under the conditions stated in FLO 2.2.6., can be divided into
two distinct types. Firstly, those made with an INBOARD ENGINE INOPERATM, and secondly, those
made Yr'ith an OUTBOARD ENGINE INOPERATIVE. In either case, certain safety precautions must be
observed as follows:

(a) Maximum take-off gross weight: DC-6: 3447b kgs. DC-68: 34b00 kgs.
(b) Centreofgravitywithinl4-28%MAe inDC-6 andwittrinlgglMACinDC-6Etwiththelanding
\- gear down. on the Balance charts in APL 5.1. these limits correspond to:-
Fwd. limit = the limit line for 0 persons.
Aft. limit = the limit line for 14 persons in DC-6 and T persons in DC-68.
(c) The propeller on the inoperative engine must be f;athered or removed, ttre ignltion must be off and
the cowl flaps fu11y closed.
(d) The electrical connection between the fuel and oi1 pressure transmitters and their warning lights should
be broken on the inoperative engine. Thus, only the fuel and oil pressure warning lights for the 3
operating engines will funetion.
(e) seat and rudder pedais must be adjusted so that fuII rudder can be applied.
(f) AI1 trim tabs must be set to zero trim.
(g) Wing flaps should be set to the 20o down position,
(h)The nosewheel must not be raised from the ground below a speed of g2 knots.
D- (i) The necessary minimum take-off runway length is given in ApL 4. S. 5,
\
(2) Take-off technique

(a) After lining up on the runway hold the brakes on. If an INBOARD engine is inoperative, accelerate
engines Nos. 1. and 4. and if an ourBoARD engine is inoperative, accelerate engines Nos. 2" and
3. up to futl take-off power (DC-6: 5gll2" MP wet and 2800 RpM. DC-68: 62" Mp Wet and 2g00 RI)M)
(b) As soon as the aeroplane starts to ro11, the 1/P sha1l accelerate the remaGi.ng engine gradually so
that a too strong yawing effect is not achieved. Ful1 take-off power at 60-?0 knots.
(c) The 2/P shall maintain directional pressure on the nose gear by applyrng slight down elevator. From
the beginning of the ro11 he shall in the case of an INBOARD inoperative engine apply 1/4 - 1/2 aileron
towardd the side with two engines operating and in the case of an OUTBOARD inoperative engine shail apply
213 - 314 aileron towards the side with two engines operating until the controls are taken over by the
LIP.
(d)In the case of an INBOARD inoperative engine the 1/P shall apply ful1 rudder towards the side with
the two engines operating from a speed of 52 knots and then decrease the rudder application to the
amount required to hold the aircraft straight. This will be about Lf2 deflection at g2 knots.

In the case of an OUTBOARD inoperative engine the 1/P shall apply full rudder towards the side with
two operating engines from a speed of 52 kts. FuIl rudder will now be necessary to V = 84 kts.
L Thereafter decrease the rudder application to the amount requi.red to hold the aircraft straight.
This will be about 3/4 deflection at 92 kts.
(e)f'u[ directional control up to a speed of 52 knots must be maintained by the use of the nosewheel
steering. Frorn this speed to the lift-off speed, directional controt is mai.ntained by a combination
of nosewheel steering and displacement of the rudder and ai.Ierons.
(f) At the lift-off (a minimum of 92 knots airspeed) break the aeroplane off the ground cleanly and simul-
taneously ro11 the wings down about 50 towards the side with trvo operating engines, as this will cle-
crease the amount of rudder required to hold the aeroplane straight.
(g) Retract the landing gear. The wing flaps shall be slowly retracted to 0o at 120 knots. Climb out at
I optimum climb speed maintaining rated power. When climbing on course set normal climb power.
.o
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Effective: Jun. 3.57

APL/Rev 1b
lssue No
I
s"
 tZnzrtuJlrrl rrn rlEJ tZJriBt
ATROPI.AilE TUGHI TIAIIUAI. DC.6/68
cotPAltY IDtt.il

GENERAL OPERATION APL 2.5.5

S heet 1

Flight Operation Under Special Conditions - Approach

01. STANDARD INSTRUMENT APPROACH PATTERN

One engine out

Note: , Power settings are given for 40 tons, SL, no wind and norrnal glide path angle
2 | 12". They should be varied with weight, wind, glide path angle, airport elevation
and temperature,

qorrectigns:
L Weight: de.c-rease lrtfor each 2 tons below 40 tons
Wind: increase 1" for each 10 knots headwind on gp or v.v. for tailwind
Gp angle: A;".eaEl; 1" for each 1 /4o steeper gp above 2 | l2o or v. v' for flatter gp

r and llaps up l. ljes from flight altitude

Power according to 3-enginee Gear up
power setting chart for the Start rrBefore Landing Check List"
actual grose weight Reduce to holding speed
decreage 5rl

B. PuII-Up
Outbound
EtIIii up"
TFGFilo" "FulI p;w;r,,
"Gear up"
"2600-3b " (level
fligh,
Degcent decrease 5'l "Rated power"
140 KT "Flaps 10"
"Flaps up"
"Climb Check List"
Climb at optimum
CIimb
L

4. After procedure turn 5. Reachi+e glide 7

path or low cone min, alt. + 50 ft
r'Ge;; d;;nn- 1401f 36
AEqg 36 tons:
Flapa 20" "30"(=decrease s") Level out 105 KT (Min.
2600-35 (level flight) 'rComplete Landing
full'
100 KT) over 110 KT(Min.
140 KT Check LigtI 140 KT
I the fence 105 KT) over
6 Maintain flaps 20
lJ)
N until contact
140 KT 115 KT (Min.
rat
c{ 110 KT) over
o
o the fence
o
(,
o

(more) Effective: Feb. 25. 57

lssue No.. 1
 GENERAL OPERATION

Flight Ope{ation Under.Fpe.c-ial Co+ditions - Approach Jcont'd)

02. STANDARD INSTRUMENT APPROACH PATTEEN

Tv/o enAines gut

Note: Power settings are given for 40 tons, SL, no wind and normal glide path angle
ffho . They ehouid be varied with weight, wind, glide path angle and temperature.

Corrections:
Weight: decreage 2'r for each 2 tone below 40 tong
Wind: increase 2" for each 10 knots headwind on gp or v.v. for tailwind
Gp angle: 2'l for each 1 /4o steeper gp above 2 L l2o or v. v, for flatter gp

. Ilgldlng
Gear and flaps up Descent from flight altitude
Power according to 2-engines Gear up
power setting chart for the Flaps up
actual gross weight Start "Before Landing Check Listrl

Note: Impossible to make

3. Outbound PuIl-Up at low altitude with
mA6'" 0evel flight) Gear and Flaps down
Deecent decrease 10" With Gear Up and Flaps 20:
150 KT "Pulling up "
"FulI power"
Min. 125 KT
I'Flaps 10r'
"FIaps up"
A! opttqum Sli+U speea:
"Rated power"
climb
I

4. After Drocedure turn Reaching Elide path 6A, When not cor,rtact at ?. lYhen contact and landing 100&
"Complete Landing or low cone min. alt. + 50 ft
Check List except Epl.70r lTnat"djam;rr-
36 tons Above 36 tons:
Gear down" Level out
2600- 40 'rFlaps full" Gear down'
Gear and flaps up 140 KT 140 KT 105 KT (Min. ttFlaps full"
2600-40 (Ievel flight) 100 KT) over 110 KT(Min.
I 150 KT the fence 105 KT) over
the fence
rO
r')
q!
ro
N (more)
o
o
o
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 rutJDrthrYrll rtRlrlet tfr2 l
AEROPTANE TTIGHT TTIAilUAI. DC.6/68
(oilPA]|Y tDtlt0lt

GENERAL OPERATION APL 2.5.5.

S heet 2
Flight Operation Under Special -Cojditions - Approach (cont'd)

03. GO-AROUND FROM MISSED APPROACFI, ONE ENGINE OUT

(1)At lo_y altitude with gea.r 4oyn, and lan-di4g flaps set
(a) "Pulling up"
(b) "Full power"
(c) "Gear up"
(d) Increase speed to 110 KT (see Note 1)
(e) "Flaps 20"
(f) rrRated power"
(g)Increase speed to 130 KT (see Note 2)
(h) "Flaps 10"
(i) Increase speed to 140 KT
(3) "Flaps up".
(k) "Climb Check Listrl
(I) Ctimb at optimum climb speed

(2)At r.ninimum altitude witlr gear 4olqnu flgps 20o

(a) "Pulling up"

(b) "Fuil power"
(c) "Gear up"
(d) "Rated power"
(e)Increase speed to 130 KT
(f) I'Flaps 10" &
(g) Increase speed to 140 KT
(h) "Flaps up"
(i) "Climb Check List,
(j) Climb at optimum climb speed

Note 1: Landing climb speed = 95 KT at 35380 kgs and 100 KT at 40040 kgs.
Y 2 20o flaps = 102 KT at 35380 kgs and 1Og KT at 40040 kgs.

Note2: With obstructions in the climb-out direction climb at V2 to safe altitude

-ooo-

\-

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Effective: Feb.25. 5?
lssue No 1
.t
 MtOrtJr t4rlfl ttrurlt:t tZJriE J

AEROPI.AilE TUG}IT TIIA}IUAI. DC.6/68

cofflPAilY tDtltoil

GENERAL OPERATION APL 2,5" 6.

Sheet 1
Flight Operation Under Special Conditions - Landing

01, LANDING ON SHORT RUNWAYS

(1) If a landing has to be made on a runway which is

(a) shorter than 750 m with DC -6 or 850 m with DC_EE in zero wind, or
(b) shorter than 1000 m with DC-6 or 1100 m with DC-68 in zero wind and with the propeller reversing
system inoperative,

(2) Take the following actiong

(a) Make a normal approach but land as close to the end of the runway as possible.
(b)On the last l'00 metres of the approach use minimum final approach speed, wing tlaps S0o, for the
actual landing weight. See APL 4.2.L.
(c)Lower the nosewheel to ground contact quickly and uee the hydraulic brakes and in case (1) (a) aiso
the propel.ler reversing system.

Note: In a case like this it may be necessary to use full power on all engines during reverdng.
It is therefore important that the Second Pilot keeps the fltght controls firmly to avoid fluttering
when the speed decreases.
(e) Use the emergency brake Bystem if necessary.

02. LANDING WITH ONE ENGINE INOPERATIVE

Landing with any one engine inoperative can be made in the sarne way as a normal landing with all engines in
operation, becauge the performance of the aircraft is still good.
d
(1) More than 30o wing flaps should not be used before it is evident that the landing can be carried through
(2) If it is neeessary to increase power due to an unsuccessful attempt to land, great throrrs of rudder and
ailerons are required.

03. LANDING WITH TWO ENGINES INOPERATIVE

In a landing with two engines inoperative the greatest caution should be exercised, and the following instruction
adhered to.

(1) Uee 2600 RPM for landing approach.

(2) Extend the landing gear so late that the addltional drag from the gear will not cauge available power to
be insufflcient for the landing. Complete extension of the gear wil-l take about 10 seconds.
\-=
Note: Go-around at low altitude on two enginee with gear down and flaps full down wiII not be posslble;
GEil-only be successful at relatively high h6ight abovJalrport as hetghi wiLt be lost during gear and flap
retraction before cllmb can be establlshed.
(3) Usepowetocontroltheapproachspeedandkeepaspeedof DC-6: Min. 130ktat20ofLaps, 1Z0kt
at 3Oo flaps and 100 kt at full fi.aps. DC-68: Min. 140 kt at Zduflaps, 130 kt at 30o fX.ape and 105 kt
at full flaps.
I

@ 04. LANDING WITTI HYDRAULIC SYSTEM FAILURE

rli
N

.; If only the reeerve hydraullc fluid supply ls Left at the time of landing operate the landing gear, wing f,laps and
cl brakes ae lbllowe:
o
o
o (more)
0,
o

Effective: Feb.35" 5?
lssue No. I
 GENENAL OPERATION

Flight Operatlon Under Special Conditions - Landing (cont'd)

I

(1) Place the hydraulic system bypass valve control lever in OFF position.

(2) Move the landing gear control lever to DOWN position,

(3) When indication has been received that the gear has been locked in the DOWN position, move the landing
gear control lever to NEUTRAL position.

(4) Place the emergency hydraulic pump selector valve control lever in position GENERAL SYSTEM.

(5) Move the wlng flaps control lever to desired setting.

(6) Hold the emergency hydraullc pump switch ON until wing flaps reach desired position. Observe the
wii! nap indicator and wing flap movement. Be ready to move the wing flaps control lever up to the
next lower position as indicated on the indicator if the movement of the indicator is irregular or is
completely stopped.

lrTote: do not move within 30 seconds place the wing flaps control lever in a neutral positiorr
If flaps
between the UP positlon and 10o poeition (i. e. on DC-6 just above the 50 position) in order to
close the wing flap control valve and land without flaps. Probably leakage in the wing flap down-line.
-hal1way
(?) Immediately before landing place the landing gear control lever in DOWN positlon-

N- (8) HoId the emergency hydraulic pump swltch ON for not over 30 seconds or until pressure gauge increases
to 2500 to 3000 psi. This operation causes the struts to be hydraulically locked down and also supplies
pressure to the nosewheel steering accumulator,

(e) Place the emergency hydraulic pump selector valve control lever in position BRAKE SYSTEM,

(10) HqId the emergency hydraulic pump switch ON in good time before contact in order to build up the
pressure to normal value. Check on brake pressure gauge. Keep the switch ON until the aircrafi is
stopped.

CAUTION: Do not pump brake pedals because total pressure on brakes may be 1ost.

(11) Primarily use the propeller reversing to stop the aircraft. If brakes are needed during landing ro11,
apply them steadily and do not release'

(12) Be prepared to use the alr brakes

(1 3) Taxi cautiously
(14) Do not retract wing flaps after landing (if used).
Note: The landing gear control lever must be ln DOWN position and the emergency hydraulic pump \-'
EElEctor valve control lever in position BRAKE SYSTEM before landing.

05. LANDING WITH TYRE FAILURE

(1) Nosewheel tyre failure

I (a) If it is known that a nosewheel tyre is flat at the time of landing, keep this wheel off the ground as
long as posslble. Change also if possible the CG to about 33To aft position. Use a minimum of
.o
(o
u:,
braking.
N N. (b) If a landing has been made while unaware that the nosewheel was flat perform as follows:
,i; - Slight up elevator to take the weight off the nose gear, but in no case should the nosewheel be
N
o heltl off the ground untll the elevator stalls, otherwise the aircraft will pitch forward and cause
o added strain on the nosewheel'
o - Retract flaps to put the weight on the main wheels'
co Uee llmited reverse thrust in order to slow down.
-
(more)
 M/UOrlrYTrl UrRlrlEJ tAtfQ l
ATROPTA]IE FTIGHT ThANUAL DC.6/6B
c0ilPtltY tDtfloil

GENERAL OPERATION APL 2. 5.6

Sheet 2
Flight Operation, Under Special qg9ditigns - Landing (cont'd)

Reverse thrust power should be only just beyond reverse idle position, any mor:e will cause
forward pitching.
Use the brakes ae llttle as possible.
Taxi slowly,
Inspect noae gear and tall attaching structure prlor to continued flight

(2) Main gear tyre failure

Ifone or both tyres are flat on one main gear, drop the nose gear as quickly as possible. The landing
should be made as smoothly ae possible and taxiing ehould be done slowly,

The aeroplane tende to sx,erve to the side of the flat tyre, This tendency may be counteraeted by using
braking on the god tyre side and by nosewheel steering, with forward pressure on the control coiumn -
to give good steering characteristics. The outboard engine on the flat tyre side may also be used to
assist in holding the aeroplane straight, but the engine should be used cautiously, as the added power
will increase the landing roll.

-oOo-

\,

N
(O
ro
N
rrt
ara
o
o
o
d
o

Effective: Feb. 25. 57

lssue lio. 1
a

I
 naJ,JDrllyrt J rrn r/Jtt tZJfArt

AEROPTAilI rUGHT MAilUAI. DC-6i68

(0rPAI{Y EDtlt0t{

GENERA.L OPERATION APL 2.5.7 .

S heet 1
ryglt qp"ryti." U"du. qp

01. ICING CONDITIONS

When there is a risk of ice accretion the approach and landing procedure speeds stated in Ap,u 2.4. b and
APL 2. 5. 5. shall be inereased by approximatety tlo/o.

when ice formation is stated, the increase of speed strall be calculated in relation to the thickness and appearapce

Ir
02. TURBULENT AIR

(1) Cruising r4d descent

(a) When flying in severe turbulence reduce speed to recommended speed in severe turbulence by
reducing power.

Note: Do not puI1 the nose ttp to reduce speed because this will combine the acceleration due to the
pull-up with the acceleration due to turbulence.
(b) Wing flaps up.
(c) Landing gear normally up. I{owever, if it is deemed advantageous to operate at higher power under
increased drag conditions, it is permitted to extend the landin! gear within the speed lirri;;i."1;;-
gear extension.

N-ote: The aeroplane i.s more capable of withstanding a severe gust with gear and flaps retracted.

(d) Disengage the autopiLot and fly the aircraft manuallv., This will normaliy be more comfortable for
the passengers.
(e) Change to more suitable altitride as 6oon as possible.

(2) Approaeh and landing

When turbulent ai:' is prevailing duridg approach and landing procedures, increase the speecs in relation
to the degree of turbulence.
L,
03. TEST FLIGHTS

(i) General

Test flights with certificated aeroplanes are made in order to estahlish conformi.ty with approvecl
conditions regarding airworthiness.

A test flight shatl tast at least 20 minutes and be finished only when the above-mentioned conditions have
been fully eval.uated.
when checking flight charaeteristics, stall test shalI be made only when such a test is requested
I'Test in the
Yiritten tr'light Re,quest" (Provflygningsorder). At line stations, statr tesis made only
I
after repairs mentioned under items below, when suct! repairs are of e nature that"h"Ii;;
may cause con-
siderable disturbance of the airflow around wings, horizontal stabiiizer or vertical sta"bilizer, i.
temporary repaii has changed the profile or contour of the airfoil considerabiy.
e. the
r
()
6t
; After test flight, the aircraft shall be inspected with respect to the condition of the parts, installations
6t and systems, the malfunction, replacement or repair of which caused the test flight, before the airci,ait
o
o is reLeased for service.
o
d (more)
o

Effective: Feb.15. 5'l

lssue No I
 GENERAL OPERATION

F1ight Operation Under Special Conditions -. Misc sllgngous (cont'd)

Before take-off, a1l amangements for the test flight shaJ.l be carefulty planned and the crew be full;r
bri.efed about the cause oI the flight and its purpose (expected reactions, characteristics, performance,
speciaL procedures, etc. )

When the testflight is finished, the crew shall give a compJ"ete report of its findings and give the
necessary data and readings to substantiate the condition of the aircraft.

(2) Actions or conditions which requir:e test flight

Ref, UnderhSl.lshok DC-6 and Unde::halLsbok DC-68 \

04. F'I,ICHT WITH INOPEIIAT'IVE CABIN SLIPERCHARGER

{1i General

For deseription and operation of the Air Conditioning System reference is made to subsecti.ons 1.6.3.
anC.S. 6. 3. of this Nlanual. R,egulations regarding the use of oxygen are laid down {n I'LO 5.4. 3. and
the Oxygen System is dealt with in subsection 3. 6.4. of this Manual.

At take-c.rff from the Home Base, both cabin superchargers strall normally be serviceable. In excep-
tiona-I cases, the Pilot-in-Command may accept an out-going aircraft with cniy one cabin supercharger
operating, but in such a case the approval of tiie Pilot-in-Command must be obtained kieforehand
through the Dispatch Offi.ce.

(2)
94bin pli:ssufe
The aircra.ft can be fu11y pressur"ized with only one cabin supercharger working, From a safety stand-
point, however. the qtrcraft must alwaye be flown so that no harm will be caused passengers and crew,
should the remaining supercharger also fal1, Thus Iro flight shall Es uncleltqken with one cabin
supercharger unserviceable i{, after a failure of the remaining supercharger:
(a) The fJ.ight aititude at any point must rernain above 3000meters (10000 feet) for more than 30 minutes
and there ls no oxyger: available for the crew,
(b) fhe fLight altitude must re.maln above 3000 meters (10000 feet) for a period longer than the durati.on
of crew oxygen supply plus 30 rntnutes.
(c) The flight altitude at any point will be above 4000 meters (13000 feet) and there is no oxygen
available for the passengers.
(d) The flight altttude must remain above 4000 meters for a longer period than the duration of passenger
oxygen supply.

{3) ,{ir conditi.oning

When operating with only one cabin supercharger, the airflow through the cabin wtl1 be only half of the
normal. Under certain conditlons it may, therefore, be difficult to obtain comfortabl.e air conditions.
The best methods to respectively cooJ. or heat the cabin air under such conditions are described
below:

i
(a) Maximum alrflow is obtained by fJ.ying the aircraft unplessurized with both superchargers deelutched,
.o At cruising speed this wiJ.l give a greater flow of air than supplied by both superchargers under
r pressurlzed conditions. Proceed as follows:
tJl
AT

,; - Open the manual pressure control door,

(\: - HoId the CABIN ALTITUDE switch in INCREASE ALT. position at least 1/2 min. after pressure
o ls equalized,
a - Do not close the manual control door.
cl
o - Opei-ifie emergency relief valves by turning fully counter-clockwise on the EMERGENCY CABIN
ALTITUDE CONTROL crank.
- Disengage the remalning cabin supercharger"
- Set COOLING TURBINE switch to OFF (gives the greatest flow of atr, i. e. best coollng wlthout
euperchargers).
 .mzraryTrl rran tE ttt iD;
AEROPTA}IT TTIGHI TTIA}IUAI. D(.6/68
coilPAilY tDtTt0x

GENERAL OPERATION APL 2,5,7.

Sheet 2
Flight Operation Under Special Condi.tions - Miscellaneous (cont'd)

Note 1: If required run the cabin heater ae under presaurtzed operation.

Note 2: Cabln supercharger must not be reengaged while englne ts runnlng

(b) Shoula tt be destred to fly pressurtzed with one supercharger tnoperatlve, maxlmum coollng le obtalned
by usiag the coollng turbine, This not only will supply the maximum quantlty of alr, cabin lreseurized,
but also the coldest atr. To heat the cabin alr use the cabin heater ag under normal. operation,

05. UNPRESSURIZED FLIGHT WITH BOTH CABIN SUPEH,CIIARGERS OPERATING (MAXIMUM COOLING)
\--
(1) Pressure cabln failure
If for some reason the aeroplane is to be flown unpressurized (e. g. due to a ekin damage in the
preBsure cabin area) the flight wiII normally be accomplished with both superchargers declutched
according to lnstructions in 04. above.
lL.
However, on a hot day it may be difficult to obtain sufficient coollng of the cabtn air in that way. In
such a case it may be advantageous to fly the aeroplane unpressurized wtth both superchargers
operating, provlded the damage does not prevent auch operation.

This wlIl glve maxlmum cooling of the cabtn air, even compared to normal pressurized operation
with both superchargers operating

Before take-off proceed as follows:

- Qen the manual pressure control door and dog! close it during the fltght,
- Turn the EMERGENCY CABIN ALTITUDE CONTiROL crank fully counter-clockwlee.

After take-off:
- Set lhe COOLING TURBINE swttch to NORMAL.

(2) Maximum cooltng

If deslrable to obtain more coolfurg than tB poesible in normal pressurized operatton - aseuming an
extremely hot day - II.y the aeroplane unpressurized (altttude permitting) wtth both superchargers
operattng. Proceed as follows:
(a) Ratto control
Before take-off:
L- -
-
Set the CABIN hand on CABIN PRESS. REGULATOR to 8000 feet.
Set the START MARKER to 8000 feet.
- Set CABIN PRESSURE CHANGE LIlVtrT control, normally 600 ft/min. UP and 300 ftlmtur. DO\ryN

AJter take-off:

- Set the COOLING TURBINE swltch to NORMAL.

- Do not climb at a hlgher rate of cltmb than is set on the CABIN PRESSURE CIIANCE LIMIT control.
'\[hen the cabln has eooled adequately, presumably
I
at an altitude between 5000 and g000 feet, proceed
6l
as follows fur order to preesurize the cabin:
F
rO
c.q
- Set the START MARKER to the aeroplane altitude.
- Set the FLIGHT hand to the desired cruteing altttude. (The CABIN hand pushes the START MARKER
lO.
6t ahead of ttgelf, when the setttng regultc tn a CABIN hand altltude positton below the START
o MARKER setttng).
o
o - In cage the FLIGIIT hand settlng reeulte tn a CABIN hand altltude posltlon below the cabtn altitude,
d
o
eet the UP and DOWN polntere together to desired rate of descent to the CAlBffihand alHtude.
Spread the polnters (normelty 600 ft/mtn. UP, 300 ftlmin, DOWN) when the preset cabln altitude
is reached.
(more) Effective: Feb.25.57
lssue No.. 1
 GENERAL OPERATION

Flight Operation Under Special Conditions - Miscellaneous (cont a)

(b) Rate Control

EEf6FTEiFoff:
- Set the CABIN hand on the CABIN PRESS. REGULATOR to 8000 feet.
- Set the START MARKER to 8000 feet.
- Set the UP and DOWN potnters to the esttmated aeroplane rate of cllmb.
AJter take-off:

- Set the COOLING TURBINE ewttch to NORMAL

- Adjust the UP and DOWN pointers if requlred.

When the cabi:r has cooled adequately, presumably at an altitude between 5000 feet and 8000 feet,
proceed as follows in order to pressurlze the cabin:

- Set the FLIGHT hand to the deslred crutstng altitude,

- Set the START MARKER to the correeponding CABIN hand altitude.
- Adjust the UP and DOWN pointers to gtve the deeired rate of cabin cltmb or descent to the preset
cabin altttude. Spread the polnters (normally 600 ft/mln. UP, 300 ft/mln. DOWN) when deeired
cabin altttude ts reached.

06. FLIGIIT WITH AN INOPEN,ATWE WI{EEL BN,AKE

Normally no flight shall be commenced unless rll rrhgsl brakes are fully operatlve. In cese of a brake fallure,
and provided that no spare brake unit ts available locally and the time required to obtatn a new one would cauge
a delay with severe lnfluence upon the traffic, a take-off may, however, be made wtth one of the four wheel
brakee blocked off, under the following condltione:
(1)AIt four power plants including propeller reversing must be fu1ly operattve.
(2) Maxtmum take-off power must be used.

(3) The mlnimum take-off runu/ay length muet be tncreased by 2olo and the mtnlmum
landtng runway length
by 30fl0 (ref. APL 4. 3. 2. and ApL 4. 8.2. respeetively).'

Note: If the avaflable effecttve take-off or landing runway ls tnsufflctent, apply a correspondtng rvelght
iffiction ae obtalned from the above charts.

-oOo-

I
!
N
F
rl)
6l

;i
N
o
o
a
co
 frf/J0rilrYrrlrrRlrlAtilJrUtl
AEROPTANE TTIGHI TUIAilUAI DC.6/68
(oxlPtltY tDtil0t{

CONTENTS APt III

Sheet 1

3. OPERATION OF SYSTEMS AND EQUIPMENT

3. 1. General

3.1.1 Minimum equipment list

01. Purpose and application of the list
02. Decision whether to delay a flight or not
03. Resources at line stations
04. Minimum Equipment List
(1) Pilots' flight and navigation instruments
(2) Navigator' s instrumente
(3) Engine inetruments
(4) Quantity indicators
(5) Miscellaneous instruments
(6) Air conditioning system
(7) Anti-icing and de-icing systems
(8) Electrical system
(9) Radio systems
\-
3.2. Airframe and Landing Qear
3.2.L. Fuselage, wings and empennage
01. Check of entrance door lock mechanism
02. Entrance door lock failure
03. Lower cargo compartment doors
04. Lock between cabin and cockpit
3 2,2. FliEIt controls
01. Wing flaps
02. Gust locks
03. Trimming of the aeroplane
04. Control movement
3.2.3. Landing gear
01, Extension and retraction
02, Nosewheel steering
\_ 3.2.4. Brakes
6lf-Fyarautic brakes
02. Parking brakee (ref. APL 2.3,2.')
03. Emergency brake operation (ref. APL 6.4.4. )

3. 3. Power Plant, FueI aqd OiI Systems

3.3.1 General
6lffit oil and w/A specificatione
02, Limitations
3.3.2. Engines
01, Engine starting and stopPing
02, Water injection
03. Power and mixture setting
04. Operation of engine supercharger
H
I 05. Carburettor de-icing and anti-icing
o 3. 3.3. Propeller
60
01. Ceneral
' 02.
rA
cll Ground checks
o
o 03. Automatic operation
6
04. Manual operation
d
o
05. Revereing operation
08, Feathering operation

' lmore) Effective: Jul' 5' 5?

APL/Rev.2l i: lssue No : 2
 CONTENTS (cont'd)

3.3.4. Fuel system

01. Limitations
02. Refueling (ref. APL 5.3.1. and 5.3.3. )
03. Fuel tank selection
04. Cross-feed operation
05. Use of fuel booster pumpg
06. Fuel dumping (ref. APL 6.4.1.)
07. Fuel system malfunctions
08. DC-6 only: Special operating_procedures in connection with short
ground stops without refueling

3. 3.5. Oil system

01. Limitations
02. DC-68 auxiliary oil system
oe. Gil66Gter controls
04. DC-68 oil dilution
N- 3. 3. 6. Powel pt_1nt _rne!!gg9!&!_
01. E,"g4glpgllg
(1) Hydrauticking (Liquid lock)
(2) Biower shift trouble
L
02. Propeiler trouble
(1) Indi.vidual propeller out of synchronization
(2) Propeller overspeeding
(3) Propeller reverses inadvertently in flight
(4) Propeller will not unreverBe on ground
(5) Propeller goes to feather during unreversing

3,4, Hvdraulic, Pneuma'tic and Electrical Systems

3. 4. 1. llydlqulic system
01. By-pass valve control lever
02. Emergency hydraulic pump
03. Emergency hydraulic pump selector valve control lever
04. Hydraulic system failure during f?.ight
3. 4.2. Pneumatic system
01. AiiSFa[eE-eref. APL 6.4.4.)
3. 4. 3. Electrical system
01. Limitations
02. Normal operation
03. Malfunctione

3.5. Communication and Radio Navigation Systemg

3.5. 1. Communication systems

01. RED HF radiotelephone system (Pilot operation)
02. GREEN HF radiotelephone system (Pilot operation)
03. HF radiotelephone communication from NAVRO,s station
04. MF W/T commuaication system
05. HF W/T communication system
06. VHtr. communication system
07. Stand-by YHF communication system (DC-6 only)
3, 5,2. Navigation systems
!
I
0Iliffiavigati on s ys te m s
02. 75 Mc marker beacon receiver
o 03. VOR navigation system
oa
rO
04. Instrument landing syetem (ILS)
N
o
05. LORAN receiver
o 06. Low range radar altimeter
o 0?. High range radar altimeter
d
o
(more)
 t0nOrlJtt?r/J rr2n tE tAtZB)t

AEROPI.A}IT FTIGHI TNANUAT DC.6/68

c0ilPAI{Y EDtll0lt

C ONTENTS (cont'd) APL III

Sheet 2

3. 5. 3. Audio systems
01 Isolation audio system
02 Cockpit interphone system
03 Service interphone systern
04 Passenger address system

3. 5. 4. Pilots' pleqigb!,I4,q1o_g_b_9!E
01. Inspection
02. Operation of systems

3.6. Miscellaneous Systems and Equipment

3. 6. 1. Instrument system
01. Driftmeter
N 3.6.2, Automatic pilot
o1 Limitations
o2 Preflight check
L,) 03 Engaging the autopilot in flight
04 Change of flight attitude
05 Polar path compass system (DC-6B only)
06 Automatic flight path control - FPC (O_C.__QE
only-except LN-LML and OY-KMA)
07 Disengaging the autopilot
08 Amplifier sensitivity control (DC-6 only)
09 Malfunctions

3.6,3. Air conditioning system

(1) Limitations
(2) In flight, automatic operation
(3) In flight, manual operation
(4) On ground, engines running
(5) On ground, engines not running
(6) On ground, engines not running, ground air conditioning unit attaehed
(7 ) Malfunctioning
02. Pressure system
(1)Limitations
(2) Before starting engines
(3) After starting engines
(4) C1imb and cruise
(5) Descent
(6) Before landing
(7)After landing
(- (8) Manual operation
(9) MaUunctioning

3. 6.4. Oxygen system

N
I 01. Demand system
N 02. Constant flow system
03. Use of portable oxygen bottles

6
N
o
o
d
o

(more) Effective: Oct.20.5?

APLlRev. 128 lssue N0..3
 CONTENTS (cont'd)

3. 6. 5. Anti-icing and de-icing systems

01. Limitations
02. Carburettor anti-icing and de-icing systems
03. Windshield anti-icing and de-icing systems
04. Airfoil anti-icing and de-icing systems
05. Propeller de-icing system
06. Accessory anti-icing system
3.6.6. Fire protection equipment
01. Fire detection systems
02. Fire extinguisher system (ref. ApL 6.3. )
03. Portable fire extinguishers (ref. APL 3.6. ?. )

3. 6. 7. Emergency equipment
01. Parachute flares
02. Portable fire extinguishers
03, Fire axe \
04. Inertia light
05. Emergency exits
06, Emergency ladder
0?. Evacuation slides (Not provided)
08. First aid kit
09. Life vests
3. 6. 8. Interior arrangements
01. Water supply system
02. Navro chairs and table
03, Cabin Attendant service table
04. Upper berths
05. Crew berths in cockpit - DC-6 only

-oOo-

,1

"o
N
O

;N
O
!0
d
o
 TEMPORARY INSTRUC TIONS
tAn0rlrYt ,J,,R"lEt t tlD)l
ATROPTAiIE TI.IGHI TTIANUAT DC.6i6B
COt[PAT{Y :DIIION

OPERATION OF SYSTEMS AND EQUIPMENT File in front of l Dl

3.1.1
Sheet 1

General - Minimum equipment list

01. PILOTS' FLIGHT AND NAVIGATION INSTRUMENTS

On aeroplanes that are not standardized and modified regarding the instruments, ref. Temporary Instruction
A1:L 1.6.1.,the following is valid for gyrosyn compass, fluxgate compass master indicator and ADF RMI
(these aeroplanes have no VOR RMI):

(1) PILOTS' FLIGHT AND MINIMUM FOR DISPATCH

INSTALLED
NAVIGATIOI{ INSTRUMENTS IFR Flight plan
VFR Flight plan

- Gyrosyn compass 1) Either one (the gyrosyn 0 i.f fluxgate compass and
) magngtic slaving mechan- 1/P ADF RMI are OK
) ism may be u/s)
)
- Fluxgate compass ,master 1) 0 unless ADF RMI is
indicator ) required, see below

- ADF RMI (ref . (9) below) 2 1 Note: The magnetic 1 (If the flight is planned
GEItion may be u/s on ILS minima, the
serviceable RMI must
be on 1 /P panel. )
Note: The magnetic
indication must be OK

N- 02. NAVIGATORSI INSTRUMENTS

The polar path compass system is temporarily removed from DC-68 with the exception of OY-KMI and SE-BDS
(DC-6 has no polar path compass system) . The system will be reinstalled i.n DC-68 ln connection with the instrument
standardization programme, ref. Temporary Instructions APL 1.6.1.
Until September 195? there is in the DC-6B fleet 2 aeroplanes standardized; OY-KMI and SE-BDS. The 3rd aeroplane
is planned to be standardized - polar path compass system ieinstalling included - during October 1957 (LN-LMT)' A1l
DC-68 are planned to be equipped with polar path compass system and to be standardized during the winter 1957-1958.

On those DC-68 that are not yet equipped wi.th the polar path compass system, the following is valid:
(2) NAVIGATORS' INSTRUMENTS INSTALLED MINIMUM FOR DISPATCH
VFR Flieht plan IFR Flieht plan
Polar path compass in DC-68 0 0x)
-l I 0*,
x)
Flights on LAX route may exceptionally be performed
without polar path compass if Thule is not used as alter
nate. (If Thule is alternate, 1 polar path compass is
required on tlr leg Scandinavia-Winnipeg v. v. On TYO
polar route 2 polar path compass systems are required
on the Ie g Scandi.navia-Anchorage
I

;
N
()
@
d
@

Effective: Sep. 25. 57

APL/Rev. 1 21 lssue No 2
 .gtDrt lrrtrtn r/ut:ttltiia l
AEROPTA}IE FTIGHT thA}IUA[ DC.6/6B
(otPAllY tDlIl0tl

OPERATION OF SYSTEMS AND EQUIPMENT APL 3. 1. 1.

S heet 1

General - Minimum equipment list

01. PURPOSE AND APPLICATION OF. THE LIST

(1)Normally, all systems and equipment installed in the aircraft should be operative at take-off . However,
there are times when components may become unserviceable during flight, and because of the impossi-
bitity of having all stations equipped with a complete setup of spare parts, tools and manpower, it is
impossible to replace or repair these components within reasonable time. In such cases, the flight
must be delayed or, if the inoperative components do not affect the airworthiness of the aircraft, the
flight may be continued to the base or a station where repair can be made.
(Z) tfris list states equipment which must be operative in order that the aircraft may be considered airworthy
On request by the pitot-in-Command, an aircraft may, in exceptional cases and under favourable condi-
tions, be approved for dispatch with less equipment functioning than required by the list. Such approval
can be granted by the Head Office only (refer to FLO 2.2.6. 02. re 3-engine ferry flight as a general
guide for authorization).
' (3) prior to take-off with equipment inoperative as permitted according to the list, it is imperative that the
actual failure or source of trouble has been definitely Iocalized. It is also necessary to ascertain that
the failure will not in any way affect other associated equipment required for the flight. To make sure
that metal chips from afaultyengine Criven component will not find their way into the engine, such a
component should, if necessary, be dismounted and the opening covered up. In case of failure on
eiectrical equipment, the whole circuit concerned shait be disconnected by means of the circuit breaker
or in some other suitable way.

02. DECISION WHETHER TO DELAY A FLIGHT OR NOT

(1)The pilot-in-Command has to take the final decision whether to delay a flight or not, in case inoperative
equipment cannot be made serviceable before scheduled time of departure. His decision shall be based
on the minimum equipment list but with due regard to the route concerned and expected flight conditions.

(2) At departure from the Technical Base all equipment will normally be operative. In exceptional cases,
the Pilot-in-Command may accept on out -going aircraft with one or more components or systems
inoperative. In such case s approval from the Pilot-in-Command must be requested through the Dispatch
Office as soon as Possible prior to scheduled take-off, in order to be able to advise passengers in time
in case of a delay
(3) At Turn-around and Line Stations the mechanic shall inform the Pilot-in-Command as soon as possible
in case inoperative equipment cannot be made serviceable before scheduled time of departure

03. RESOURCES AT LINE STATIONS

The spare part planning for our line and turn-around stations wiII be based upon this minimum equipment list,
and the Company will make every effort to ensure that all stations are at all times furnished with spare parts,
tools and mechanics to meet the requirements of this Iist. Pilots-in-Command are asked to aid in adiusting
the level of resources at our stations by stating in the Voyage Reports aII cases when the recommendations in
the minimum equipment list coutd not be followed, and the reasons therefor.

m
;
6a
o
o
o
d
a

(more) Effective: MaY 15' 57

lssue No.. 1
.
 OPER,ATION OF SYSTEMS AND EQUIPMENT

General - Minimum equipment list (cont'd)

04. MINIMUM EQUIPMENT LIST

(1) PILOTS' FLIGHT AND MINIMUM FOR DISPATCH

Installed
NAVIGATION INSTRUMENTS VFR Flight plan IFR Flight plan
- Altimeter, metric 1)
) 1 on 1 /P panel 2 1 on each Pilot's panel
- Altimeter, feet 2\ (metric or feet)

- Airspeed indicator 2 1 on 1 /P panel 2

- Rate-of -climb indicator 2 0 1

- Turn and bank indicator, electrically , 0 1 on 1 /P panel

driven
I

- Turn and bank indicator, air driven 1 0 0 if the flight is consid-

ered to be flown on IFR
Flight plan during a maxi-
mum of 3 hours and the
ship's battery is in good
condition before take-off .

- Vacuum indicator 1 0 1 if the air driven turn

and bank indicator is OK,
otherwise none

- Gyro horizon 2 0 1 on 1 /P panel

- Magnetic compass 1 1 1

DC-6:

- Gyrosyn comPass 1 Either gyrosyn compass 1 the indicator may be

or fluxgate compass (with u/s
heading indication on the
master indicator or VOR
RMI). The magnetic
slaving mechanism may
be u/s

- Fluxgate compass, master indicator 1 Refer to gyrosy:r compass 0 unless VOR RMI is
above. Must be service- required
able if VOR RMI is
required

- ADF RMI (ref. (9) below) 2 1 Note: The heading 1 (If the flight is planned
indication may be u/s il on ILS minima, the ser-
gyrosyn compass indicator viceable RMI must be on
is OK 1 /r panel. )
Note: The heading indica-
tion must be OK
I
!
H
DC-68
d
6D
- Gyrosyn compass 1 Either gyrosyn compass 0
rf) or ADF RMI heading
N indication. The magnetic
o
o slaving mechanism may
o be u/s
c
o

(more)
 M/JOrJrrTrl rtmrlE tlt i8t
AEROPTANE TUGHT TANUAI DC.6/68
(otPltaY IDIIloil

OPERATION OF SYSTEMS AND EQUIPMENT APL 3.1. 1.

Sheet 2
General - Minimum equipment list (cont'd)

(1) PILOTS' FLIGHT AND MINIMUM FOR DISPATCH

NAVIGATION INSTRUMENTS
Installed
VFR Flight plan IFR Flight plan
- ADF RMI (ref. (9) below) 2 1 Note: The heading indi- 1 (U the flight is planned
cation may be u/s if the on ILS minima, the ser-
polar path compass is not viceable B,MI must be on
required, see (2) below 1 /P panel. )
Note: The heading indica-
tion must be OK
- VOR RMI (ref. (9) below) 2l If flight is based on VOR Same as for VFR. If
) navigation, 1 VOR RMI flight is based on ILS
) or 1 OBS and 1 ID-48 must landing, the ID-48 on 1/P
) r-E or panel must be OK
)
- ILS indicator (ID-48) 2')
)
- Omni bearing selector (OBS) 1)

- Marker beacon indicator unit 2 0 0

(3 lights)

- Trim indicator 1 0 0

- Aircraft clock 2 0 provided another stop- as for VFR

watch is available in eock-
pit
- Outside air temperature indicator 1 0

(2) NAYIGATORS' INSTRUMENTS

- Altimeter, metric on DC-6, feet 1 0 0

on DC-6B

- Airspeed indicator 1 0 0

. ADF RMI 1 0 0

- Fluxgate repeater indicator on DC-6 1 0 0

\ - Outside air temperature indicator 1 0 0

- Aircraft clock DC-6 , 0 0

iE6.e 1 0 0

- Driftmeter 1 0 0

- Sextant On flights requiring Same as for VFR.

celestial navigation the
eextant must be OK

I - Astrocompass 0 0
N
- Polar path compass in DC-6B. See (1) 1 1 on LAX route if Thule 1
m DC-68 ADF RMI is used as altitude, other-
ut
dr
wise none.
o
o 0 on other routes

o
d
o

(more) Effective: May 15. 5?

lssue ilo..1
 OPERATION OF SYSTEMS AND EQUIPMENT

General - Minimum equipment list (cont'd)

(3) ENGINE INSTRUMENTS MINIMUM FOR DISPATCH

lnstalled
VFR Flight plan IFR Flight plen
- Tachometer (RPM) 4 2) (Tachometer and M. P.
) indicator must not be urr Same as for VFR
- Manifold pressure indicator 4 2) serviceable on the same
) engine)
- Torquemeter (BMEP) 4 0 0

- FueI flow meter 4 0 if manifold pressure Same as for VFR

indicator of the same
engine is serviceable
- Fuel preasure indicator 4 4 4

- Fuel pressure warning light 1 (4) 0 0

- Oil pressure indicator 4 3) Only 1 of these indica-

) tions may fail simul-
- OiI pressure warning light 1 (4) 0) taneously on each Same as for VFR
) engine
- Oil temperature indicator 4 3)

- Cylinder head temperature indicator 4 3 (Cyiinder head temper- Same as for VFR
ature indicator and oil
temperature indicator
must not be u/e on the
same engine)

- Carburettor air temperature indicator 4 1 1

(4) QUANTITY INDICATORS

- Fuel quantity indicator DC-6 10 Quantity indicators for 1 ty indicators for

DC-68 B outboard and 1 inboard each tank to be used
main tank during take-off and/or

In addition, it must be
e to check fuel
eonsumption from a
tank where the quantity
indicator is u/s, by
of a serviceable
meter
DC-6:

- Oil quantity indicator, nacelle tank 4 0 0

DC-68:

- OiI quantity indicator, nacelle tank 4 0 (Exception; If calcu- Same as for VFR
pI Iated thatoil must be
6l transferred from the
auxiliary tank during
ql flight, at least 2 of these
rr)
N
indicators must be OK)
o
o
o (more)
c
o
 .ntort urrt rtzt t6.ilrriat
ATROPI.A}IE TIIGHI T[A}IUA[ DC.6/68
cot?AilY tDlTl0x

OPERATION OF SYSTEMS AND EQUIPMENT APL 3,1.1

Sheet 3
General - Minimum equipment list (cont'd)

MINIMUM FOR DISPATCH

(4) QUANTITY INDICATORS lnstalled VFR Flight plan IFR Flight plan
DC-68:

- OiI quantity indicator, auxiliary 1 O (E*""pti*_ This indica- | Same as for VFR
tor muETTe OK if calcu-
i

tank
Iated that oil must be
transferred to nacelle tanks
during flight and 1 or more
of the nacelle tank quantity
indicators are u/s)
- Hydraulic fluid quantity indicator 1 0 0

- Anti-icing fluid quantity indicator 1 1 if flight in icing condi- Same as for VFR
tions is expected, other-
wise none

(5) MISCELLANEOUS INSTRUMENTS

- Wing flap position indicator 1 1 1

- Hydraulic system pressure indicator 1)

) Either one mugt be OK Same as for VFR
- Hydraulic brake pressure indicator 1)

- Brake air pressure indicator 1 1 1

- Oxygen high pressure indicator on 1 0 if the pressure can be Same as for VFR
botfle behind right pilot seat (crew) checked by other means
before take-off

- Oxygen low pressure indicator on 1 0 if one of the Pilot's Same as for VFR
oxygen panel (crew) oxygen blinkers is OK

DC-68:
- Oxygen high pressure indicator on 2 Depending on flight Same as for VFR
bottles in aft cabin, constant flow requirements, refer APL
system 2.5.7. 04. As an alter-
native, the pressure may
be checked by other means
before take-off.

(6) AIR CONDITIONING SYSTEM

(a) Ileating, cooling, ventilating and
humidifying system

- Fuel pressure indicator cabin heater 1)

) Either one if cabin heater Same as for VFR
I
- Cabin heater air temperature 1) is required
cri indicator )

c) - Automatic mixing valve operation 1 0 0

rO
c|.
o
o
o
d
a

(more) Effective: May 15. 57

lssue l{0.. 1
 OPERATION OF. SYSTEMS AND EQUIPMENT

General - Minimum equipment list (cont'd)

MINIMUM FOR ATCH

AIR CONDITIONING SYSTEM plan

- Manual mixing valve operation
- Cabin heater operation circuit
1 0 provided the automatic Same as for VFR
operation can be used or
the flight can be perforGed
with the mixing valve
locked in a suitable posi-
tion and without the wind-
shield anti-icing, ref. (7)
\
1 0 provided the outside air Same as for VFR
temperature during the
fiight will be above OoC and
cabin superchargers are
OK, and provided wind-
shield anti-icing is not
required, ref. (7)

DC-6:

- Bridge cycling circuit 1) )

Either one )
- Thermoswitch cycling circuit 2l )
)
DC-6B: )
) If cabin heater Same as for VFR
- Thermoswitch cycling circuit 2 1 ) is.required
)
)
- Ignition circuit 2 )
)
- Fuel supply circuit 2 1 )

- Fuel pump 1 0 provided cross-feed Same as for VFR

system and airfoil anti-
icing heater fuel pump are
OK

- Cabin auxiliary vent blower circuit 1 0

on DC-6

- Thermister ground blower circuit 1 0 0

on lagE ,,-\
- Ground blower circuit 1 0 0

- Humidifier circuit 1 0 0

(b) Pressure system

The pressure system is not required, if maximum flight altitude will be 10,000 ft., ref. APL
2.5.7 . 04.

- Supercharger 2 1 if regulations in APL Same as for VFR

p I 2.5.7. 04. can be fulfilled.
(!) None if maximum flight
altitude is below 10,000 ft
m
()
N
- Supercharger oil temPerature 2 1 for each supercharger Same as for VFR
o indicator engaged
d

o
6
o (more)
 M/JOr/UJlrrt rrilrl$ tlt iD)l

AIROPI.A}IE TI.IGHI TUIAI{UAI. DC.6/68

cotPtlrY tDlll0t{

OPERATION OF SYSTEMS AND EQUIPMENT APL 3. 1.1

Sheet 4.
General - Minimum equipment list (cont'd)
MINIMUM FOR ATCH
InstaIled VFR Flight plan IFR Flight plan
- Supercharger oil pressure indicator 2\ 1 of these indications must Same as for VFR
) be OK for each supercharger
- Supercharger oil pressure warning 2) engaged
Iight
- Supercharger airflow rate indicator , 1 for each supercharger Same as for VFR
on DC-6 engaged, if cabin is pres-
surized

- Supercharger airflow rate indicator 2\ 1 of these 2 indications e as for VFR

on DC-68 ) must be OK for each super-
) charger engaged, if cabin
) is pressurized
)
- Supercharger outlet pressure 2l
indicator on DC-68
- Cabin differential pressure indicator 1) 1 of these 2 indications Same as for VFR
) must be OK i-f cabin is
) pressurized
)
- Cabin altimeter 1)

- Cabin rate-of-climb indicator 1 1 if cabin is pressurized Same as for VFR

- Cabin pressure regulator 1 0 0

- Cabin pressure change limit control 1 0 0

(7) ANTI-ICING AND DE-ICING SYSTEMS

Note: The below statements refer to flights when icing conditions are expected. When there is no risk
of icing, a flight may be commenced with less equipment serviceable than stated below.

\- - Fuel pressure indicator anti-icing 3) Either one for each heater Same as for VFR
heaters ) )
) )
- Anti-icing heater air temperature 3) )
indicator

- Propeller de-icing circuit: 1 engine

Automatic operation 0 0
ManuaI operation 0 provided other approved Same as for VFR
means of anti-icing is used,
e. g, Goodrich Co:s Ice
Adhesive Depressant No. 6,
SAS code 447063, in light
icing conditions above -15oC
if applied within 48 hours
no precipitation
I
been encountered in
sf flight, or if applied within
H 8 hrs flying time during
m h not more than 3 hrs of
rO ation was encoun'
c!
o Ref . M1 72-DC-6 339 inDC-6
o UnderhAllsbok regarding
o application of this anti-icing
d
o paste.

(more) Effective: May 15. 57

lssue No..1
 OPERATION OF SYSTEMS AND EQUIPMENT

General - Minimum equipment iist (cont'd)

(7) ANTI-ICING AND DE-ICING SYSTEMS MINI FOR DISPATCH

lnstall ed
VFR Flight plan IFR Flight plan
- Airfoil anti-icing and de-icing circuit 3 3 (ground operation circuit Same as for VFR
may be u/s provided no anti-
icing is required during take
off)
- Ignit'ion circuit /heater I /heater 1 /heater
- FueI supply circuit /heater I /heater 1 /heater
- Fuel pump circuit 1 0 provided cross-feed 1
system and cabin heater fuel
pump are OK
- Windshield anti-icing (heated air) t 0 provided alcohol de-icing Same as for VFR
c irc uit (windshield) is OK and
estj.mated flight time in icing
conditions does not exceed 2
hrs. Ref. APL 3.6.5.
Furthermore the expected
OAT during the flight must
be above OoC.
- Windshield de-i.ci.ng (alcohol) 1 0 provided heated air anti- Same as for VFR
icing is OK

- Windshield wiper 2 0 (2 if precipitations are 2

expected)

- Carburettor anti-icing and de-icing /engine 1 /engine 1 /engine

system (heated air)

- Carburettor de-icing (alcohol) /engine 0 0

- Air scoop anti-icing circuit 4 0 provided other approved Same as for VFR
means of anti-icing are used.
Ref. Ml 93 DC-6 334 i.nDC-6
Unde rh8llsbok re garding
application of Kilfrost.
- Pitot tube anti- j.cing circuit 2 1 to 1 /P instruments 2

- Static vent anti-icing circuit , 0 1 to 1 /P instruments

(B) ELECTRICAL SYSTEM

(a) Power supply svstems and i.nstruments

- Generator circuit 4 , 3

- Ship's battery circuit 1 1 1

I

- Ground power circuit 1 0 0

m - Main inverter circuit 2 I provided the emergency 1

6
N inverter is OK
o
o
- Emergency inverter circuit 1 0 provided both main 1
o inverters are OK
6
o

(more)

m
 MtJ0rturulrt rtmrnE| .ilt Bt
AtROPtAilE rUGHT IIIA}IUAI DC.6/68
(oilPAltY EDtltoil

OPERATION OF SYSTEMS AND EQUIPMENT APL s.1.1

Sheet b
General - Minimum e quipm ent list (cont'd)

(E) ELECTRICAL SYSTEM MINIMUM FOR DISPATCH

Ins ta11e d
VFR Flight plan IFR Flight plan
- Razor inverter 1 0 0

- Ammeter, generators 4 The ammeter of each gener- Same as for VFR

ator engaged must be OK

- Voltmeter, DC 1 1 voltmeter on the volt- Same as for VFR

ammeter panel or on either
HF transceiver must be OK
- Voltmeter, AC 1) 1 of these 2 indications Same as for VFR
) must be Oh
)
- AC power failure warning system 1)
(inverter warning) )

- Ammeter, pitot heat, etc. 1 0 0

' - Ammeter, propeller anti-icing 1 0 0

(b) Power Plant Systems

- Magneto grounding circuit 1 /engine 1/engi.ne 1 /engine

- Starting vibrator circuit 1 /engine 0 0

- Starter motor circuit 1 /engine 3 (ref. APL 3.3.3. 01. ) Same as for VFR
- Priming circuit 1 /engine 0 0

- Oil dilution circuit on DC-68 1 /engine 0 0

- Oil transfer pump circuit on 1 0 provided nacelle oil tank Same as for VFR
capacity is sufficient for
; actual flight
- Cowl flap control circuit 1 /engine
Automatic operation 0 0
Manual operation 1 /engine 1 /engine
- OiI cooler door control circuit 1 /engine
\_ Automatic operation 0 0
Manual operation 1 /engine 1 /engine
- Fuel booster pump circuit DC.:6 8 1 for each tank to be used Same as for VFR
DC-6B 10 during take-off, climb,
landing, or flight above
10,000 feet (see APL 3.3.4. )

- Supercharger control circuit 1 /engine 0 provided the flight can be Same as for VFR
accomplished with the blower
I in LOW
6

m (c) Propeller systems

;6l
o
o
- Automatic synchronization 1 0

a
dl - Manual operation circuit 1 /engine 1 /engine 1 /engine
o

(more) Effective: May 15.5?

lssue N0..1
 OPERATION OF SYSTEMS AND EQUIPMENT
qe"grq!: Minimum equipment List (cont'd)

MINIMUM FOR DISPATCH

(8) ELECTRICAL SYSTEM taIled
VFR Flight plan IFR Flight plan
- Reversing circuit /engine 0 0

- Feathering circuit /engine 1 /engine 1 lengine

- Feathering pump circuit /engine 1 /engine 1 /engine
- Autofeathering circuit on DC-68 /engine 1 /engine when take-off per- Same as for VFR
formance so requires (see
APL 4.3. 1. )

(d) Lighting
- Position light circuit 1 set 0 1 set

- Flasher I 0 unless if required accord- Same as for VFR

ing to regulations of a
country on the route (ref.
FLO 7.1.2. )

- Rotating light 1 0 0

- Landing lights , 0
P"/t0,Night:2
- Wing illumination lights , 0 (signal lamp may be used) Same as for VFR
- Wheel well lights 3 0 0

- Lights in compartments accessible 0 0

for inspection during flight
- Cockpit, cabin and toilet lights
As 1 /P deems necessary to comply with the following
requirements in ICAO Annex 6: "Al1 aeroplanes,
when operated at night shall be equipped with:
a) Illumination for all instruments and equipment that
are egsential for the safe operation of the aero-
plane and are used by the flight crew.
b) Lights in all passenger compartments . ,,

(e) and es ^t

- Pantry equipment 0

- Passenger service circuits 0 0

(f) Blocking systems

- Circuits controlled by the landing 0 provided u/s circuits are Same as for VFR
gear, generators, throttles and indicated by distinct plac
I
ground power unit
p
6

o (more)
6
c.l

o
d
o
 nlOttJr'rrlrl2n lE .ilt B;
AEROPTA}IT TTIGHT TA}IUAI DC-6/68
conPlxY tDlTlox

OPERATION OF SYSTEMS AND EQUIPMENT APL 3.1.1.

Sheet 6
General - Minimum e ouipment list (cont'd)

MINIMUM FOR DISPATCH

(8) ELECTRICAL SYSTEM tnstalled VFR Flight plan IFR Flight plan
(s) WarninE and indication s ystems
- Fire warning systems:
Warning bell 1 0 provided all warninglights Same as for VFR
operate
Cargo compartment circuit 2 1 for each compartment used. Same as for VFR
Single thermocouple detectors
may be u/s
Heater compartment circuit 1) Normally both single thermo-''l
) couple detectors in the heaterl
) compartment may be u/s. I
Cabin heater circuit 1) None provided the flight can I Same as for VFR
) be accomplished without usingl
) the cabin heater. See "Cabinl
) heater operation circuit" )
) under (6).
Anti-icing heater circuit 3 Normally: 3 Same as for VFR
0 provided there is no risk
of icing conditions. A heater
without fire warning must not
be used.
Engine circuits 4 4 (single thermocouple Same as for VFR
detectors may be u/s)

- Landing gear warning

Warning horn circuit I 0 0
Warning light circuit 4 4 4

- Take-off warning circuit 1 0 0

- Cabin pressure warning circuit 1 0 0

- AC power failure warning system , Refer to (a)

(inverter warning) circuit

- Voltage regulator overheat warning 1 0 0

- Door warning lights:

Doors locked , 0 0
Cabin pressure equalized 2 0 (ensure that doors are not Same as for VFR
opened tmtil cabin presBure
h-- is fully equalized)
- Cabin signs 0 0

- Indication lights for:

Wheel well lights 1 0
Wing illuminating lights 1 0 0
Windshield de-icing (alcohoi) 1 0 0
Ground power 1 0 0

I
(O
(h) Miscellaneous electrical systems

m - Emergency hydraulic pump circuit 1 0 provided both engine Same as for VFR
ra driven hydraulic pumps are
6rl
o OK
(,
a
dt
o

(morc) Effective: May 15. 5?

lssue l{0.. 1
I
1

l
 OPERATION OF SYSTEMS AND EQUIPMENT

General - Minimum .pment list (cont'd)

MINIMUM FOR DISPATCH

(8) ELECTRICAL SYSTEM Installed VFR Flight plan IFR Flight plan

- Heater fire extinguisher discharge 1 /heater 1 per each heater which Same as for VFR
circuit must be operated during the
flight

(9)RADIO SYSTEMS

(Refer to (1) and (2) above regarding radio instruments. )

- HF COM , 1 2 (or 1 HF+l VHF

COM when route to be
flown has VHF coverage)

- Utility receiver BC-348 1 0 0 (except for flights

based on radiotelegraphy)

- VHF COM 1 0 0 (1 if ATC requires

direct communication wi
the aeroplane)

- VHF COM stand-by on DC-6 1 /transm 0 0

. ADF 2 1 2(orlADF+lVORon
routes with VOR coverage

- voR 2 If fl.ight is based on VOR Same as for VFR

navigation, 1 VOR must
be OK

- ?5 Mc marker (re the 3 lights, 1 0 0 (unless the airways to

see (1)) be flown require rirarker
f ixes)

- ILS (Loc. +GP + marker) 1 0 See (1) ILS indicator 0 (unless flight is based
(ID-48) on ILS minima) See (1)
ILS indicator (ID-48).

- Loran on DC-68 I 0 0

- Lo-range radar altimeter (AVQ-6) 1 0 0

T
- Hi-range radar a-ltimeter (AVQ-9) 1 0 0

- Isolation audio system including 1 1 1

cockpit interphone (MI-32)

- Headset 5 3 3

- Microphone 4 3 3

- Service interphone 1 0 0
I
p
- Passenger address (MI-36) 1 0 0

ca
q?
rO -oOo-
N
o
o
o
co
 %tAOtlZtlSr/J lr&tAUEJ tArrBt
AEROPI.A}IT FTIG}IT TA}IUAI. DC.6/68
(oilPrilY EDtTtor

OPERATION OF SYSTEMS AND EQUIPMENT APL 3.2. t

Airframe and Landing Gear - Fuselage, wings and empennage

01. CHECK OF ENTRANCE DOOR LOCK MECHANISM

(1) In order to ensure that the cockpit and cabin doors are properly locked, the following preflight routine
shali be followed by the crew:
(a) Before each take-off the and cabin doors d for r latch
through the inspection holes provided over. each latchbolt. l' in DC-6
and I latches in DC-68 ancl the cabin door has 10 latches. ) Each latch shall be checked individuaily
with a torchlightliGi-sure that the colour marking on the latch and on the door are on a 1ine, thus
indicating that the latch is properly locked.

Also pulI door handle to ensure that it is in fu1ly locked position.

(b) The cockpit door shall be inspected by the Flight Engineer before the engines are started and the check
duly reported in connection with I'Engineer,s Report" in DC-6/68 Cockpit Check List L
(c) The cabin door shall be inspected by the Purser immediately after the door has been finally closed
and the cheek be duly reported in connection with "Cabin Report" in DC-6/68 Cockpit Check I-ist I.

\*
(2) If an index rnark or an inspection window is in such a condition that it prevents a proper check, the
followi.ng procedure may be used:

(a) Immediately before closlng the door, operate the door handle to closed position and check that atl
latchboits will extenci fully.
(b) Cicrse the door properly and inspect for latch engagement through the inspection ho1es. If the index
marks are visible on all latches which can be inspected, this may be considered as a sufficient check
that the door is properly locked.

02. ENTRANCE DOOR LOCK FAILURE

On occasions the push-pu11 rod control mechanism has broken just where a rod is threaded into a door latch
A - If guch a malfunction occurs at a line station the following instruction must be followed:
(i) If a push-pull rod has broken, the latch should be removed the flight
cabin. "rd "onti.red

L\ (2) Exception from (1) i.s only a-Llowed when flying on a leg where pressurization is absolutely necessary
In such case the actual latch must be installed by hand. It is forbidden to fly with pressurized eabin
without all latches engaged.

03. LOWER CARGO COMPARTMENT DOORS

Each door is opened by pulling the handle out and pressing it upwards as far as possible. The door then comes
out by its own weight and should be pressed backwards until the hotd-open mechanism in the aft hinge is engaged

The door is closed by depressing the finger-like projection on the aft hinge whereby the hold-open mechanism is
released. When the door is pressed into closed position, the latches will be uncovered. by a plunger and can be
moved into locked position by the door handle.

Note 1: Do not foiget to release the hold-open mechanism in the aft hinge before the door is closed.
I Note 2: Do not use the DC-6 doors as a ladder to the cargo compartment.
6l
04. LOCK BETWEEN CABIN AND COCKPIT
r,l
6l
o
o In order to open the door from the cabin side, it is necessary to depress the centre plate in the door knob before
a turning the knob.
d
o
From the cockpit si.de the door is opened by turning the knob on1y.

Effective: Jul,23. 5?
APL/Rev. 53 lssue No 2
 ntDrt t4lrt rrmrtc:J turrat,

AEROP1AilE rUGHT ilIAIIUAI. D(.6/68

(oxlPA1|Y tDrTt0]l

OPERATION OF SYSTEMS AND EQUIPMENT APL 3.2.2.

Airframe and Landing Gear - Flight controls

01. WING FLAPS

(1) Restrictions

Due to several cases of damaged wing flaps and hinges, the following restrictions regarding the use of
wing flaps will apply:

(a) Wing flaps are normally to be used only for take-offs, approaches to landing position and for landing.
(b) Wing flaps are not to be used in cruise or descent conditions except in emergency, or for short
periods, when rGEuired to facilitate a descent through broken or scattered clouds.

L (c) fhe wing flaps may be Iowered to full down position when starting engines in order to protect people on
the ramp against the airstream. The flaps should be taken up again as soon as possible when the air-
craft has left the gate position. The wing flaps may also for the same reason be fully lowered when
entering a gate position.

Lowering of flaps for thi.s reason should only be used when local conditions so require, and taxiing
with flaps down should be made for as short time periods as possible.
(d) Maximum speeds for extension of wing flapst See AFL 4.2.L.

(2) Operation

Squeeze the lever handle to release the handte and move i.t to the desired setting. Leave the handle in
the pre-set position until a new position is desired.

DC-6:, At ground test the wing flaps shalt go from the fuII UP position to the full DOWN position in 8-12
seconds. In the opposite direction the flap travel shall take 10-14 seconds.

Pg:6Bf At ground test the flap operating time^from full UP position to full DOWN position is 8-12 seconds.
In the opposite direction from fulL DOWN to 20o DOWN the travel shall take 8-10 seconds and from 20o
DOWN to full UP position the travel shall take 10-14 seconds, i.e, the total travel from fuII DoWN
to full
UP shall take 1B-24 seconds.

02. GUST LOCKS

The gust lock is engaged by pulling the gust lock lever to an upright position with aII flight controls in neutral.
\_
DQ..6: The red warning tape, holding the lever in the locked (upright) position, is engaged with the lever by
pulling it down over the padded edge of the glareshield and over the hub of the left elevator trim tab controi
wheel. Then under the projecting tape support pin aft and below the control wheel and aft to the gust lock lever.
Notg: When disengaging the gust lock do not let the tape ring slip, but lead the ring up to the sp.irrg loaded reel
in the ceiling.

P-q-qE: A retaining mechanism is pul1ed out from the left side of the control pedestal and fits over the gust lock
Iever.

The gust Io-ck is gfg-gllgrg.qg by the control to its horizontal position. It should be checked that the gust
Iock lever latch is in position. T:vinq
If the lever cannot be moved to its bottom position, the rudder lock mechan-'ism
must be inspected for ice formation, etc.

The flight controls should be locked during taxiing.

I
Partial movement of the flight controls is possible with the gust lock engaged due to the spring control tab linkage
It is therefore imperative that a full-throw control check be made just prior to the take-oif tolnsure that the gust
(\1
N locks are fully disengaged.
ro
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(more) Effective: May lb. b?

lssue No.. 1
 OPERATION OF SYSTEMS AND EQUIPMENT

Airframe and Landing Gear - Flight controls (cont'd)

03. TRIMMING OF THE AEROPLANE

The aeroplane should be trimmed in flight as follows: adjust to cruising power and stabilize the airspeed, then
adjust the elevator trim tabs to maintain level flight altitude. After assuming a level longitudinal altitude, set
the aileron and rudder trim tabs to zero-degree trim. Hold the wings level with the ailerons and adjust the
rudder trim tab until a constant heading is maintained, as indicated by the directional gyro. Then adjust the
aileron trim tab to maintain a level wing attitude,
On occasions the rudder trim tab mechanism has frozen in such a way that it has been possible to turn the
rudder trim tab control wheel in the cockpit over the whole scale without any trimming effect on the aeroplane. ii\
When the ice tha\r/s an unforeseen trimming force is created, which mieht produce a dangerous situation

Therefore, the trim tab controls shall immediately be returned to zero setting whenever the aeroplane does not
respond to initial movement of the controls.

04. CONTROL MOVEMENT.

When flying during icing conditions it is advisable to operate the rudder, elevator and aileron controls from time
to time in order to prevent the controls from being blocked as a result of icing. The procedure should be used
especially after take-off in damp weather, when the temperature is around zero.

If in cold weather the control colurnn or the rudder pedals get firmly stuck or if there is a rough feeling as if
the mechanism is forced through a medium with varying resistance, this may be due to ice blocking the mechan-
ism below the cockpit floor.
In such a case set the switch WINDSHIELD HEAT in position ANTI-ICING and the switch CABIN HEATER
MASTER in ON position and distribute the warm air to the space below the cockpit floor by moving the 2 levers
WINDSHIELD EXHAUST to position NORMAL (left control lever) and UNDER FLOOR (right control lever) .

Note: As a last resort in an emergency it may be possible to get rid of the ice by removing part of the cockpit
floo..

-oOo-

t_

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 nlOrtJrYrrlrrmrJ$iltIi8f
AIROPIA}IE TI.IGHI IIA]IUAI. D(.6/68
cotPlilY EDlil0I

OPERATION OF SYSTEMS AND EQUIPMENT APL 3.2.3

Airframe and Landing Gear - Landing gear

01. EXTENSION AND RETRACTION

The gear is extended when the landing gear control lever is placed in the DOWN position
Note: Do not pull landing gear lever above NEUTRAL before placing it DowN.
The gear is retracted when the lever is placed in the Up posiHon
Before placing the lever ttx DOWN or UP position place the hydraulic system by-pass valve control lever in
ON position.

Retract the landiag gear aa soon as possible after take-off but not before passing the crttical point.
After take-off from a slushy fteld during cold weather operation the gear may be extended aga.i.n when safe height
above terrain has been obtained. Leave the gear down until it is dry or until the slush has frozen. This will
prevent the gear from freezing {n the retracted position.

During flight, after the gear has been retracted, the lever should be placed in the NEUTRAL position, which
opens both the up and down line to return and aLlows the gear to settle on the uplatch hooks.
When flying through rough weather, however, the lever should be placed in the Up position which will prevent
the dural shear bolts in the uplatch mechanism from shearing. The hydraulic system by-pass valve control
lever should be placed in ON position before the landlng gear lever is placed in itre Up iosition.
At all times, when the gear is extended for approach or while the aeroplane is on the ground the lever must
normally be left in the DOWNposition. For exceptions see APL 6.4.3. Emergency operation of landing gear.
The landing gear shall go down to the futly extended and locked position in about 12 eeconds and the retraction
ehall take about 10 seconds.

02. NOSEWHEEL STEERING

The nogewheel is in the straight forward position when the knob on the steering wheel is ln the upper position.

Steering of the aeroplane by means of the nosewheel, particularly during a crosswind take-off, should not
be attempted after the aeroplane exceede 60 knote ground speed. At high speeds, the weight on the nosewheel
ie so light that reactton from turning the wheel is negltgible, resulting in the r,osewheel skidding sidewise on
the ground wlthout altering the forward course of the aeroplane. Under this condttion, it may be posstble to have
the nosewheel turned past the self-centering point at the time of retraction, resulting in incomplete retraction
and probable damage to the nose gear mechanism.

m
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6.
o
o
o
d
o

Effective: May 15, 57

lssue No.. 1
\

-t

o
 n/J0rlryrrl rt&n lE tllr8t
ATROPI,A}IT TI.IGHI TA}IUAI. DC.6/68
(otPAltY EDlTlox

OPEN,ATION OF SYSTEMS AND EQUIPMENT APL 3.2,4

Airframe and Landinp Gear - Brakes

01. HYDRAULIC BRAKES

Use care in operating the brakes, which provide adequate braking power for any normal situation. The brakes
should not be used immediately after making contact with the ground during landing, as the tyres are very likely
to skid, with even a light application of braking, due to the low coefficient of rolling friction.
Be specially careful when the runway is partly slippery due to water, ice or slush. The increase in braking action
when passing over to dry surface again may easily skid the tyres'

Normally the wheel rotation shall not be stopped after take-off. However, if a main gear tyre should be damaged
during take-off, use the brakes to stop rotation of the wheels before retracting the gear in order to avoid damages
in the gear well caused by the rotating damaged tyre.

02. PARKING BRAKES

\- Refer to APL 2. 3.2.

03. EMERGENCY BRAKE OPERATION

Refer to APL 6.4.4.

\*

3
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ln
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o
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o
d
a

Effective: May 15. 5?

lssue l{0.. 1
.1
 WzrtJlUlUlJ rrn rlEJ tzirEn

ATROPLAilE TTIGHT ThA}IUAL DC.6/68

COilPTlIY EDIIIOX

OPERATION OF SYSTEMS AND EQUIPMENT APL 3.3.1

S heet 1
Power Plant Fuel and OiI Systems - General

01. FUEL, OIL AND W/A SPECIFICATIONS

(1) Fuel

(a)D<l-6 (CB 16 engine)

- Normally grade 100/130 shall be used. If not available grade 108/135 (or 11.5/145) may be used
These qualities may be mixed,

(b) qq 68 (CB 17 engine)

- The aircraft shall normally be operated on grade iOB/135 only (in all tanks) If grade 108/135 is not
available, grade 775 l7 45 maybe usedinstead and these grades of fuel may be mixed in the same air-
craft fuel tanks.
-Inexcepti.onalcases, whenneithergradesl0B/135or1151145are available, itmaybenecessaryto
use fuel of grade 100/130, pure or mixed, in the tanks withthe hi.gher grades offuel.

Any use of pqrg g{EALe tq!111!0 or 4q11tqre cgntaining 100/130 wil.I, however, Iimit engine performance
to the CB 16 engine rating. (See APL 3.3. 1. 02. )

Before applying the CB 17 engine rating again, all tanks must be emptied and refilled with 108/135
(or 1 15 /145) .

(2) w/A injection fluid

Approved mixtures which may be mixed;

6) a0% water and 60/o methanol by volume

(b) 50% water and 50/o methanol by volume
(c) 50% water, 25lo methanol ard 2510 ethanol by volume

(3) OiI

Approved grades (British spec, D. Eng. RD. 2472 BIO and American spec. MIL-L-6082 A Grade 1100)
(a) Aeroshell oil 100
(b) Esso Aviation oil 100.

These qual.ities may be mixed.

Note: OiI in transfer system (DC-68 auxiliary oil tank) to be diluted with 50% engine fuel.

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(more) Effective: May 15.5?

lssue No. 1
 OPERATION OF SYSTEMS AND EQUIPMENT

Power P1ant, Fuel and Oil Systems - General (cont'd)

02. LIMITATIONS
(1) Power limits (R-2800 - CB 1? /CB 16 engine)

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t-
 tArJDrll YrUl,lrRlrl€t tlff& l
ATROPTANE TTIGHT MANUAI. DC.6/68
COilIPAI{Y tDlIION

OPERATION OF SYSTEMS AND EQUIPMENT APL 3.3.1.

Sheet ,
Power Plaut, FueI dnd Oil Syatems - General (contrd)

(2)Pressqlqlimits
(a) Engine fuel pressure (psi) Min. Desired Max.
(with booster pumps off)
IdIing 15
Cruise 22 in
Waroing lieht (red) l4 20

(b) w/A-injection pressure (p6i) Min. Desired Max

Run-up (MP: field pressure)
DC-6 inboard engines 26 2B
DC-6 outboard engines 3t
DC-68 all engines 25 28
Take -off 22 23 25

(c) Oil pressure (psi) Min. Desired Max

IdIing z5
Run-up (MP : field pressure) at 40oC 80 100
at 8soc 60 100
Take-off and maximum continuous 15 B0-90 110
Climb 10 80-90 100
C ruise 60 80-90 100
Warning ]ight (red) 40 60

(3) Temperature limits

(a)Engi.ne cylinder head tehperature (oC) Min. De sire d Max.
Run-up (MP: field pressure) 100 fin-
Magneto check 150
Before take-off 120 150-170 2to
During take-off 260
Maximum continuous 230 (260 in climb)
CIimb ,io ,rr-r85 230
Cruise 150 175-185 230
During reversing 200
Before shut-down i 40 2oo

(b) Engine oil intet temperature (oC) Min. L)eslred Mrrx.

Run-up (llP: field pressure) 40 85
Before take-off u0
During take-off 1o 100
Maximum continuous 85 (100 in climb)
Climb 40 60-7s 100
C rui se 40 60-?5 B5

(c) Carburettor air temperatu.e Max

Maximum without preheat:
Low Blower No limit
High Blower 150C
Maximum for prolonged preheat:
Low Blower 4ooC
High Blower 1 50C
Maximum for momentary preheati
Low Blower, AUTO-RICH maximm 2250 RPM 600c
High Blower, AUTO-RICH maxrmum 2300 RPM 400c

(4) RPM limits

(a) PropeUer govemor control range rzoo-zaoo1:o RpM
Avoid continuous operation below 1600 RPM in flight
(b) Magneto check
RPM and BMEP drop-off: normal 50-?5 RPM (6-9 psi)
RPM and BMEP drop-off: maximum 100 RPM ( 12 psi)
F.PM and BMEP differen"e: maximw 40RPM( 5psi)
Note: BMEP figures valid only al field pressure
(c) Over-speedlng
Maximum momentary over-speeding permltting continued operalion of engine:
I Low Blower 3350 RPM
N High Blower 3150 RPM

Note: Over-speeding wili require inspection of the engine prior to next lake-off

l,l
d! (5) Speed lihits
o
o (a) Maximum speed lor fuet dumping 1 B5 knots IAS
o (b) Maximum speed for propeller unfeathering I 35 knols lAS.
d
@

-oOo- Effective: May 15. 57

lssue No 1
 frJtotilryrrt rrnlrtfi tzt Bt
AEROPTA]IE TTIGHI TTIANUAI. D(-6l68
c0tPAltY tDlTl0ll

OPERATION OF, SYSTEMS AND EQUIPMENT APt 3.3.2

S heet 1
Power Plant, FueI and Oil Systems - Engines

01. ENGINE STARTINC AND STOPPING

(1) General

Since the hydraulic pumps are driven by the inboard engines only, it is recommended that either inboard
engine be started first. The normal engi.ne starting order should be No. 3, 4, 2 and 1. If engine oil
pressure does not show a rise within 10 seconds after starting, stop engine and investigate,

The engine starter selector switch must be set to the engine to be started before the start or prime switch
will function. The safety switch must be held in the ON (aft) position before the start switch will function"
Because of the extremely high amperage drain on the battery during starting operations, an external power
source sha1l be used for starting whenever available. After starti.ng the fi.rst engine, if an external power
source is low, the engine should be run up to approxi.mately 1200 RPM (after it is sufficiently warm) and
the generator switch turned ON to supply current for starting the remaining engines.

L) (2) Normal starting procedure

In order to obtain smooth and consistent engine starts and ensure the greatest protection to the power plant
the following pt'ocedure sha1l always be used.

The list is arranged so as to show the correct sequence of operating steps as well as the proper distribu-
tion of these steps with regard to the crew members concerned.

l lP - zlP F/n
(a) Engine selector - SET (a) Control position check:
Ignition - OFF
Mixture - IDLE CUT-OFF
Booster pump - OFF
Fuel supply - ON
Throttle - In position to give approximately
lOOO RPM

(b) Turn engine over with starter minimum 12 (b)

blades to detect any presence of a hydraulic
\- lock. If any sign of hesitation or stoppage
occurs, disengage starter and investigate.
(Ref. APL 3.3.6. 01.)
(c) CalI for ignition: "Contact". (c) Booster pump - LOW
Ignition . BOTH

(d) Continue cranking, energize booster and (d)

pri.me as required.

(e) After engine fires, release starter switch (e) Watch engine instruments. (Engine oil pressure
and continue to run on priming fuel only, should show almost immediately supercharger oiI
until engine definitely smoothes out at pressure minimum 30 psi within 30 seconds. )
approximatety 1000 RPM.
(f) Calf "Rich" and release prime switch when (f) Mixture - AUTO RICH
rrset'r, Apply mixture smoothly then call "Set"
F /E ca-lIs
I

(e) (g)Adjust throttle to hold 1000 RPM

N
Booster pump - OFF
r,)
6a
o
(h) (h) Generator -oN
o
o
(,
o

(more) Effective: May 15. 5?

lssue No 1
 OPERATION OF SYSTEMS AND EQUIPMENT

Power P1ant, Fuel and Oil Svstem - Ensines (cont'd)

Note 1: Maximum continuous use of starter: 6_g_Eeconds. If engine fails to start or stops, shut down,
return mixture to IDLE CUT-OFF, switch OFF booster pump and turn ignition OFF (after engine has
stopped) and allow the starter motor to cool for minimum two minutes. If the engine does not start on
the second try, a five minute shut-down is necessary to a"llow the starter to coo1.

Note 2: Starting difficqlties may sometimes occur wlth engines provided with carburettor priming system,
if the booster pump pressure is too low. The simptest way to overcome this difficulty is to change booster
pumps by selecting another tank. Another way is to use HIGH boost, turn pump first to LOW to pressurize
system,then switch rapidly to HIGH. This procedure may also be used when starting engines in extremely
cold weather. (N,8.: Be careful not to overprime when starting engine with HIGH boost,)

(3) Battery starting

Starting on ship's batteries is permissible only when an external power source is not available

Care should be taken not to load the batteries unnecessarily. For this reason the radio, the gaIIey
equiprnent and the cabin lighting should be turned off pri.or to starting the engines, and other electrical
equipment may be operated only if absolutely needed. Tests of the various electrical systems required
should be conducted after startj.ng the engines.

(a) Check that all automatic circuit breakers in the cockpit and on the circuit breaker panel are switched
on, except the following:
RADIO GROUND BLOWER
AUX VENT BLOWER AIRFOIL GROUND BLOWER
FUELQUANTITYl&4
FUELQUANTITY2&3 FWD WATER HEATER
CABIN & AIRFOIL HEAT GROIIND AFT WATER HEATER
In addition, the switch for the aircraft telephone located on the aft stanchion of the radio rack, should
be in position INTERPHONE FLIGHT.
(b) The battery selector switch should be in position PLANE BATTERY'
(c) Let all inverter switches be in position OFF.
(d) Place master engine selector switch in No, 2 or No. 3 AUTO position and master RPM control lever
in FORWARD position.
(e) Pull the propeller through by hand at least 12 blades (applicable only to the engine to be started first)
Start the engines. Immediately thereafter set the inverter switch ENGNE to UPPER. \-
(f) When the RPM has reached 900-1000, the generator switch for the engine started should be set to
position ON.
(g) Operate.the engine cowl flaps and the oil cooler door.
(h) Run up the engine to 1200 RPM and start the rest of the engines on the generator ofthis engine.
(i) Switch on the generator switches for the other engines started.
(j) Switch on those automatic eircuit breakers which are in position OFF according to item (a).
(k) Adjust theinverter switches to the following positions:
CAPTAIN,S - LOWER, ENGINE -UPPER, lST OFFICER - UPPER.

(4) Starting procedure in case of starter failure

Normally no attempt shall be made to start an engine except by means of the engine starter (hand
swinging of the propeller is prohibited). In case of a starter failure on one engine, and provided that
no spare starter is available locally and the time required to obtain a new one would cause a delay with
severe influence upon the traffic, the engine concerned may, however, be started by means of wind-
,o
I
milling, during a ground ro1l, uqder the following conditions
6l
(f)
(a) It has been definitely checked that the failure is limited to the starter or its circuit and that there
m is no damage (e. g. seizure) of the engine itself. The starter should be properly refitted if removed
.; during this investigation.
N
o
o (b) The wheel brakes and propeller reversing systems must be fuIly serviceable.
(c) The visibility must at least be equal to the runway length, and a minimum distance of 800 metres
o
qt remaining runway length for safe stopping of the aircraft must be clearly indicated on the runway.
o

(more)
 tU/JDrlrUlUlrrOIrlEJtztfDt
AEROPTA]IT TI.IGHT TNAilUAl DC.6/68
coilPAltY tDtTt0lt

OPERATION OF' SYSTEMS AND NT APt 3.3.2

S heet 2
Power Pla FueI and Oil tem cont'

(d) The runway must not be slippe

(e) No passengers may be on boar d the starting procedure
A-fter a study of the applicable parts of the instructions regarding 3-engine take-off technique in ApL Z.b.l.,
proceed as follows:

(f) PuIi propeller through by hand 12 blades.

(g) Set propeller blades to approximately 450 (tip angle- check from ground) by means of feathering pump,
place master propeller control handle in fu11 forward position and toggle propelter governor concerned
to full low pitch (Iight on).

u (h) Set engine selector switch to engine concerned and turn ignition switch to BOTH.
(i) Set throttle to normal starting position and turn on booster pump concerned to LOW,
(i) With 0o wing flaps and +4o cowl flaps (aII engines) start to roII the aircraft and watch engine concerned.
Note: If engine to be started is No, 1 or 2, tt is recommended that the engine be watched through
window in DC-6B stateroom or through window in DC-61eft forward toilet. Crew member positioned
there repoiiFffien propeller starts windmilting ufffiiting or through microphone from Navigatops
station.
(k) When the engine starts windmilling (at approximately 80 kts. ) energize booster and prime engine
as
usual.
(1) As soon as the engine starts to fire, place mixture control in AUTo RICH.
(m[nterrupt the ground ro11 as soon as possib]e by means of wheel braking and propeller reversing (not
on engine started by windmilling).
(n)Proceed with, normal engine warm-up and ground check. (Remember to open cowl f1aps,)

CAUTION: During the ground ro11, the speed must not exceed 100 knots, and the roll must be inter 'rupted
by means of wheel braking and reversing at a remaining runway length of mj.nimum 800 metres

(5) Engine stopping

(a) Run engine at 1000-1200 RPM until cylinder head temperature is less than 140oC if possible
(b) Move mixture control to IDLE CUT-OFF.
(c) When engine stops, turn ignition OFF.

(6) Engine stopping and starting during flight

\- (a) For stopping and starting engine see Feathering and Unfeathering Check Lists, APL 6.1.1. (Emer-
gency Procedures).
(b) After unfeathering warm up the engine as follows:
- Blower LOW
- RPM maximum 1200
- BMEP maximum 80
(* - When oil inlet temperature reaches 40oC, slowly increase and reset power.

(?) Hydraulicking (Liquid lock) (Ref . APL 3.3.6. )

02 WATER INJECTION

(1) General

I
W/A injection sha1l normally be used for aII take-offs regardless of take-off gross weight
N
N

;
s{
o
o
d
o
d
o

(more) Effective: May 1 5. 5 ?

lssue No.. 1
 OPERATION OF SYSTEMS AND EQUIPMENT

Power Fuel and Oil ont'

(2) Normal W A for -off

Whenever w/A fluid is a , the tanks shall be filled to capacity for take-off, i.e, 5.4 gals (20.5
Iitres) per engine in DC-6 Iitre per enqine in DC-6B
10 Eals. ( 37. B5

If W/A fluid is not available at a station, it is up to the Pilot-in-Command to decide whether a wet take-
off shall be made or not with due regard to the W/A quantity remaining in the tanks and the take-off and
Ianding requirernents of the next leg. The limitations in (3) below must, however, be observed.

(3) Miqlmum W /A quantity for WET take-off

(a) oc-e
3.5 gals' (13' 25 litres) - normal W/A consumption at full take-off power (2400 BHP): approximately
1. 2 3 gals /min /eng.

(b) Dc-68
lfr7Finj""tion power required for take-off only.
gals. (18.9litres) - norrna-l W/A consumption at 2400 BHP: approximately 1.23 gals/min/eng.
5
gals. (22.? Iitres) - normal W/A consumption at 2500 BHP: approximately 1.49 gals/min/eng.
6
- W/A injection power required also to meet landing climb requirements at next point of intended
landing (refer landing diagram).
7,5 gals. (28.4 litres) - when operating with CB 16 power ratings,
I gals. (34 litres) - when operating with CB 1? power ratings.

(4) Normal take-off procedure

(a) Turn on W/A switches before starting take-off and check lights on and W/A pressures.
(b)As throttles are advanced for take-off:
- Check that green lights stgy on
- Check W/A pressures, which shall show a--drop of approximately 6 psi indicating W/Aflow during
take-off
- Note proper fuel and BMEP values.

*l=_ If mixture derichment does not occur, the fuel flow of the affected engine wiII be high and the
BMEP value will be low compared with the other engines.

- Keep constant check of W /A quantity gauges,

CAUTION: If the W/A tank runsdry, sufficient vapour pressure can be maintained to hold the
carburettor derichment valve closed, indicated on the W/A pres6ure and quantity gauges
When this occurs immediately turn off W/A switch and reduce Mp to dry take-off power.
(c) Observe wet take-off power limitst
- CB 16 rating - maximum 2800/59.5rr (2400 BHF')
- CB 17 rating - maximum 2800 l62t' (2500 BHP).
(d)AJter take-off, turn OFF W/A switches aJter reduction to climb power. The green pressure Iights
will go out, the fuel flow indication will ii&ase and the W/A pressure will drop.
Note: Since the W/A system is completely isolated by check valves it is normal for same pressure
indication to show after the system has been turned off.

(5) W/A system inoperative

!
I
(a) nry take-off
N
If a dry take-off is to be performed, the following power limits will apply:
N
m - CB 16 rating - maximum 2700/55" (2050 BHp)
q?
rn
- CB 17 rating - maximum 2800/60r' (2200 BHP).
N
o
o Note: In order to use CB 16 rating, the propeller governors must be reBet to maximum 2?00 RPM
o 6ii6ito take-off.
c
o
(more)
 MlDrlArlrrtJ rr0rrlE tltf&A
AEROPTA}IE TLIGHI TIANUAT DC-6/68
coilPAIY tDlil01{

OPERATION OF SYSTEMS AND EQUIPMENT APL 3. 3.2

Sheet e

Power Plant, Fuel and Oi1 SYstems - Engines (cont'd)

For CB 16 take-off with W /A inoperative on one engine, the following power settings can be
used:
- 3 engines wet 28 5'! (2400 BHP) and
- J- engine dry /JJ (1S50 BHP).

(b) w/A tem fa ure on take-off

Int event of indication W/A system failure during take-off - e. g. green light goes out, improper
pressure or values, depletion of W/A supply - immediately iimit power of engine affected to:
-CB16ra - 2800153" (1950 BHP)
- cB 17 rating - 2800766" (2200 BHP)
and turn OFF respective W/A switch.
Note: If W/A system failure is evident at a sufficiently early stage of take-off requiring fuII wet power,
the take-off should be interrupted'

(6) Landi.ng

L_) (a) DC-6

U"" of W/A is not required in landing for weights up to maximum landing weight at airports below 7000
ft elevation.
(b) DC-68
ilil'ifW/A is not required with iB 1? rating for weights below 39000 kgs at airports below 3000 ft
elevation.

Use of W/A is normally required with CB 17 rating for weights above 39000 kgs or airports above 3000 ft
elevation or with CB 16 rating. However, if in order to save W/A fluj.d it is desirabie to Iand without
use of W/A, check maximum permissible landing weight in APL 4.8.2.

03. POWERAND MIXTURE SETTING

(1) General

The principle basis for power setting is the ItPM and manifold pressure, these generally being the most
reliable engine readings. The torquemeter system is chiefly used for reference and for relative measure-
ments (BMEP drop) in connection with mixture setting. For climb power setting, however, it has been
found to be convenient to use the BMEP gauge as the primary instrument, using the manifold pressure only
as a check. Finally, the BMEP reading should be used as a maximum limit when operating with reduced
power settings not given in the Crui.se Charts (ref, APL 4.5,1. 06. ), except in the case of obviously erratic
torquemeters.

Note: When operating with power settings not given in the charts, care should be taken to avoid high RPM-
Iow BMEP combinations. Ensure that at Ieast one inch of manifold pressure be used for each 100 RPM.
Thus at 2200 RPM, 22rr MP should be the minimum.

(2) Ground operation

AUTO RICH mixture should normally be used at all times during ground operation. In extreme cases,
however, when there are obvious indications that the mixture is too rich to give satisfactory engine opera-
tion, the mixture may have to be Ieaned. This may, for instance, be necessary at high altitude airfields,
(e. g. Nairobi).
I

N (3) Take-off

rl)
6a (a) Mi{ture
o
o AUTO RIC H mixture shall always be used at TAKE-OFF and RATED POWER
6
d
6

(more) Effective: MaY 15.57

lssue No.. 1
 OPERATION OF SYSTEMS AND EQUIPMENT

Power Plant, Fuel and Oil Systems - (cont'd)

(b) laks-off power

Always use maximum take-off Power
- DC-6/CB 16 rating BHP
- ildr?'-e/cB t 6ra - 2400 BHP
- bffi-/ce rz - 2500 BHP

In order to overpowering at take -off under cold tempera ture conditions a correction of the
manifold Dressure shall be applied when the OAT is below OoC, starting with a reduction of 1 " Hg at
OoC and a further reduction of 1" Hg for each additional 10o below zero, rounded off to the nearest 1/2'r

Examples (CB 16 rating): (1) OAT = - 1o-C, maximum MP = 59'5"-1'5rr = 58" HB

(2) OAT = -2BoC, maximum MP = 59' 5't-4" = 55.5" Hg.

(c) Power applieation

Ii*"ys "ppi|power very gently and smoothly by slowly advancing the throttles without any interruptions
up to take-off Power,

(4) Climb

(a) Power setting

Set power in accordance with Climb Chart by means of RPM and BMEP and check that MP is within
t 1 " of chart valuer

(b) Milture setting

WithTlt".""p."t setting" carburettors, the AUTO RICH mixture position will generally be too rich in
the climb power range. When necessary the mixture shalI, therefore, be leaned manually down to the
fuel flows specified in the Climb Chart.
If the fuel flow in AUTO RICH is below chart values, a remark should be entered in the A/C Technical
Report, and if the carburettor is so lean that the AUTO RICH fuel flow is found to be more than 10 kgs/h
below the chart values, the climb power of the engine concerned should be reduced to 145 psi. Check
that the fuel flow in this new setting is not lower than 300 tgs /h'

(5) Cruise

(a)AJter levelling off at desired cruise altitude and with mixture controls still in climb position set RPM
and MP in accordance with appropriate Power Setting chart (APL 4,5.2.\.
(b) Thereafter, carefully determine maximum BMEP by slowly moving mixture control in ri.ch direction
and back, and then continue to manually lean mixture to the BMEP drop specified in the Power Setting
Chart'
Note 1: If, in the case of a Iean carburettor, AUTO RICH is found to be leaner than Best Power,
G-AUtisn the Best Power peak by engaging the primer and noting the maximum BMEP obtained during
priming.

Note 2: It is pernissibte to go below AUTO LEAN position when necessary to obtain the specified
ffia"op. Because of the fact that Fuel FIow changes very rapidly in this range, due caution must,
however, be exercised with regard to possible power surges and eventual over-speedings'
(c) In order to correct for any lag of the AMC unit in connection with stabilizing of flying conditions (IAS,
OAT, CAT, etc. ) reset BMEP drop a.fter approximately 15 minutes and check RPM, MP and FF.
Note: If BMEP fluctuates, use average reading for accurate setting of BMEP drop'
I
.o
(a) FFioaically every hour throughout cruise, and whenever altitude or power setting is changed or there
m is an indieation of incorrect fuel flow, the mixture should be rechecked to assure that the p,roper
N
(r'l
BMEP drop is being maintained. A change of carburettor air temperature of more than 10oC (e' g.
q1 continuous application of preheat) will also require a recheck of the mixture.
6
N
o
o Note 1: It should be noted that the above method does not necessarily require quantitative accuracy
6EE-torq.remeter system, using the BMEP gauge only for relative measurement (BMEP drop). In
cases, however, when the torquemeter syatem is unserviceable or obviouely sluggish, orifforanyother
o
6
o
r€ason the method cannot be applied, the mixture of engine concerned should be adjusted to give a
Fuel Flow equal to the average FueI Flow of the engines having serviceable torquemeters.
(more)
 glzrt%YTrlrrzlnGJ.ilJri8l
ATROPTAilE TTIGHT ThA}IUAI. D(-6l6I
cotPAltY lDrll0r{

OPERATION OF SYSTEMS AND EQUIPMENT APL 3.3.2

Sheet 4
Power Plant, Fuel and Oil Systems - Engines (cont'd)

Note 2: If it is necessary to enrich the mixture when operating in Low Blower to remedy engine mal-
IG-tioning, the mixture should be set to a BMEP drop of 2 psi (or richer). It is prohibited to enrich
the mixture to a BMEP drop between 2 and I psi, as this may cause undesirable cylinder temperatures
The increase in power obtained by enrichment should be compensated by reducing the Manifold Pres-
sure to obtain game value as prior to the enrichment

(6) Descent

(a) Power setting

At times it may be advantageous to use cruise power for descent. Generally, however, reduced power
wiII be used, in which case the power setting should normally be as follows: engine speedat 1800 RPM
with throttles set as required, obserwing the specified BMEP limits of maximum 145 in high blower and
maximum 150 in low blower.
(b) Mixture setting
L Immediately before descent (following the mag. check) adjust mixture setting to a 2 BMEP drop and
check for correct BMEP drop every 4000 feet of descent. Engine readings should be watched and
mixtures be rechecked if there are any indications of erratic operation.
Note: Blower shift, when required, should preferably be made before starting descent. If made during
descent, recheck mixture setting after shift.

(7) Landing

Before landing, the mixtures shall always be set to the AUTO RICH position

04. OPERATION OF ENGINE SUPERCHARGER

(1) Ground operation

A11 ground operations of the engine, such as starting, run-up, idling and taxiing shoutd be performed with
the supercharger in LOW poeition.

U (2) [llgfrt operation

(a) Take-off
AIl take-offs, regardless of altitude, should be made in the LOW impeller ratio
(b) Climb
Supercharger shift from LOW to HIGH impeller ratio during climb should be performed at point shown
inClimbChart, i,e. whenBMEPhas decreased toHIGHblowervalue. Theshiftshouldbeperformed
on two engines at a time, as follows:
- throttle back to approximately 22 " MP
- shift to HIGH position
- adjust throttle to the desired manifold pressure.
Note 1: Do not use HIGH if carburettor air temperature exceeds 1SoC.

Note 2: Use LOW fuel boost at all altitudes whenever changing the engine blower position.
I
(c) Cruising
t$
In accordance with the Power Setting Chart.
N
(d) Descent
During cruising descent or normal Iet-down from altitude at which it has been necessary to use the
ra)
cl HIGH impeller ratio, the supercharger shall be shifted to LOW as soon as practicable and regardless of
o
o aLtitude, unless descent is limited to the range of HIGH ratio operation, in which case, naturally, no
o shift is made.
dl
a

(more) Effective: May 15.57

lssue l{o 1
 OPERATION OF SYSTEMS AND EQUIPMENT

Power P1ant, FueI and OiI Syst ems - Engines (cont'd)

CAUTION: If the superchargers are in position HIGH they will go to position LOW if normal electrical
power is taken away. Therefore always check that superchargerg control switches are in
position LOW before restoring nornal electrical power. If normal electrical power cannot
be restored the rest of the flitht has to be made in LOW blower.

05. CARBURETTOR DE-ICING AND ANTI.ICING

(1) The carburettory:Lggljlglgllis the principal protection against all kinds of induction system icing.
tsystem,whenappliedcorrect1yandintime,wi1Iveryefficient1y
prevent any critical icing, and in cases when such has already formed it is also the principal means for
removal of the ice.

When using carburettor preheat the following CAT limitations mugt be observed in order to prevent
engine detonation and exeessive power loss:

(a) Prolonged preheat

- LOW blower. . . . .maximum 40oC
- HIGH blower ... ,maximum 15oC.
(b) Momentary preheat
- LOW blower, AUTO RICH. . . . . maximum 6OoC up to 2250 RpM
- IIIGH blower, AUTO RICH. . . . . maximum 40oC up to 2800 RpM.

When removing carburettor preheat thj.s should always be done very gradually so as to allow the mixture
control unit to compensate the decrease in carburettor air temperature.

(2) Thecarburettor is primarily intended as a supplement or auxiliary to carburettor air heat,

"1"@-ryE1"-
ffiasreachedacriticalextentandcarburettorpreheatcapacityisinsufficient
to clear the engine. It is particularly useful tin cases of severe icing of the carburettor screen. Exper-
ience has showrL however, that carburettor alcohol can be used with excellent results also in other cases
as a preventive measure, for instance under conditions when it is considered undesirable to use car-
burettor preheat.
While no functional limitations are placed on the use of the system, it is reeommended that the system
be shut off as soon as deemed advisable, to conserve alcohol. The flow of alcohol, which is pre-set and
L
cannot be changed during flight is 1 US gallon per minute for 4 engines, or a total of approximately L6
minutes supply for four engines in continuous operation, provided no alcohol is used for the windshield
(ref. APL 3.6.5. ).
Note: For detailed information regarding "Engine induction system (carburettor) icing', refer to
Appendix A. 1.

-oOo-

I
,o

N
(q
ql
ro
N
o
o
o
d
o
 M/JzrilJUt tJrrzt tAttAt DtJ

AEROPI.A}IE FTIGHI tTIAilUAI. D(.6/6B

coilPA[Y tDtTt0lt

OPERATION OF SYSTEMS AND EQUIPMENT APL 3.3.3

S heet 1

Power Plant, Fuel and OiI Svstems - Propellers

01, GENERAL
The propeller shall always be in LOW PITCH (High RPM) position during engine starting, taxilng and take-off.
This means that the RPM master control Iever shall be in full forward position and lights on. After take-off the
RPIvI is reduced by moving the RPM master control lever backwards to desired RPM setti.ng.

02. GROUND CHECKS

(1) Manua1 operation

The manual propeller operation check shall normally be performed during taxiing

(ai HoId toggle switch R.PM until propeJ.ler lights indicate minimum RPM.
(b) HoId toggle in INCREASE RPM until propeller lights indicate maximum RPM.

(2) Automatic ration

N- (a) Run at 1600 RPM with the propeller master control lever j.n full INCREASE RPM (Iow pitch) position
and check that the indicator lights come on.
(b) Select master No. 3 and move master control lever fully backwards. Check that RPM decreases
approximately to 1200 RPM and that the lights come on again.
(c)Select master No. 2 and move master control Iever s1ow1y forward until RPM increases to approxi-
mately 1400 RPM. Check that the system is s;'nchronized then move the master control fuI1y forward
and check that the RPM is restored and lights come on.

(3) Manual feathering

\T_ (a) With the engines running at 1600 RPM, push each feathering button until the RPM has dropped 200-300
RPM.
(b)Manually pul1 out the button to neutral position and check that the RPM is restored.

(4) Automatic feathe -68

Autofeathering shall always be tested when ON for take-off,

(a)Autofeather master switch to RESET and then to AUTOMATIC FEATHERING. Check that all four
autofeather green lights illuminate.
N- (b)Advance the throttle of one engine to well atrove 1600 RPM.
L (c) Hold the autofeather test switch for the respective engine in the TEST position and slowly retard the
throttle. When the BMEP drops to approximately 70 BMEP, the red light in the respective feathering
button shoul.d come on, followed 1 3/4 seconds later by the feathering button pulling in. All green lights
except for the engine being checked, should go out, but the propeller should not enter the feathering
cyc1e.
(d) Release the test switch, allowing the propeller to go into the feathering cycle. After a drop of 200 to
300 RPM, pull out the feathering button and allow the propeller control to return the RPM to its
original va1ue.
(e) Move the autofeather master swi.tch to RESET and then to AUTOMATIC FEATHERING and repeat the
check for the remaining engines.
I
CAUTION: Do not use autofeathering except for take-off .

m
m
rl)
6rl
o
o
o
d
a

(more) Effective: Nov.1.b?

APL/Rev.86 lssue No.. 2
 OPERATION OF SYSTEMS AND EQIIIPMENT

Power Plant, FueI and OiI Systems - Propellers (cont,d)

03, AUTOMATIC OPERATION

(1) Synchronizer - ON

(a) Master engine selector switch 2 or 3 AUTO

(b) Tachometer isolation switch NORMAL
(c) Master control lever Desired RPM
(d) Re-synchronization button Push after each RPM change and when necessary
to m aintain synchronization

(2) Synchroni.zer - OFF

(a) Master engine selector switch 2 or 3 AUTO
(b) Tachometer isolating switch EMERGENCY
(c) Master control lever Desired RPM
N- (d) When necessary to maintain
svnchronization Use toggle switch

04. MANUAL OPERATION

(1) Nlaster engine selector switch in MANUAL
(a) Master control lever AUTOMATIC
(b) Increase RPM Toggle switch forward
(c) Decrease RPM Toggle switch backwards

Note: If the master control lever is moved when the master engine selector switch is in MANUAL a
it-rEilg" in engine RPM will not occur. If, however, the master engine selector switch is later moved
to AUTO position, all engines will then change RPM to match the current setting of the master lever.
Consequently, when switching from manual to automatic control in flight, care should be taken to avoid
rapid RPM changes.

(2) Mastql eql1ne lelqctqr51rf!c[in AUTO

(a) Master control lever AUTOMATIC
(b) Increase RPM Toggle switch forward for the affected slave engine
(c)Decrease RPM Toggle switch backwards for the affected slave engine

Note: If RPM of a slave engine is changed with the toggle switch when the master engine selector switch
iEli eUtO position, the slave engine RPM will change approximately 3% toward masler RPM setting
when the slave engine toggle switch is released.

05, REVERSING OPERATION

(1) Reversing

(a) Throttles - Close positlon

(b) Reverse throttle lock - Aft and down
(c) Throttles - Backwards smoothly and power as desired
rlrJ - WARNING: Reversing in flight ls posstble. Reversing must not be used except on landi.ng roll
I
.o
(2) Unreversing
m
m (a) Throttles Forward into idle positlon (approximately 1000 RPM)
Lf
(b) Reverse throttle lock Returns automatically to ).ocked position
3N- ( c) Throttles As desired
o
ql
la
Note l.: In order to ensure adequate engine cooling, the use of propeller reversing should be restricted
I6Tffii.ng roll speeds exceeding 40 knots. Normally maintain 1600-1800 RPM and 30" Hg manifold pres-
sure. Avoid cylinder head temperature (CHT) above 200oC.
(more)
 nlJazJrtTrtrrauJCJ.ililBu
AIROPLANE TIIGHI TA]IUAI DC-6/68
cotPrilY tDlIl0x

OPERATION OF SYSTEMS AND EQUIPMENT APL 3.3.3.

Sheet 2
Power P1ant, FueI and Oil Systems - Propellers (cont'd)

Note 2: In extremely cold weather change the propeller pitch geveral times just before landing in order to
warm up the oil in the propeller dome.

Note 3: Do not manoeuvre the aeroplane on the ground by use of reverse pitch - backing the aircraft, etc.
except in extreme cases where a considerable delay can be avoided by so doing. Such reversing must be
noted in the A/C Technical Report,

06 FEATHERING OPERATION
L (1) Automatic feathering
(a) Before take-off
Automatic feathering switch RESET, then to AUTOMATIC
(b) After take-off
\- Automatic feathering OFF

(2) Manual feathering

(a) Refer to Feathering Check List (APL 6. 1. 1. ).

(b) Before feathering master engine the master engine selector switch should be placed in the opposite
engine position. Otherwise the propellers of the slave engines will decrease approximately 3% of the
master engine RPM before being stopped by the limited band feature of the synchronizer system as they
attempt to follow the master engine down in RPM.
(c)If propeller will not feather, ref. APL 3.3,6, 02. (propeller over-speeding).

(3) Unfeathering

(a) Refer to Unfeathering Check List (APL 6. 1 . 1 . )

(b) To avoid unfeathering into reverse, use the followingprocedure: Run the propeller governor to full high
pitch (LOW RPM). The indicator light will come on when high pitch position is reached. PuIl the
feathering button out for not more than two seconds; then releaee it. Never hold the button out for more
than two seconds. Watch for indication of propeller rotation, Holding button out too long can cause a
runaway propeller. With the RPM as low as possible, allow the governor to take over.

-oOo-

I
N
m
(a
m
rO
c{
o
o
o
dl
o

Effective: May 15. 57

lssue I{0.. 1
 n/JztlrYrrl rrR tAAE ttt Et
ATROPI.AilE TUGHT TTIAI{UAI. D(.6/68
COIIPA}IY TDITIO}N

OPEHA.TION OF SYSTEMS AND EQUIPMENT APL 3. 3.4.

S heet 1
Power Plant, FueI and Oil Systems - Fuel systqm

01. LIMITATIONS
(1) Fuel specifications

Refer to APL 3. 3. 1r

(2) Engine fuel pressure

Refer to APL 3.3. 1.

Note that the warni.ng light will be on until fuel pressure returns to normal on aII engines or until the
transmitter of affected engine has been disconnected.

(3) FueI tank capacity

Refer to APL 5. 3. 1
(a) Tota1 usable fuel tank capacity
DC-6: 16080 litres (4248 US gallons) = 11414 kgs
DC-68: 20860 litres (5512 US gallons) = 14811 kgs.
(b) Minimum fuel for taketolf
Regardless of the flight plan requirements the minimum amount of fuel on board at take-off should be
DC-6: 3000 litres ( 800 US gallons) = 2130 kgs
DC-68: 2420 Iitres ( 640 US gallons) = 1720 kgs.

02, REFUELING

Refer to APL 5. 3.1. and 5.3.3

03. FUEL TANK SELECTION

(1) {oqmal operating sequences
(a)Figures 1A and 1B show the operating sequences to be used for each of the conditions noted, provided
the fuel is distributed according to the proper Fuel Servicing Chart in APL 5. 3.3,

Note that each engine should be supplied from its main tank always when below 1000 feet over the
terrain.
E4ryligl'1 An engine may be supplied from its alternate tank during take..off and landing in case of
faiiure of the quantity indieator of the main tink (ref. APL 3.1,1. ). In such a case the fuel in the
aLternate tank shall be used accordirrg to normal routine for rnain tank, i.e. the main tank should be
ernptied first in flight in order to have a sufficient arnount of fuel in the alternate tank available for
landing.

Exception 2: See special procedures for short ground stops without refueling in 08. below (Ql]:_t_gnly),
I
DC-6 only:
CAUTION: After take-off with main tanks No. 2 and 3 filled to capacity (fuel loads above 2900 US gallons)
<' use fuel from main tanks (step 1 or 4) for approximately 20 minutes i.n order to obtain space
in main tanks No. 2 and 3 for the vapour vent return flow from the engines (see para 03" (3)
lO
6l (c) below). If main tank No. 2 or 3 is not used during take-off this tank must not be fil1ed
o
o to capacity" Sufficient apaee rnust be left for the vapour vent retura fIow,
o
6t
o

(more) Effective: May 15. 57

lssue l{0. . 1
 OPERATION OF SYSTEMS AND EQUIPMENT

Power P1ant, Fuel and OiI Syste{ns - Fuel system (cont'd)

6
B= $
H#
e E]
5 n E
E
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o afficETss ffi[ @sf,-ssouc AOU UEfrSIS SCNSMES INAUT&HO
ITOTJI(NOC

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Fig. 1.A. DC-6 Normal operating sequences

(more)
 MtDrfr ,lrilrrilrtt:tttfiiat
AEROPTANE FTIGHT ThANUAI. DC.6/68
(orPAltY IDtllot{

OPERATION OF SYSTEMS AND EQUIPMENT APL 3. 3.4

S heet 2
Power Plant, FueI and Oil ems - Fuel svstem (c ont' d)

5512 U.S GAL!OIIS t,{1{K SISTEX,i

OPEI1ATfJ\G WITH rrlEl IOADII{GS

nlr. rAltl{s NO.2&rMA]NT.AlirKS MAIN IANKS

CP:'rlISE TERRA]N CIEN.RNNCN

TNRiAIN CIEA-RN,IICN
ltIN.1000 IT
MIN. IOOO FT

"{r.
,/
\
\___
STE? ] SIEP 2 s,L.rP l STEP 4

o GRoUND oPERrlTlOl,I, T,SIO-OFF UNTII AIT. T.ATIIS --rl{'irL I0LU,L .11[0-.rI1 FNI!AI],i]!]R OI CRUISE,
H
H
.A,ND CIIMB TO ITIN. 1OOO TT E\,IPTY. TIIEN SWITCH 0I FrlEl Il, EAC:, IJlili DESCEIII-' FRolvl 111N.
TERXA]N CIE,{RAI.ICE TO EESP. N,{AIN TII{K
I lf,{li l: ]LTIL] F! TIRIAII,I
clEl,llllICE, iANUIUil
A1.ID CRO:T|i]D OPERATiOIiI

tzr4 121/+ )21t+

o
tr
MAIN
O ON LIAI]I ON l,[Alli 0r\j M,{I}! 0N
EJ
a ON AtT, 011

4 OFF OFF

L A
H

a
I
)oFF(
X_IEED BET!.IEE}I tx-FEED BiwEENa
OTF

a
& A-LL EliIG. IO X_FEEI

t ,
L IE
to
1 2 4 I 2 1 .L 2 + f 2 1 4

IH

E
a
a A lvi

t 2

tsl
()
a TUEI ].OAD _ U.S. GAT,S. ElE
tsl
I
@
b+Lr * 2 bili.l l
H
25CC -
i2!O L-2-4
:t
o
Abcve t2 rC t-2-1-+
m t'l
a
rll
(i
o
o
o
d
o
Fig. 18 DC-6B Normal opergl4ng_esgusrrreq

(more) Effective: May 15.5?

lssue No 1
 OPERATION OF SYSTEMS AND EQUIPMENT

Power P1ant, Fuel and OiI Systems - Fuel system (cont'd)

(b)DC-6: When operating on auxiliary tanks (step 2) switch to alternate tanks No. 1 and 4 respectively as
the auxiliary tanks run dry. When operating on alternate tanks (steps 3 and 4) switch to respective
main tank as the aI te tanks run dry
DC-6B: When ating on alternate tanks (step 2) switch to respective main tank as the alternate
tanks run dry.

Note: In o to avoid undippable fuel quantities remaining in the alternate and the DC-6 auxi.I iary
tanks, it is desirable that these tanks be run dry whenever practicable before shifting to main tanks.
(c)As the use of cross-feed is not desired at low altitudes or at small quantities in the tanks, equalize
the amount of fuel in main tanks (DC-6 step 5, DC-68 step 3) as soon as possible after the alternate
tanks have been emptied.
Note: For fuel loads between 920-1640, 1920-2160 and 2300-3400 US gallons in DC-6 and below 5200
ESlallons in DC-Qq the unequal fuel distribution between each outboard and inboard tank system will
not exceed 215 kgs (ref. APL 5.3.3. ) and may, therefore, be neglected unless it becomes neeessary
to use a}l fuel before landing.

(2) Tank shifting procedure

(a)Approximately 5 minutes before shifting switch the fuel booster pump for the new source to LOW to
ensure proper fuel flow to the engine. Guard the throttle of the affected engine, so as to be prepared
to throttle back in the event of engine over-speeding when selecting ON the new source.
(b) When shifting from one tank system to another (using cross-feed or DC-6 auxiliary tanks) normally
turn on the new source before the old source is cut off.
Exception: Se6 note belffi-ffier (c).
(c)If running a tank dry, make run out with booster pump OFF.
Note: In the event fuel pressure drops abnormally, close throttle - and if using cross-feed turn OFF
iE6--mpty tank - prior to selecting the new source.

(3) Precautions

(a)Do not operate more than one engi.ne on a single tank when the fuel quantity in the tank is below 150
kgs. Feed remainlng 150 kgs to respective engine on1y.
(b)Do not run more than one tank dry at the same time.
(c)When not in used the fuel quantity in mai.n tanks No. 2 and 3 and in DC-68 also alternate tanks No. 2
and 3 should be checked occasionally to avoid possiLrle overfilling ir6E-the vapour vent return system

DC-6: The vapour vent return flow from engines No. 1 and 2 is always routed to main tank No. 2, and
from engine No. 3 and 4 always to main tank No. 3.
DC-68: The vapour vent return flow from the engines is routed back to the inboard main or alternate
tanks depending on position of No. 2 and 3 fuel tank selectors:
Position of fuel tank selectors No. 2 and 3 Vapour vent return flow
From engines No. 1 and 2 From engines No. 3 and 4
MAIN ON Main tank No. 2 Main tank No. 3

ALTERNATE ON )
Alternate tank No.
oFF 2 Alternate tank No. 3
)

The normal return flow from each engi.ne will be approximatety if -f + kgs/h, i.e. 22-28 kgs/h to
each main (or alternate) tank. However, if the vent float sticks or is damaged, the flow may become as
,a high as 55-80 kgs/h from each engine.
N (d)During refueling and always when engines are inoperative the fuel tank selectors should be OFF.
<r

n (more)
6i
o
o
ql
a
 nlzrul r,lrrl rrnlrla:J .ilt iBt
ATROPTA}IE TI.IGHT TIANUAI DC.6/68
(otPAilY tDtTtoil

OPERATION OI. SYSTEMS AND EQUIPMENT APL 3. 3.4.

Sheet 3
Power P1ant, Fuel and Oil - Fuel svstem (cont'd)

04. CROSS-FEED

(1) Normal ration

(a) The use cross-feed between engines and. fuel tanks on the same side is considered normal cross-feed
This may be necessary due tb the differences in fuel capacities between the two sets of
tanks the same side, due to excessive fuel consumptionof an engine, etc.
(b) For fuel consumption conditions (ref. Fig. 1) cross-feed operation will be necessary only once
during flight. See also Figs. 1A and 18 and para 03. (1) (c)
(c) The 4 respectively 3 examples in Fig. 2A respectively 2B are typiCal for normal cross-feed
ope:
\*
(more)

L"

I
m
$
fr)
d)
rO
6||
o
o
o
q,
o

Effeetive: May 1b. s?

lssue il0.. 1
 OPERATION OF SYSTEMS AND EQUIPMENT

Power Plant, Fuel and OiI tems, Fuel sy stem (cont'd)

DC_ 6
+
AUX- TANK
ANK SELECTORS S ELECT
CROSS.FEED

NO.I MAIN TO
NO.l&2 OFF
ENGINES
ArI X.FEE D
ON tr ] & 2 BETWEEN 3& 4-
NO.3&4MA|N5
TO RESPECTIVE OFF ON Att ENG, TO X.FEED
ENGINES

1234
z NO. 2 MAIN TO
o NO.r&2 MAIN
ENGINES ON OFF orF
4.
g
A
o
NO, 3 MAIN
NO.3&4
TO
AtT.
ON I X-FEED
I&2BETWEEN3&4 l
o
g
ENGINES OFF ON AI"I. ENG. TO X.FEED
g
I
t!
vt
o
'4
LEFT AUXITIARY 1234
(, TCNO.r&2
ENGINES MAIN
OFF OFF
ON
E
E
o
z
RIGHT AUXITIARY
AtI.
ON t X.FEED
]&?BETWEEN3&4 l
TO NO.3&4 ON AI.I. ENG. TO X.FEED
ENGINES OFF

1234 3

NO. 1 ATTERNATE
TONO.t&2 MAIN
OF
ENGINES ON OFF

ALT.
NO. 4 ATTERNATE ON f , *,ul,ffl,'*rrol
TO NO.3&4
ENGINES OFF ON AII. ENG, IO X.FEED

IANK AUX. TANK CROSS-FEED

SELECIORS

MAIN
ON oFr
NO. I MAIN
TO Att ENGINES ALT X,F E ED
ON I&2BETWEEN3&4
OFF ON ALL ENG, TO X-FETD

'I 234
MAIN
oFf
I NO. 3 AI"TERNATE ON
p TO AI"I. ENGINES AI.T. X-FEED
ON &2 SETWEEN 3&

OFF ON ALL ENG TO X FEED

6
N
o

o
d
o
Fig. 2A DC-6 Normal and cross-ship cross -feed operation

(more)
 wzrtJr rlrrt rralrtt:J ttt an
ATROPI.A}IE TTIGHI ThAilUAI. DC-6/68
(oilPAr{Y IDtilo1{

OPERATION OF SYSTEMS AND EQUIPMENT APL 3. 3.4.

Power Plant, FueI and Oil Systems - Fuel system (cont'd) 6 Sheet 4

I 1 2 3 4

No, , ALT. TO
OFF
MAIN ON
Nos. 1'.& 2 ENGINES
ALT. ON K.FEED BETWEET.i
No, 3 ALT. TO
OFF 4
1 1 2 2 3 3, 4
No6.3&4ENGINES
iil A M A A lvar A M
z
o
F
1 2 3 4
E
E]
&
o No, 2 MAIN TO
A MAiN ON ) OFF
tt Nos.1&+ENGINES
E]
ALT. ON ,FEED BE
ra
a
No. 3 MAIN TO
o OFF All- E|tri ro x-Emll 1 2 2 3 4 4
tr
O
Nos.3&4ENGINES
1
)
M
J M A A I\11
A M

d
o 1 3 4
z
No. 1 MAIN TO MAIN TO OF )
Nos, 1 & 2.ENGINES ALT. ON
) x.nneo BETwEEN
Nos.3&4MAINSTO OFF
RESPECTIVE ENGINES ALL, IX(I. TO X- FEEI) I 1 2 2 3 3 l 4

M M A M M

z MAiN ON OFE
o
L Fr
pd
H
No.
ALL
2 MAIN TO
ENGINES
ALT.
OFF
ON X-FEED BETWEEN

ALL ENG. TO 4
tu ) ( 1 1 2 3 3 4
o
o A A A M A M
r,l
H
9.
a 1 2 3 4
a
o
d
O
tu MAIN ON OFF
a No. 4 ALTERNATFI ALT. ON
@ 112 X.FEED BETWEEN
@ TO ALL ENGINES
I o
!d
(,
OFF
) ( n ALL ENG. TO I 1 2 3 3 4 4
<tr
m M A M A A M A M
m
r(l
6l
o
o t__
n
o
(t Fig. 2E} DC-68 Normal ?nd cross-ship cross-feed operation
o

(more) Effective: May 1S. b?

lssue I{0..1
 OPERATION OF SYSTEMS AND EQUIPMENT

Power Plant, Fuel and Oil Systems - FueI system (cont'd)

(2) ross- s-feed eration

(a) Cros ship cross-feed operation is the type of operation requiring fuel flow from the tanks on one side
of aeroplane to the engines on the other side of the aeroplane. The need for this operation arises
failures on engines, fuel lines, sel.ector valves, etc.
(b) Failure of the fuel supply during cross-ship cross-feeding will affect all 4 engines and such
operation should be limlted to an altitude permitting sufficient time to switch back to normal
independent systems.
(c)Booster pumps wiII probably be required for cross-ship cross-feed operation.
(d) The last 2 examples in Figs. 2A and 28 are typical for cross-ship cross-feed operation.

Note: Both cross-feed controls must be in their rear position to obtain cross-ship cross-feeding

(3) Precautions

(a) Cross-feed must not be used during take-off and landing and should be avoided at other 1ow alti.tude flying
(b)The cross-feed controls should always be OFF when no fuel flow is desired through the cross-feed
system. (This rule should be followed in spite of the fact that check valves in the fuel system will pre-
vent fuel transfer from one tank to another. )
(c)If an engine fails during cross-feed operation because of loss of fuel pressure, immediately connect
each englne to its respective tank system. See also para 07. (1). Re abnormal drop of fuel pressure
during tank shifting, see 03. (2).
(d) If an emergency condition exists that requi.res fuel to be drawn from the tanks in a manner other than
that shown in the normal fuel usage procedures, and there is a choice of fuet selection from either the
i.nboard or the outboard tank systems, feed the fuel from the inboard tanks first. This sequence is
preferable becau'se the resulting fuel weight distribution will have the most favourable effect on the
wing structure.
(d)Do not operate more than one engine on a single tank when the fuel quantity in the tank is below 150 kgs.

05. USE OF FUEI. BOOSTER PUMPS

(1) General

(a) When switching on a booster pump, pull the switch outward first and then turn to LOW.
(b)Operate the booster pumps only when required in order to increase the booster pump service I|fe.
(c) When necessary to operate the booster pumps use LOW speed whenever possible. HIGH speed is
provided primarily for use in the event of engine-driven pump failure.
(d)It should be noted that when the booster pumps are used, the entire fuel system, from the tanks to the
fuel master controls, is under pressure. Consequently, the booster pumps should not be operated in
any system where it is known or expected that a Ieaking or broken fuel line exists. Operation of the
fuel system with the booster pumps OFF will aIlow air to enter the system through any line break or
bad fitting, which will result in pressure fluctuations on the fuel pressure indj.cators, With the booster
pumps operating, the Pilot wiII have no cockpit indicati.on of a minor line leakage and fuel will be
pumped into the area of the Ieak.
(e) With the booster pumps operating at HIGH speed and the engine inoperative, fuel pressure reaches
higher than normal values and can even reach 30 psi. At LOW speed and engine inoperative, pressure
can reach 14 psi.

(2) Use LOW speed:

I
.o (a)For engine start.
:tr (b) I'or take-offs under the following conditions:
- when the air temperature on ground is above 1SoC
c1
6
- when the aircraft has been subject to strong heating from the sun so that the fuel is heated with risk
N of vapour in the fuel (independent of air temperature)
o
O - when the airport elevation is above 2500 feet.
a
Note: The reason for not operating the booster pumps for all take-offs and landings is to avoid intro-
d
o
aiEfig a possible fire hazard in the event of an accident.
(c) Throughout the climb when the booster pumps have been used for take-off.

(more)
 n lortSrrTll rrRltAt frt nA
AEROPI.A}IT TI.IGHI TANUAI D(-6l68
cotPrilY:Dtflox

OPERATION OF SYSTEMS AND EQUIPMENT APL 3. 3.4

Sheet 5
Power Plant, FueI and OiI Systems - Fuel. system (cont,d)

(d)During aII climb above 10000 feet.

(e) For about 1 1/2 hours on eeleeted fuel tanks after reaching cruise altitude above 10000 feet to prevent
vapour lock.
Note: Vapour lock is characterized by fluctuating fuel pressure and flickering fuel pressure warning
Iight and may occur at high altitudes (with normal fuel temperature above 12000 feet) but may also be
encountered at lower altitudes during extreme hot weather conditions.
Conditioning the fuel f.or L Ll2 hours by booster pump agitation covers most of the critical fuel conditions
that may occur in the fuel system. While it is realized that this 1 U2 hour period will be extremely
liberal in a great many instances, with OAT below 15oC, it should be remembered that at high altitude
and/or high OAT it wilt be necessary to condition the fuel for a longer period.
Therefore make the following test for fuel stability: Sometime after the aircraft has been stabilized
at the cruise altitude, momentarily turn one of the selected booster pumpa off and at the same time
watch the fuel pressure. If the fuel pressure drops or fluctuates, leave the booster pump in operation
for a longer period. If the pressure remains steady, that booster pump may be turned off. Repeat
the procedure on the remaining booster pumps.
(f) When selecting a new fuel supply (see para 03. (2) (a)). Leave the pumps on until the new fuel source
is conditioned according to (e) above (i, e. for about I 1/2 hours when above 10000 feet).
L (g) When changing the engine blower positions, independent of altitude,
(h)At any time that fuel pressure drops below 22 psi or preasure fluctuates,
(i) For oil dilution.

(3) HIGH specd may !e used

(a) For extreme cold weather starting.

(b) To mainiain fuel pressure when engine driven fuel pump fails
CAUTION: Always use LOW speed first to pressurize the system before switching to HIGH. The switch
from LOW to HIGH should be made as rapidly as possible.

(4) Precautions

(a)Do not operate the booster pump in an empty fuel tank. (Failure to observe this precaution will result
in air forced into the fuel system. The pump may also be damaged. )
(b) Do not operate the booster pumps in any system where it is known or suspected that a leaking or
broken fuel line exits.
(c)Do not operate fuel tank selector and fuel emergency shut-off valve while running a booster pump at
HIGH speed in order to prevent internal damage to the fuel master control by momentary pressure
gauges.
(d)Always shut booster pumps off one at a time, and watch fuel preseure to make certain that the preasure
can be maintained by the engine driven pumps.

(*
06. FUEL DUMPING
Refer to APL 6.4. 1

07. FUEL SYSTEM MALFIJNCTIONS

(1) No fuel pressure indic - warnins lisht on
I
rO (a) If starting engines:
sl
60
q:
- Check fuel booster pump (switch and circuit breakers).
- Check position of fuel tank selectors.
C)
n - Check fuel quantity,
o
o - Check engine fire selector.
o
(!
o

(morc) Effective: May 15. 5?

lssue l{o 1
 OPERATION OF SYSTEMS AND EQUIPMENT

Power Plant, Fuel and Oil Systems - Fuel system (cont'q)

(b) If in flight:
- Retard throttle immediately if engine faiIs.
- Check fuel quantity in the tank supplying the affected engine; if required select another tank.
- If sufficient fuel quantity in the tank, turn on the fuel booster pump (LOW first, then HIGH if required).
- If fuel pressure returrrs to normal with booster pump in HIGH position, engine driven fuel pump
failure is indicated.
- If fuel pressure does not returrr to normal with booster pump operating at HIGH speed, turn off the
booster pump and feather the propeller immediately (fuel leak is indicated).
- If cross-feed is being used, connect the operating engine on the side affected to its own tank system.
Do not use fuel from the system in which failure has occurred.
- If the engine continues to run smoothly after the fue). pressure drops, shut it down immediately. (ttre
fuel line to the fuel pressure transmitter may have broken and continued operation wiII pump fuel into
the nacelle creating a dangerous fire ha.zard.)

(2)No fuel pressure indicated - warning tight off

(a)Guard throttle - if engine fails retard throttle immediately and act as prescribed in para 07. (1) (b),
(b) Check fuel flow to affected engine - if normal fuel flow is indicated and engine continues to run smoothly,
the fuel pressure transmitter has probably failed,
(c) Check warning light bulb and circuit breaker'
(d) Check AC fuse for affected instrument.

(g) repgq_Ig_gk

Any type of vapour lock can be rapidly and completely broken by switching on the booster pump. Refer to
para 05. (2) (e).

08. DC-6 ONLY: SPECIAL OPERATING PROCEDURES IN CONNECTION WITH SHORT GROUND STOPS
frtffiout REFUELING

In order to avoid refueling at some stations with short stop the following non-routine proceduree should be followed
on flights to a station with short ground stop,

Station I = Last stop before the short stop station

Station II = Short stop station

(1) FueI system management from Station I to Station II

The follbwing procedure regarding fuel system management shall apply in order that the amount of fuel in
the main tanks at take-off from Station II be dippabte without refueling at this station. With exception
from the normal procedure the fuel system management will be as follows:
(a) At taxiing and take-off from Station I engines No. 1 and 4 shall be supplied from their respective
alternate tanks and engines No. 2 and 3 from their respective main tank'
(b) After reaching cruising altitude, engines No. 2 and 3 should aleo be supplied f rom their respective
alternate tanks, if fuel is available in these tanks, andwhenthesetankshavebeenernptied, enginesNo. 2
and 3 should be supplied from their respective main tanks again.
(c) When landing at Station II, all engines should be supplied from their reepective main tank.

pI (2) Refueling at Station I

6
rl4
o) The refueling at Station I must be per:formed in such a way that, with the fuel eystem management as
q?
rf)
outlined in item (1) above, the fuel quantities in the main tanks after landing at Station II will be dippable
6{
o without refueling. Main tanks No. 1 and 4 must always be filled to capacity (360 gallons each) and the
o amount of fuel in alternate tanks No. 1 and 4 must be sufficient for use during take-off from Station I and
o cruising to Station tr. Consideration must also be given to the flight plan requirements for the next leg
c concerned.
a
The fuel quantities in tank systems No. 2 and 3 shall corresporr rrith the fuel quantities in tank systemg
No. 1 and 4 ac{Ording to the Fuel Servicing Chart.

-oOo-
 .%tDrtuyril rrzrrtt:t ttt Et
AIROPIA}IT TTIGHI TIA}IUAI. DC.6/67
(oilPAxY tDtfl0t

OPERATION OF SYSTEMS AND EQUIPMENT APt 3.3.5

Power Plant, FueI and Oi1 SysJems - Oil system

01 LIMITATIONS
(1) OiI specification
Refer to APL 3.3. 1. 01

(z) Qit qqellllties

Refer to APL 5,3.2. and 5.3.3 regarding tank capacities and mi.nimum quantity for engine run-up and for
take-off,
Minimum for continued operation of an engine: 10 US gallons (except in an emergency)

(s) Qr!s9qqs"p!i9!
L C1imb power:
Cruise power
approximatety 2 gals /trr /eng
approximately 1 gats /trr/eng

(4)Oil pressure and temperatures

Refer to APL 3.3. 1. 02

02. DC-6B AUXILIARY OIL SYSTEM

It is desirable that oil be transferred into an engine nacelle tank when the level falls to approximately 15 gallons by
positioning the auxiliary oil tank selector switch to the desired nacelle tank and then holding the pump actuator
switch in the ON position. Release the switch when the desired amount of oil has been transferred.

In order to avoid possibiiity of overfilling the nacelle tanks it is prohibited to bring any nacelle tank above the 20
gallon leveI by use of the oil transfer system. The rate of oil transfer is approximate ly 2 gallons per minute.

After oil has been transferred, the transfer system lines must be evacuated by reversing the oil pump - holding
actuator switch in REV position lor 2 l12 minutes. This is necessary to prevent congealing of oit in the lines.

Note: Remember that the oil in the auxiliary oil tank is diluted 50% with fuel, which will rapidly evaporate with
6li-culation through the engine, resulting i.n a subsequent drop in oil quantity indication equal to the volume of fuel
released.

03. OIL COOLER CONTROLS

Use AUTOMATIC position at aI1 times unless malfunctioning control is indicated. If desired temperatures are not
maintained i.n AUTOMATIC, hold control switch in OPEN or CLOSED position as desired, then return to OFF.

04. DC-68 OIL DILUTION

When a cold weather start is anticipated, the engine oil can be diluted with fuel before stopping the engines, pro-
vided the engine oil temperature is maintained below 50oC (122oF). Above that temperature, dilution is not
rt)
m effective, as the fuel introduced into the system vapourizes.
lI)
6l When the oil temperature of any engine exceeds 50oC during the dilution period, stop the engine and wait until oi1
o temperatures have fallen below 40oC (104oF) before again starting the engines and resuming the dilution operation,
o
During conditions of extremely low OAT it may be necessary to break the dilution period up into two or more
a
d
o
short periods, which will be neither detrimental or beneficial to the general dilution procedure.

(more) Effective: May 15.57

lssue N0..1
 OPERATION OF SYSTEMS AND EQUIPMENT

Power Plant, Fuel and Oil tem s - Oil svstem (cont'd)

Insufficient oil dilution will result not only in difficult starts but also in broken oil lines and possible engine
failures as a result ol poor lubrication. However, it is not necessary to use oil dilution if it is calculated that
sha1l stay on ground for a period of maximum 3 hours, provided that the wind is light, the OAT is
-1ooc to -20oC and the engine oil temperature is not below 600-?ooC before shut-down.

During ground stay of more than 3 hours or in colder weather, intermittent warming up of the engine is
preferable,

If it becomes necessary to service the nacelle oil tanks with new oil, this should be done before the oil is diluted,
or the dilution procedure must be di.vided so that part of the dilution is accomplished before servicing the tanks
and the remainder after the oil tanks are filled.

The oil dilution system is operated as follows (operation of the dilution system is indicated by a drop in fuel
pressure):
(1) Switch the fuel booster pumps to LOW position to supply fuel pressure.
(2) Operate each engine at 1000 to 1200 RPM.
(3) Maintain oil temperature below SOoC (122oF), stopping any engjne for a short period if the temperature
exceeds this limit. OiI pressure must not drop betow 1 kg/cmz (15 psi).
(4) HoId oil dilution switch ON during dilution period.
Anticipated ground temperature during next start. oC Dilution period in minutes
+ 50 to -1oo 3
-100 to -200 5
-2oo to -3oo 7
-3oo to -45o I
Add one minute of dilution for each additional SoC (goF) below -46oC (-SOof'),

(5)Sometime during oil dilution, the propellers should be exercised to proteet the propeller domes.

(6)A short acceleration period of approximately 10 seconds at the end of the dilution run will usually clear
the spark plugs from any fouling condition resulting from prolonged idling.
(?) When dilution i5 completed, shut the engine down in a normal manner, continuing to hold the oil dilution
switch ON until the engine has stopped.

Following an engine oil dilution operation, it is necessary to operate the engine at normal operating temperatures
for approximately half an hour to permit the fuei in the oil supply to evaporate and allow the oil to resume its
normal viscosity.
When warming up the engine after an oil dilution operation, it is preferable to allow the oil temperature to rise
above 60oC (14OoF) and to increase the engine speed during the run-up to dissipate as much of the dilutant fuel
as possible (below this temperature and at low engine speeds very little gasoline will be driven out of the oil).

It is also desirable to vary the propeller blade pitch during warrn-up to aid in removing congealed oil from the
propeller dome.

Note: When oil dilution has been pedormed this must always be entered in the A/C Technical Report stating
&Fation of the dilution and date and time when the dilution was performed.
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AEROPLA}IE TI.IGHI TIAilUAT D(.6/68
cotPlltY tDrilof,

OPERATION OF SYSTEMS AND EQUIPMENT APL 3.3.6.

Sheet 1
N- Power Plant, Fuel and Oil Systems - Power plant malfunction

01. ENGINE TROUBLE

(1) Hydrauligling (Liquid lock) (cont'd)

Hydraulicking of the pietons is caused by the accumulation of liquid in the lower cylinders, either as a re-
sult...of a slow drainback during an inoperative period or as a result of excessive priming. Because of the
i4Compressibility of liquids, the piston is unable to travel through its entire compression stroke, resulting
Jn broken pistons, bent rods, or damaged cylinders or master rod agsembliee.
In order to protect the engines against this possibility it is imperative that the prescribed Btarting and
stopping proceduree are closely followed at all timee.

If, however, at any time during this procedure, resistance to cranking such as sudden stoppage or slowing
down, is noticed, the etarter should immediately be disengaged. The front spark plugs of the lower
cylinders should be removed and the propeller be pulled through at least 6 bledee in the normal direction
\\ of rotation to remove any liquid present in the cylindern or intake pipes. Ne.,er trrTITE!ffie-Ifer opposite to
L engine rotation as this may force liquid into an intake pipe from where it is apt to be drawn into the cylinder when
the engine is started.

Provided there are no rndications of dam the spark plugs may thereafter be reinetalled and the normal
identghould,ofco,'ae,beduIynotedintheA/CTechnical
Report.

(2) Blower shift trouble

(a) If the clutches elip or drag during blower ehift, leave the control ewitch in LOW position.
(b) If a landing witti the engine supercharger in HIGH position hae to be accomplished, the power must, with
regard to the danger of detonation be limited in accordance with the table below:
oC
RPM Max. CAT Uqx. IttlliqHg
2400 1 59C 50,5"
2400 32:c 42"
2400 38Yc 40'r
2400 43UC 3 gtt
2400 460C 34tt

(c)In cases when the external blower shift mechanism is found to be unserviceable and no npares are
available at the station concerned, the flight may be continued provided that the supercharger control
valve is in full LOW position.

The incident should, of courge, be duly noted in the A/C Technical Report.

02, PROPELLER TROUBLE

(1) Individual propeller out of eynchronization

(a) Pueh the reeynchronizing button.

(b) U thia does not correct the condition by repeated pushes, actuate the respective propeller toggle
switch to bring the propeller back into synchronization.
(c) If the propeller does not stay in synchronization after being brought back, place the master enginc
(o
selector ewitch in the opposite inboard engine position and push the reeynchronizing button.
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(morc) Effectivo: JuI. 5,57.

APLfP'ev,22 lssue l{0.. 1
 OPERATION OF SYSTEMS AND EQUIPMENT

Power P1ant, FueI and OiI Systems - Sower plant malfunction (cont'd)

(d) If the propeller still will not stay in synchronization, place the master engine selector switch in the
MANUAL position and operate the individual propeller toggle switches for synchronizing.
(e) If the engine tachometers continue to fluctuate, place the tachometer isolation switches in EMERGENCY
position (this automatically deletes automatic operation).

(2)
ry
(a)Close all throttles and decrease speed to 135 knots as rapidly as Possible (flight conditions permitting).
(b) Feather' runaway ProPeller.
(c) H,estore power to remaining engines.
(aiComptete feathering procedure and resume desired speed afier propeller rotation has stopped. (Ref.
Feathering Check List APL 6.1.1. ).
(e)If propeller will not feather and continues to overspeedl
- Toggle to full LOW RPM. If toggling is ineffective, reduce airspeed further to attain, if possible, but
a
windmilling RPM not exceeding normal cruise RPM. If necessary, use flaps to reduce airspeed,
rememberto retract them if fuel dumping should be necessary.
- Es"ending toalower altitude will reduce windmilling RPM which is a function of true airspeed.
- If windmiling at a high RPM, passengers should be moved aft of the plane of propeller rotation.
L
(3) Propeller reverses inadvertently in flight
(a)Close all throttles and decrease speed to 135 knots
as rapidly as possible (flight conditions permitting)
(b)Feather propeller of engine whose tachometer
indicates zero.
- Circuit breaker (PROP. REVERSE CONTROL) - Pu1l (When propeller
fully feathered)
(c) Restore power to remaining engines.
(d)If the propeller will not feather and windmills in
reverse:
- Circuit breaker (PROP. REVERSE CONTROL) - Pull
- Feathering button - PUSH
(e)Complete feathering procedure and resume desired
speed after propeller rotation has stopped.
(Ref . Feathering Check List APL 6. 1. 1. )'

CAUTION: When reverse circuit breaker is pulled,

oPPosite symmetrical propeller cannot
be reversed.

(4) Propellet will not "nt

(a)Throttle - IDLE position
(b) Feather button - PUSH
(e)Feather button - Neutral (When the ProPeller has
returned to normal
operating range).
(d) If the propeller will not even unreverse:
- Circuit breaker (PROP. REVERSE CONTROL) - PuIl
- Shut down engine
&
@ (5) Propeller to feather durinq unrevers lnE
co
d)
6 (a) Throttle - REVERSE position
N
o (b)Circuit breakerg (PROP. REVERSE CONTROL) - PuLI (When the propeller has
o returned to normal
o operating range).
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6
 Milztt yrfiJ rtrurtEt tzt Ea,

ATROPTANE TTIGHT MANUAI DC-6/68

(oilPAIY IDrlr0x

OPERATION OF SYSTEMS AND EQUIPMENT APL 3. 3. 6.

Sheet 2
N- Power Plant, FueI and Oil Systems - Power plant malfunction (cont'd)

(c ) Throttle - IDLE position

(d)Circuit breaker (PROP. REVERSE CONTROL) - Reset
(e) If propeller still goes to feather position:
- Circuit breaker (PROP. FEATHER CONTROL) - PuIl
- Circuit breaker (PROP. REVERSE CONTROL) - PuI1
- Shut down engine

-oOo-

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Effective: Jul.5.57
APL/Rev. 23 lssue No.:1
-]
 WOr/UJyrrtrtErrlt:JtlrrDt
ATROPIAilE TUGHT TAIIUAI" DC.6/68
(otPrw tDllt0x

OPERATION OF SYSTEMS AND EQUIPMENT APL 3. 4. 1.

Hydraulic, Pneumatic and Electrical Systems - Hydraulic system

01, BY-PASS VALVE CONTROL LEVER

The manual by-pass valve control lever should be placed in the OFF (upper) position to reduce wear on the engine
driven pumps and the pressure regulator during periods when no hydraulic pressure is necessary. The lever
should also be in OFF position when the pressure due to regulator failure rises above the normal maximum limit
of 3100 psi.
When the hydraulic pressure ls zero or very low, and the by-pass valve control lever is moved from OFF to ON
the hydraulic fluid quantity shall fa1l from FULL, ZERO PRESSURE to NORMAL FLIGHT in proportion with the
increase in pressure.

L With the by-pass valve control lever in ON (down) position the pressure regulator maintains pressure i.n the
system betvreen a minimum of 2650 psi and a maximum of 3100 psi.

A pressure drop from 3100 psi to 2650 psi shall exceed 1/2 minute with no operating system in action and with
the by-pass valve control lever in ON position,

\- When the by-pass valve lever is in OFF position the hydraulic pressure may faII continuously and slowly. The
hydraulic fluid quantity in the reservoir shall increase inconsiderably as the pressure falls.

02. EMERGENCY HYDRAULIC PUMP

The emergency hydraulic pump switch must be held in ON position when operation of the pump is desired.

If the pump is operated when there is a leak in the system, the reserve amount of hydraulic fluid may be pumped
overboard in 3 minutes of continuous operation.

CAUTION: Under no circumstances strould the hydraulic brakes be applied by use of the emergency pump during
or after gear retraction.

03. EMERGENCY HYDRAULIC PUMP SELECTOR VALVE CONTROL LEVER

The lever should normally be left in position BRAKE SYSTEM unless other operation is desired
The position GENERAL SYSTEM should be used when it is desired to have all the operating systems under pressure.

The position PRESS. ACCUM. should only be used with normal hydraulic fluid quantity when the engine driven
pumps do not deliver sufficient pressure. The position may also be used to build up the pressure on ground without
using the engine driven pumps, Do not use this positlon when operating the emergency hydraulic pump with only
the reserve fluid quantity Ieft in the reservoir.

04. HYDRAULIC SYSTEM FAILURE DURING FLIGHT

(1) General

Hydraulic system failures rnay be traced to the 3 following sources:

(a) external leakage, i, e. hydraulic fluid is lost
I
(b) internal Ieakage
(c)mechanical failure of parts in the system.
<r
Ifa leakage or a mechanical failure occurs in the hydraulic pressure system during flight this will
rt!
6a normally be observed if the hydraulic pressure and quantity are checked from time to time.
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(morc) Effective: May 15. 57

lssue l{0.. 1
 OPERATION OF SYSTEMS AND EQUIPMENT

Hydraulic, Pneumatic and Systems - HydrauLic system (eont'd)

If a Ieakage occurs in any of the hydraulic lines or units beyond any of the operating unit control valves,
this will in some cases not be observed before the unit shall be operated. Some leakages which occur
during take-off or climb may be discovered during Ianding gear or flap retraction. However, in the event
of a small leak it is possible that this may not be discovered until a check of instruments after take-off
indicates partial or total loss of fluid, or loss of system pressure.

If, during flight a leakage occurs in the Ianding gear system or wing flap down line the leakage may be
observed first at extension of landing gear and wing flaps, and at brake test before landing. A Ieak in
the nosewheel steering system cannot be detected prior to use of steering during landing roII.

A leakage in the pressure system may result in loss of aII fluid except the reserve supply

(2) Loss of hvdraulic pressure - Normal fluid quantitv

If it is impossible to obtain pressure from the normal hydraulic system when the hydraulic fluid quantity
is normal, internal leakage or failing engine driven pumps are indicated. Operate the hydraulic system
as follows:

PIace the emergency hydraulic pump selector valve control lever in position GENERAL SySTEM and
operate all units by using the emergency hydraulic pump.

(3) Loss of hydrauJ.ic fluid

If loss of hydraulic fluid as indicated on the quantity gauge is discovered before the amount of fluid has
fallen below REFILL, isolate the leak immediately as follows:
(a)Landing gear control lever - NEUTRAL,
(b) Wing flap control lever in a neutral position halfway between UP and 1Oo, i. e. just above the bo
position in DC-6. (The neutral position in which the wing flaps control valve is closed is not indicated
on the co.ntrol Iever quadrant. )
(c) Windshield wipers - OFF.
(d) Brakes - OF'F. Do not depress .pedals.
(e)Hydraulic system by-pass valve - OFF.

If only the reservesupply is left in the reservoir (the reservoir has been emptied down to the outlet to i

the engine driven pumps) the position of the operating unit control valves is insignificant when the
emergency hydraulic pump is inoperative.

(4) Failure localization and use of !e ! e rye .hJdlauli c fluid

If it is indicated or suspected that there is a leakage in the hydraulic system, try to isolate the Ieak L
according to (3) above and use the reserve hydraulic ftuid supply for landing. See further APL 2.5.6.

If, for a certain reason, a Ieakage must be localized during flight, follow the instructions in Under-
hiillsbok DC-6 or DC-68 M1 30, 333.

Do not use the reserwe fluid supply for localization of a leakage.

The reserve fluid supply is adequate for a full extension of the wing flaps and for operation of the
hydraulic brakes in a normal landing roll.
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AIROPI.A}IE ]I.IGHI TATUAI. DC.6/68
(or?rilY tDtTt0x

OPESATION OF SYSTEMS AND EQTIIPMENT APL 3.4.2.

Hvdraulic, Pneumatic and al Svstems - Pneumatic svstem

01. AIR BRAKES

For use of the emergency air brake system, refer to APL 6.4.4.

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lssue l{0.. 1
J
 fiJ/JOrJrmrl,U*ItCtgCrB;
AEROP1AilE TUGHI TAl{UAl DC.6/68
(on?Aw EDrllot

OPERATION OF SYSTEMS AND EQUIPMENT APL 3.4.2.

Hydraulic, Pneumatic and Electrical Systeme - Pneumatic system

01. AIR BRAKES

For use of the emergency air brake system, refer to APL 8.4,4.

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Effectivq May 15. 5?

 WOr/UrXrrl rrrurtJ6 tttfBt
ATROPI.A}IE TTIGHT TIIA}IUAI D(.6/6B
c0tPAilY tDtil0lt

OPERATION OF SYSTEMS AND EQUIPMENT APL 3.4.3.

Hydraulic, Pneumatic and Electrical Systems - .Electrical system

01 . LIMITATIONS
(L) DC system
Generator voltage 27.5t1.5Vo1ts
Maximum continuous generator loading 300 Amperes
Maximum intermittent generator loading 450 Amperes
Maximum difference between generator loadings 60 Amperes
Minimum engine speed for generator cut-in 9OO RPM
lVlinimum engine speed for generator output 1150 RPM
Plane battery voltage 24 Volts
Ground power voltage 27. 5 Volts

(2) AC system
Normal voLtage, 115 V system 115 -3 Volts
Normal voltage, 26 V system 26 :3 Volts
-----\- -
(3) Lighting systems
, Maximum speed for landing tights extension and flying
with landing lights extended 150 Knots IAS

N- Note: The landing lights will be modified after June 1st, 1957, to allow a higher speed durin.g extension
The following wili be entered in the Briefing Card: MAXIMUM AIRSPEED FOR LANDING LIGHT
EXTENSION 215 KNOTS IAS.

02. NORMAL OPERATION

(1) External Iishtinp

(a) Landing lights

Ground operation of the landing lights should be limited to as short a period as possible, as the absence
of a cooling windstream will result in their overheating. Always make certain that the switches LA.MPS
are in OFF position after retraction.
If the landing Lights after take-off from a wet and slushy airport should have frozen in retracted position,
the ice may be rnelted by placing the switch LAMPS in ON position for about 5 seconds. Thereafter try
to extend the lamps by keeping the POS. CONTROL switch in EXTEND position a short moment, keeping
in mind that the reversible motor rapidly will be burnt if the lights do not move.
(b) Rotating Iight
It is permitted to use the light continuously in flight during night or when flying in weather with poor
visibility. Thelampshallnotbeleftonwhenthelightisnotrequired, forinstancewhenflyinginclear
v/eather during daylight.

On the ground, however, the light should be switched on only for short moments in connection with
tests. The light may be switched on immediately before take-off and should be switched off after landing
according to Cockpit Check List.

I
03. MALFT]NCTIONS
cn

(1) Circuit breaker tripped

r.)
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o (a) If the circuit is not required, do not reset. Turn off the equipment concerned
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(more) Effective: May 15. 57

lssue l{0. . 1
 OPERATION OF SYSTEMS AND EQUIPMENT

Hydraulic, Pneumatic and Electrical Systems - Electrical system (cont,d)

(b)If the circuit is required for continued flight:

- Investigate and if possible perform necessary repairing.
- Reset the circuit breaker. Re the GENERATOR FIELD circuit breakers, the reverse current circuit
breakers and the overvoltage relays, see (2) (b) below. Re the non-trip-free circuit breakers, see
note below.
- If the circuit breaker immediately opens again and a repair is not possible, the circuit cannot be used
(except if the circuit breaker is of the non-trip-free type, see note below). Turn off the equipment
concerned,

Note: Only the non-trip-free circuit breakers can be held in closed position, ref. APL 1.4.3. 01. (3).
When resetting, the breaker handle should be released immediately, Possibly it could be necessary
to hold one of them, the EMERGENCY HYDRAULIC PUMP POWER, in closed position. In such case:
Hold it on for a short time (5 seconds maximum) and operate the equipment during this period. A1low
1 minute cooling time. Repeat if necessary. THIS PROCEDURE TO BE USED IN EMERGENCY ONLY

(2) Generator failure

If there is no indication on one ammeter but the other ammeters have normal readings, make the following
checks:

(a) Check the generator switch; it should be on. If it is, turn it OFF and note if the readings on the other
lammeters increase, If they do, the fault is in the ammeter circuit. If necessary to operate the genera-
tor, turn the switch back on and leave it on.
(b)If there is no increase in the other ammeter readings when the generator switch is turned OFF, andthe
generator voltage is zero:
- Check the GENERATOR FIELD circuit breaker, the reverse current circuit breaker and the over-
voltage relay.
- If any of them is tripped, do not reset before the fault is detected and necessary repairing is per-
formed. If the fault cannot be put right, turn the generator switch OFF and proceed on 3 generators.
- Check the GEN. CONTROL PANEL + circuit breaker.

(3)If there is a great increase in one of the ammeter readings and a decrease in the other ammeter readings
or an off-scale voltmeter reading, turn OFF the generator switch for the generator having the high current
(or voltage) reading and bpen its field circuit breaker if it has not already tripped.

(4) In the event of one generator being inoperative, check that the electrical load on the remaining 3 generators
does not exceed the limitations in 01. above.

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AEROPI.ANT FTIGHT TUIAilUAt DC.6/68
(0illPAI{Y rDtlt0I

OPERATION OF SYSTEMS AND EQUIPMENT APL 3.5.1

Sheet 1
Communication and Radio Navigation Systems - Communication systems

The foliowing lnstructions presume that the RADIO MASTER DC circuit breakers and all individual radio system
circuit breakers are placed in operating position. "Spark gap" antenna grounding devices are provided for both
HF communications antennas. The manually operated mechanical antenna grounding switches have, however, been
retained and may serve as an extra safeguard against lightning breakdown of the equipment when flying through
"thunderstorm areas",
WARNING: When switched on from cold the transmitters of the HF and MF radiotelephone and radiotelegraph
systems require some 30 seconds warm-up before they are ready for operation. Premature starting
of transmitter dynamotor by advancing emission selector to position CW or premature use of the

f microphone button or key is Iikely to damage the equipment and results in "clippingrrof the first part
of the transmission" Normally the warm-up period is covered by the time required for the autotune
cycle. Should, however, the control light come on instantly, indicating that the required channel is
already set up, the necessary warm-up period must not be neglected.

01" RED HF R,ADIOTELEPHONE SYSTEM (PILOT OPERATION)

\_ Nqte: When using RED system the channel/frequency selector of GREEN system should preferably be placed in
position for channel 10 (DC-68 only ).
(1) Antenna grounding OFF.

(2) On IIED transmitter the LOCAL-REMOTE switch shall be in position REMOTE and the power selector in
positjon OPERATE.
(3) The TRANSFER switch on HF RED control panel at NAVRO's station shaIl be in position PILOT.
Notq: Checking that the TRANSFER switch is in the correct position i.s possible from the Pilots' seats
by throwing the HF RED switch on the audio panel and listening to the background noise in the receiver.
lf the noise 1evel can be controlled by the receiver volume control (knob VOL on the HF RED channel /
frequency selector) the HF system is available to the Pilots.
(4)ON/OFF switch for transmitter/receiver is combined with the VOL control on the channeL/frequency
selector,
(5)select operating fqequency with the HF RED channel/frequency selector on the control pedestal

Note: Transmitter and receiver are controlled simultaneously by the channel/frequency selector
(6)On the audio panel throw the switch HF RED and set the MASTER LEVEL control for maxj.mum audio level

(7)P1ace microphone swrtch on the audio panel in position HF RED. Wait for the light on the audio panel to
come up before pushing the microphone button for transmission.

(8) f,quelch operqlion

The operation of the squelch control and the VOL control is as follows:

- With the SQ control in OFF position (extreme counter-clockwise position), set the VOL control for
suitable IeveI of incoming signal
- Turn the SQ control clockwise to a position where the background noise just about disappears.
Note: The more the SQ is turred clockwise, the more the "squelch threshold" is raised to cut off noise (and
Eiffitsl from the headphone. As the noise level varies during flight, it will be necessary at intervals to
adjust the SQ control in order to keep the squelch at all times just above the level of the noi.se. Maintaining
I

the threshold level higher than that necessary to cut off the noi.se, may prevent reception of wanted signals
m
m of readable strength. Normally, only the SQ knob requires adjustment during flight, the VOL knob
; remaining as initially set for suitable audio Ievel.
FI
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(more) Effective: MaY 15. 57

lssue No..1
 OPERATION OF SYSTEMS AND EQUIPMENT

Communication and Radio Navigation s - Communication system s (cont'd)

02, GREEN HF RADIOTELEPHONE SYSTEM (PILOT OPERATION)

Note: When using GREEN system the channel/frequency selector of RED system should preferably be placed in
position for channel 1 (DC-68 only).
(1) Anterrna grounding OFF.

(2)On GREEN transmitter, the LOCAL-REMOTE switch shall be in position REMOTE and the power selector
in position OPERATE.
(3) The switch TRANSFER on HF GREEN control panel at NAVRO's station sha1l be in position PILOT
(DC-6 only)'

Note: Checking that the !tRANSFER switch is in the correct position is possible frcm the Pilots' seats
by throwing the switch HF GREEN on the audio panel and listening to the background noise in the receiver
If the noise level can be controlled by the volume control of the receiver (knob VOL on the HF GREEN
channel/frequency selector), the communications system is avaiiable to the Piiots (DC-6 only) .
(4)The switch marked NAVRO REC at NAVRO's station shall be in position OUT (DC-68 gnly).
\

Note: Qhecking that the NAVRO REC switch is in the correct position is possible from the Pilots seats
by thro*ing the switch HF COM GREEN on the audio panel and listening to the background noise in the
receivei. If the noise level can be controlled by the volume control of the receiver (knob VOL on the
HF GREEN channel /frequeney selector), the communications system is available to the Pilots
(DC-68 only).

(5) The ON/OFF switch for the transmitter/receiver is combined with the VOL control on the channel/
frequency selector.
(6) Select operating frequency with the HF GREEN channel firequency selector on the controt pedestal.
Note: Transmitter and receiver are controlled simultaneously by the channel/frequency selector.
(?)On the audio panel throw the switch HF GREEN and set the MASTER LEVEL control for maximum
audio level.

(8)PIace microphone switch on the audio panel in position HF GREEN. Wait for light on the audio panel
to come up before pushing the microphone button for transmission.
(9) Squelch operation (refer APL 3.5.1. 01. (B))

03. HF RADIOTELEPHONE COMMIJNICATION FROM NAVRO,S STATION

(1) The RED HF radiotelephone communication system is fully controllable from NAVRO's station
Note: When using RED system the channel/frequency selector of GREEN system should preferably be
placed in position for channel 10.

(a) Antenna grounding OFF.

(b) The TRANSFER switch on HF RED eontrol panel at NAVRO's station shali be in position NAVRO and
the NAVRO REC switch DC-68 sha1l be in position OUT.
(c)On RED transmitter, the switch LOCAL-REMOTE shall be in position REMOTE and the power
I
.o selector in position OPERATE.
(d) Start RED transmitter by placing emission switch on NAVRO's control panel in position VOICE,
(e)Start RED receiver by turning clockwise the VOL control on NAVRO's control panel
sr) (f) The BFO knob on NAVRO's control panel shall be turned to position OFF.
r)
c{ (g) Select operating frequency with the Hf' RED channel /frequency selector on NAVRO's control panel.
o Note: Channel selection is performed simultaneously for transmitter and receiver.
o (h)ffiJie audio panel throw switch HF RED and set the MASTER LEVEL control for maximum audioievel
d
o (i) P1ace microphone switch on the audio panel in positi.on HF RED. Wait for the Iight on the audio panel
to come up before pushing microphone button for transmission.

(more)
 .glut mrt&arnaJ.olnDs
AtRoPtAtt H.IGHI tAXUAt D(.6/68
(otPlilY EDlIloil

OPERATION OF SYSTEMS AND EQUIPMENT APL 3.5.1.

Sheet z
Communication and Radio Na vigation Systems - Communication (cont'd)

(j) Adjust the receiver audio level with the VOL control in the centre of NAVRO's HF RED channel/frequency
selector to suitable background noise level'
(k) Squelch operation DC-68.
Note: The sqrr"lch-IG6lt is disconnected in DC-.6 when ope_rating radiotelephone from NAVRO's station
ffie it is operated in DC-68 using the SQ control on the Pilot's HF panel.

(Z) The GREEN HF radiotelephone system is partially controllable from NAVRO's station, When once atarted
and set to desired frequency from the Pilots' control pedestal (see para 02.), the system can be used from
NAVRO's station as follows:
\
(a) Throw the switch TRANSFER on the NAVRO's HF GREEN control panel to position NAVRO DC-6 and the
NAVRO REC switch DC-68 to position OUT'
(b) On the audio panel ttrrow-swltct HF GREEN and set the MASTER LEVEL control for maximum audio
1evel.
(e)place microphone switch on the audio panel in position HF GREEN. Wait for the light on the audio panel
L (d)
to come up before pushing microphone button for transmission.
Adjust the receiver audio level with the VOL control on the NAVRO's HF GREEN control panel
(DC-6 oniy).
A;j"st1fr;eceiver audio leve1 with the VOL control in the centre of Pilots' HF GREEN channel/frequency
selector (DC-68 only).
(f Squelch operation (refer APL 3.5.1 01. (8))

04, MF W/T COMMUNICATION SYSTEM

Uote_: Only RED transmitter has facilities for transmission on MF frequencies. MF communication is carried out
using RED transmitter and HF-R3 receiver (BC-348).
(1) Antenna grounding OFF'

(2) On RED transmitter, place LOCAL-REMOTE switch in position LOCAL (DL!l position, REMOTE (DC-68)
and power selector in position OPERATE'

{3)Select channel L, 2, 3 or 4 as desiredwiththe MF CHANNEL FREQ. selector on RED transmitter.

\- Note: The HF frequency selector may be placed in any of the positions A, B or C.

(4) Check that the control knobs of the MF anterura tuning unit in the radio rack are set to correspond with the
selected MF frequencY.

(b) plaee emisEion switch on RED transmitter i:r position VOICE and allow sufficient time for tube warm-up
trefore advancing the switch to position CW or MCW (DC-6)'

Note: Do not forget to return the switch to position VOICE after a communication.
(6) The key is connected to the transmitter by placing the microphone switch on the audio control panel in
position HF RED (DC-6)'
(?)On the audio panel throw the switch HF-R3 and set the MASTER LEVEL for maximum audiolevel. (DC-6).

(B) Check that the transfer switch marked HF RED on NAVRO's control panel is in position NAVRO and that
the NAVRO REC switch is in position RED ANT'
I

N
Note: With NAVRO REC switch in position RED ANT audio from the NAVRO receiver (BC-348) will be
rJ
€a
fliilsed via HF RED switeh on aII audio panels OC-68)'
,;
6l (9) On NAVRO,s HF RED control panel select channel 25 with the channel /frequency selector and place
o emission switch in position VOICE. Allow sufficient time for tube warm-up before advancing the switch
o to position CW or MCW.
d
o

(morc) Effective: May 15. 5?

lssue N0..1
 OPERATION OF SYSTEMS AND EQUIPMENT

Communication and Radio Na.viEation Systems - Communication systems (cont'd)

Note 1 Placing emission switch in position CW or MCW automatically connects the morse key to the trans-
mitter.
Note 2: Do not forget to return the emission switch to position VOICE after a communication (DC-68).

(10)On the audio panel throw the switch HF RED and set the MASTER LEVEL for maximum audio level
(pc-68).
(11)Make the HF-RB receiver ready for operation in accordance with standard operating procedure.
(12) Placing the monitor switch on NAVRO,s HF GREEN control panel in position HF-R3 MONITOR will permit
recepti-on of the beat note between transmitter frequency and receiver BFO, i.e. in this position of the
switch the blocking of the HF-R3 receiver is only partial.
Note: The monitor switch on NAVRO's auxiliary panel in DC-68 is engraved MONITOR-NORMAL.

05. HF W/T\,COMMUNICATION SYSTEM

Note: Normatr W/T operation on HF is carried out using GREEN or H,ED transmitter together with HF-RS
receiver (BC-i348).
(1)Antenna grounding OFF (RED and GREEN).

(2)On the audio panel throw the switch HF-R3 and set the MASTER LEVEL for maximum audio level (DC-6)

(3) Place the switch NAVRO REC in position GREEN ANT and thrrcw HF GREEN audio switch when using
GREEN transmitter or in position RED ANT and throw HF RED audio switch if RED transmitter is
used (DC-6B).

(4) Make NAVRO RECEMR ready for reception in accordance with standard operating procedures.
(b) Placing themonitor switch on NAVRO's HF GREEN control panel in position HF-R3 MONITOR will
permit reception of the beat note between transmitter frequency and receiver BFO, i,e. in this position
of the switch the blocking of the HF-R3 receiver is only partial.

Note: The monitor switch on NAVRO's auxiliary panel in DC-6B is engraved MONITOR-NORMAL.

(6) RED transmitter can be used together with HF-RB as follows

(a) On RED transmitter check that:
- the LOCAL-REMOtE switch is placed in position REMOTE
- the power selector is placed in position OPERATE.
(b)p1ace the TRANSFER switch on NAVRO's HF RED control panel in position NAVRO.
(c) Select operating frequency with the channel/frequency selector on NAVRO's HF RED control panel.
(d)Start transmitter by placing emission switch on the NAVRO's HF RED control panel in position VOICE.
(e)Allow proper time for tube warm-up and advance thereafter the emission switch to position CW or
MCW as required.

Note 1: placing emission switch in position CW or MCW automatically connects the morse key to
iEilr.-n s - itte r (DC - 6 B ) .

I
! Note 2: Do not forget to return the emission switch to VOICE Position after a communcation.
N (f) TGT-ey ls corurected to the transmitter by placing the microphone switch on the audio panel in posi-
6 tion HF RED OC-6).
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 nnflOllUYlrJ ernzr/J€t tE Ail
ATROPTA}.IT TTIGHI TUIANUAT DC.6/68
(OIItPANY EDIIIOl{

OPERATION OF SYSTEMS AND EQUIPMENT APL 3. 5. 1.

S heet 3
Communication and Radio Navigation s - Communication systerns (cont'd)

(Z)9EE:ILt"e""-il$fcan be used together with FIF-R3 as follows:

(a) PIace the LOCAL-REMOTE switch on the transmitter in position LOCAL and check that the power
selector is in position OPERATE"
(b) Start transmitter by piacing the emissj-on switch on the transmitter front panel in position VOICE.
(e)Onthe transmitter front panel select channel with the channel selector (labelled l"-2-3-4-5-6-7-8-9-
10-L, FREQ. MANUAL) and set up correct frequency in the channel with the switch labelled 1-10 HF.
(d)Allow suffi.cient time for tube warm-up and advance thereafter the emission switeh to position CW or
MCW as required.

! Placing emission switch in position CW or MCW automatically connects the rnorse key to the
t- Ngtu
transr::itter (Dq-!E).
NoL 4 Do not forget to return the switch to position VOICE after a communication.
(e) The key is conuected to the transmitter by placing the microphone switch on the audio panel in position
HF GREEN (DC-6).

L lTote: Do not return the LOCAL-REMOTE switch to position REMOTE until the transmitter shall
fr6G userl from the Pil<its' control pedestal.
\
be

\
\
(B) RED or GS,EEN transmitter can be used on manualty set up frequencies together with HF-R3 receiver as
fcllorvs:
(a) On the transmi.tter frant panel place:
- the LOCAL-REMOTE switch in pr:sition LOCAL
- the CHANNEL selector in position MANUAL
- the power selector in position TtfNE.
(b) Start the transmitter by placing the OFF-VOICE-CW-MCW switch on the transmitter front panel in
position VOICE and wait for the control light on the transmitter front panel lamp to come on.
(c) Set desired operating frequency with the kn.obs A and B and match the transmitter to the aatenna with
the knobs C, D and E in acecrdance with standard operating procedures for the transmitter.
Note: Do not return the I,OCAL-REMOTE switch to REMOTE position after the tuning has been com-
pt"t a. (The autotune rneciranism would start and upset the tuning adjustments. )
(d) Advance the switch OI'F-VOICE-CW-NICW to pc,sition CW and check that the power selector is finally
left in position OPERATE"
(e) The transrnitter may now be keyed from the R10's station,
Ngte : Do not forget to return the switch OFF-VOICE-CW-MCW to position VOICE after a communica-
tion.

(9) A number of radi.otelegraph frequencies are set up in the RED radiotelephone receiver (AR-72). Therefore
this receiver can serve as stand-by or additional radiotelegraph receiver. The radiotel.egraph operation of
this receiver together with its associated transmitter is as follows:
(a) Antenna grounding OFF.
(b) The TRANSFER switch on HF RED control panel at NAVRO's station shall be in position NAVRO.
(c) Check that the switch marked NAVRO REC at NAVRO's station is in position OUT (DC-68).
(d)On RED transrnitter, the switch LOCAL-REMOTE sha1l be in position REMOTE and the power selector
in position OPERATE.
(e) Start RED transmitter by placing ernission switch on NAVRO's control panel in position VOICE.
(!) Start RED receiver by turning clockwise the VOL eontrol on NAVRO's control panel
(g) Selec{ frequency by means of the channel/frequency selector on NAVRO's HF RED control panel,
(h) On the audio panel throw switch HF RED and set the MASTER LEVEL control for maximum audio level.
(i) Place microphone switch on the audio panel in position HF RED (DC-6 only)'
I (j) Allow suJficient time for tube warm-up and advance thereafter the emission switch onNAYRO's HF RED
m control panel to position CW or MCW as required,
m Note 1: Placing emission switch in position CW or MCW automatically connects the rnorse key to the
;
dl i6iGfritter (pC-iE).
Note 2! Do not forget to return the switch to position VOICE after a communication.
o
d (k) The receiver BFO is started by advancing the BFO knob from its OFF position. The knob allows the
@
beat note to be adjusted to desired frequency.

(more) Effective: May 15. 57

lssue No.. 1
 OPERATION OF SYSTEMS AND EQUIPMENT

munication and Na .tion s cont'

(1) Adjust the receiver audio Ievel with the VOL control in the centre of the NAVRO's HF RED channel/
frequency selector to suitabie background noise IeveI.

06, VI{F COMMUNICATION SYSTEM

(1) The transmitter and receiver are simultaneously started by turning clockwise the VOL control in the
centre of the VHF COM frequency selector on the control pedestal.
(2) Select operating frequency.

(3) On the audio panel throw the switch VHF COM and set the IVIASTER LEVEL control for maximum audio
1ev01.

(4)Placg microphone switch on the audio panel in position VHF. The lamp on the audio panel shall then light.

(5)Adjust receiver audio level with the VOL control in the centre of the VHF COM frequency setrector.

(6)T/e normal operating position of the squelch on the VHF COM control panel is position SQ (squelch on
' PJ:68)", Increased service range of a ground transmitter may be obtained if the squelch switch is
ihrown to off position (downposition in DC-6).

Note: The appearance of a strong background noise when the squelch switch is in off position may serve
as a'receiver function check.

0?. STAND-BY VHF COMMUNICATTON SYSTEM (pC:6 q{LY)

The receiver of the VOR/ILS system forms, together with a separate VHF transmitter, a stand-by VHF
eomrr:unicatioa system. The operation of this system is as follows:
(1) Tfre receiver and transmitter are simultaneously started by advaacing the VOL control in the centre of
the VHF NA1I frequency selector f rom its OFF position.
(2) Select operating frequency with the VHF NAV frequency selector.

(3) On the audio panel throw switch VHtr. NAV (COM ST -BY) and set MASTER LEVEL control for maxi-
mum audio level.

(4) Place microphone switch on the audio panel in position VIIF ST-BY, The audio panel lamp shall then
ll ght.

(5)Adjust the receiver audio level with the VOL control in the eentre of the VEIF NAV frequency selector.

(6) Tfre normal operating position of the squelch switch on the VHF NAV control panel is position SQ.
Increased eervice range of a ground transmitter may be obtained if the squelch switch is thrown to
off position (down).
Note: The appearance of a strong background noise when the equglch switch is in off position may
serve as a receiver function check.

I
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 tArzrrl4Ylfi ,lrurlft t7t E,
AEROPI.ANE FTI6}IT MA}IUAI D(.6/68
(0ilPAltY tDlMil

OPERATION OF SYS'IEMS AND EQUIPMENT APL 3.5,2

gqmmunication and Radio Navigation Systems - Navigation systgms-

The following instruetions presume that the RADIO MASTER circuit breakers and aII individual radio circuit
breakers are placed in operating position.

01, LF/MF ADF NAVIGATION SYSTEM

T'wo ADF systems (RED and GREEN) are available for operation from Pilots' compartment or NAVRO's station'
(1)On the audio panel throw either or both ADF audio switches corresponding to the ADF systern used and -
important - set MASTER LEVEL control for maximum audio level.
a
Note; The VOICE switch provides voice reception with identification and range signals suppressed. The
n4TCp switch permits selection of identification and range signals with voice modulation suppressed.
(2) Switches marked CW are availabte on the ADF control panels at Pilots' control pedestal and at NAVRO's
station to provide CW reception (for identification of unmodulated beacons).
t
ADF operation is to be carried out in accordance with standard operating procedures. (Ref. COM
4. 4. t. - 4.4" 4.)

?5 Mc MARKER BEACON RECEIVER

The ?5 Mc marker receiver can be used either as a separatenavigation aid or in conjunction with the lLS. When
used independentty the operation is as follows:

(1) Ptrace the switch MARKER on the Pilot's instrument panel in position HI or LO according to receiver
sensitivity required.
Note: The labelling under the heading ENR (en route) applies when the marker reeeiver is used separately.
(2) On the audio panel throw the switch MARKER and set the MASTER LEVEL control for maximum audio leve1

03. VOR NAVIGATION SYSTEM

(1) Start the r.eceiver by turning clockwise the knob VOL in cent're of the VHF NAV frequency selector on the
cockpit glareshield (DC-6) or on the control pedestal (DC-68)"
(2) Sele'ct ope:'ating frequency.

(3) Select desired bearing with the bearing selector on the glareshield .

(4)On the audio panel throw the stvitch VHF NAV and set MASTER LEVEL control for maximum audio level.

(5) Adjust the receiver audio Ievel with the VOL control in the centre of the VHF NAV frequency selector.

Note: To allow reception of the VOR identification signal at distances from the beacon where the signal
ETi&gth is rather weak, the squelch switch should be in off position.

I
04. INS'fRUMENT LANDING SYSTEM (ILS)

e$
(1)Start the VHF NAV receiver by turning clockwise the VOL control in the centre of the VHF NAV fre-
quency selector. (Glareshield DC-6 - control pedestal DC-68. )
r,l
6{
o
o (2) Select desired ILS localizer frequency with the VHF NAV frequency selector.
m
d

(more) Effective: May 15.5?

lssue No. 1
 OPERATION OF SYSTEMS AND EQUIPMENT

Qe4rn}n:Lgglign eryl Rglio Navigation Systenls - Navigation systems .l(eeg!,ql

(3) The glidepath and rnarker receivers are automatically started when an ILS localizer frequency is
selected by the VHF NAV frequency selector.

(4)Set the switch MA8KER on Pilot's flight instrument panel for correct marker receiver sensitivity.
Note: When the marker receiver is used in conjunction with ILS, the labelling under the heading ILS
at the MABI(ER sensitivity switch applies,

(5) On the audio panel throw the switch VHF NAV and set MASTER LEVEL control for maximum auciio level
the receiver audio level with the VOL control in the centre of the VHF NAV frequency selector.

N To allow reception of the ILS identification signal at distances from the airport where the signal
is rather weak, the squelch switch should be in off position.

05. LO8,AN

The operation LORANreceiverisinaccordancewithstandardoperatingprocedures(ref. COM 4.4.5.1

06. LOW RANGE RADARALTIMETER

(1) The radar altimeter is started by the ON-OFF knob on the Pilots' height indicator.

I.t".! The ON-OFF knob on the Copilot's indicator has no function.

Note 2: Simultaneous operation of low range and high range radar altimeter is prevented by an inter-
i66Eli-g relay.

07. HICH RANGE RADAR ALTIMETER

(1) The operation of high range radar altimeter is in accordance with standard operating procedures (ref.
coM 4. 6. 4. ).
Note: Simultaneous operation of high range and low range radar altimeter is prevented by an inter-
i66fing relay. The high range altimeter can only be started when the low range altimeter is switched
off.

-oOo-

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 SAlYAlflrYlUl Urn rlES SZtnEQ

AENOPIAilE FI"IG}IT ffIAilUAI. DC.6/68

COIdPAI{Y TDIIIOil

OPERATION OF SYSTEMS AND EQUIPMENT APL 3.5.3

Corrrrnunication and Radio tion Svs tem s - Audio systems

The following instructions presume that the RADIO MAS'IER circuit breakers and alL individual radio circuit
Lrreakers are placed in operating position.

01, ISOLATION AUDIO SYSTEM

(1)In ca.se of amplifie:" failure place the audio panel switch EMERGEI{CY-NORMAL in position EMERGENCY.

Note: In the position EMERGENCY the output from the various receivers will feeci directiy to the audio
pane'Ls" To avoid interaction between the audio panels the wiring via the EMERGENCY switch is such as
tc prevent output to the headphones from more than one receiver at a time. When using the audio panel
EMIIRGENCY functions, therefore, only one audio switch shoul<i be thrown at a time.

(2) Tc use the NAVRO's speaker for monitoring communication, turn clockwise the loudspeaker volume control
Iocated adjacent to the loudsFeaker.

n, IT INTERPHONE SYSTEM
Interphorre between any two crew members, via their respective audio panels, is obtained by placing the
microphone switehes on both panels in position INT.
(2)A call li.ght comes up at the NAVRO's station when the CALL press button in the Pilots' compartmeut is
pressed.

(3)A single stroke bell will sound in the Pilots' compartment when the CALL press button at the NAVRO's
station is pressed.

03. SERVICE INTERPHONE SYSTEM

(1)The cockpit mic/te1 handset can be used for telephone communication with Cabin Attendant's station by
placing tlie handset selector in position INTERPHONE.
(2) The Cabin Attendant's attention is attracted by pressing the button CABIN ATTENDANTS CALL on Pilot's
overhead panel. The Cabin Attendant then places his handset selector in INTERPHONE position.
(3) The Pilot's attention is attracted by pnessing the button COCKPiT CALL at the Cabin Attendants' station,

04. PASSEI{GEI{ ADDRESS SYSTEM

;\nlorrncerrents can be nrade, over loudspeakers in the cabln, from the cockpit and the cabin as follows
(1)Frorn the ccckpit:
(a) Place the handset selector, (INTERPHONE-ANNOUNCE) aft of Pilot's seat, in position ANNOUNCE.
ALlow some 10 seconds for a.mplifier tubes to ',,r/arm up.
(b) Use the tel/rnic trandset provided, press the handset button to speak.

i
(2) From the cabin:
*
rO (a) Place the Cabin,Attendant's handset selectorin ANNOUNCE position. A1low sorne 10 seconds for
amplifier tubes to warm up,
& (b) Use the handset provided, press the handset button to speak.
13
(:)

Note: To avoid acoustic feed back howl, place the handset weII behind the curtain at Cabin Attendant's
EI6i-to.,.
{
rd

Effective: May 1 5. 5 ?
lssue No.. 1
 M/JOtlArt4t l rrn rlEt tzJr;Et
AEROPTANE FTIGHT MANUAI. D(.6/68
(0mPAIY IDlil0il

OPERATION OF SYSTEMS AND EQUIPMENT APL 3. 5.4.

Communication and Radio Navigation Systems - Pilots' preflight radio check

01. INSPECTION
(1) Visual inspection of antennas
(2) Check radio circuit breakers on main electrical circuit breaker panel and on the radio rack support column
for proper position.
(3) Antenna grounding off.

(4) Check that the following controls are set to appropriate position
Control Set to position

TRANSFER control at NAVROTs HF RED eontrol panel PILOT

N- TRANSFER control at NAVROTs HF GIiEEN control panel PILOT(DC-6 only)
NAVRO REC. switch at NAVB,OTs station OUT (DC-6B oniy)
LOCAL-REMOTE on both transmitters ART-13 REMOTE
CALIBRATE-TUNE-OPERATE on both transmitters ART- 13 OPERATE

02 OPERATION OF SYSTEMS

(1) Check HF systems v/ith air/ground control radio station on appropriate network frequency'
Note,: If the HF sYstem does not work:
(a) Check that the sealing of transmitter controls A, B, C' D and E is not broken'
(b) Shift frequency and reset again desired frequency with the channel /frequency selector
on Pilots' control
A, B, C, D and E to proper
panel. iheck that the autoiune machinery brings the transmitter controls
position (see frequency card on the transmitter front panel)'
(c) Check that:
approximately
- the right hand transmitter instrument (instrument switch in position P,C. PLATE) shows
halfscaledeflectionwhenthemicrophonebuttonisdepressedandthat
- the instrument needle fluctuates when speaking in the microphone' the receiver' Il[ not, make a
(d) Check that the desired channel number is seen in the scale window of
mechanism is out of
frequency shift and check that the shifting mechanism is functioning. If the shifting the front panel of the
of the thumbwheel on
function, manual setting of the receiver is possible by means
receiver'
(2)Check vHF R/T systems with ATC on desired frequency and test therewith the squelch
function'

Note: If no answer, shift frequency, reset desired frequency and make a second call' If VHF navigation
l" a vHF coIW receiver failure may be remedied by putting the vHF NAV receiver into
"# """riii"ua
operation as CoM receiver. This is accomplishei by moving the NAV receiver in the radio rack (marked
receiver) to the location for the COM receiver (this location is
VHF NAV on the shelf below the Lver
receiver'
marked VHF COM). park the non-functioning COM receiver at the location for the NAV

(3) Tune both ADFs to a nearby station and check:

(a) FrequencY scales
(b) Bearing indications
(c) LOOP ROTATOR function'
o deviation from
I
Note: Some E-10 difference between RED ADF and GREEN ADF as well as an appreciable
ffiorrect bearing is normal when check is performed on ground'
6

rD (4) Check ILS on the airport ILS charu'rel (or test signal) for reaction normal on ground'
6ta
o
o (5) Check VOR on the airport test signal or on a nearby VOR beacon'
o
(,
a

APL /Rev. 75 (more) Effective: Aug. 19.5?

lssue N0..2
 ' ji'':r

OPERATION OF SYSTEMS AND EQUIPMENT

Communication and Radio Navigation SystenoE - Bilqls'_pre:qlight radio check (cont,d)

(4) Check ILS on the airport ILS channel (or test signal) for reaction normal on ground.
(5) Check VOR on the airport test signal or on a nearby VOR beacon.
Note: If VHF communication canbe sacrificed a VHF NAV receiver failure maybe remedied by using
ifif-Vnf COM receiver in the VHF NAV system. A receiver shift in the radio rack is then required so
that the VHF COM receiver marked VHF COM (VHF COM GREEN DC-68) on the shelf below thereceiver
is moved over to the location for the vHF NAV receiver location mffi'd-vnf' NAv (vHF NAV RED DC-68).
Park the non-functioning NAV receiver at the location for the COM receiver.

A VHF receiver which does not function properly as NAV receiver may in certain cases still function as
COM receiver. Try therefore VHF communication after the receiver shiJt.

-oOo-

!,1'

,.]

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6
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 tanDrt yril rrmt/JES tzfIan
AEROPTANT TTIGHT TUIA}IUAI DC.6/68
(OIIIPANY TDIIION

OPERATION OF SYSTEMS AND EQUIPMENT APL 3.6.1

S heet 1
Miscellaneous Systems and Equipment - Instrument system

01. DRIFTMETER
(1 ) Genelal

The driftmeter is an optical instrument fitted with a gyroscopic stabilized grid used in aircraft navigati.on
for determination of drift, azimuth of a fixed ground object, and data from which ground speed and wind
velocity may be computed.
The driftmeter shall be used when the aeroplane is in level flight within 150. The best result is obtained
in stabilized level fli.ght,within a few degrees.

6
I
9
5

4
-lo
- - lt
3
1. 3X eyepiece assembly
2 2. Aximuth dial
t3 3. Drift scale
I 4. Line of sight control handle
5. Line of sight dial
6. 1X eyepiece assembly
?. 3-voIt lamp assembly
8. Rheostat knob
9. Switch
10. Starting button
11. Fi.lter handle
L2, Caging knob
13. Tangent screw knob

fia*a:
V"2--L

Fig. 1 Driftmeter

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(more) Effective: MaY 15. 57

lssue No.. 1
 OPERATION Or' SYSTEMS AND EQUIPMENT

Miscellaneous Systems and Equipm ent - Instrument system (cont'd)

(2) Routine operation (Fig. 1)

(a) Remove the cover.

(b) Start the gyro by setting the switch (9) in ON position, and allow 3-5 minutes for the gyro running up to
speed. (The driftmeter is also equipped with a starting transformer which must be used when the gyro
is used at extremely low temperature. )
(c) Uncage the gyro. The caging knob (12) in position UNCAGED.
CAUTION: Do not uncage the gyro before it is running at full speed.
(d)A1low 10 minutes for the gyro to stabilize its position and to warm up.
(e)Turn the control handle (4) to 0 position and adjust the eyepiece until the sighted ground object is c1ear.
(f) Adjust the rheostat knob (B) untiL the intensity of illumination of the reticle is suitable.
I
(g)Wi.ren the driftmeter is not used, cage the gyro by putting the caging knob (12) in position CAGED. Shut
off the current by putting the switch (9) in position OFF. Turn the driftmeter to 0 on the drift scale (3).
Put on the cover.

(3)Drift (Fie. 1)

(a) Method 1
- Turn the line of sight diai (5) to 0 with the control handte (4).
- Observe the image of an object on the ground which passes through the centre of the grid. Then hotd
the image of the object in the centre by turning the control handle (4) aaa tangent screw knob (13).
Read and note the drift angle continuously.

Do not make any reading if the aeroplane is in climbing or tilted more than 150. The best result is
obtained in stabilized level flight within a few degrees.

(b) Method 2
- Turn the line of sight dial (5) to 0 with the control handie (4).
- Rotate the grid with the tangent screw knob (13) until the selected image travels paraltel to a suitable
grid line. Read and note the drift angle on the drift scale (3).
When the aeroplane passes over ground or water and no particular object is discernable, turn the
driftmeter so that grid is parallel to the apparent earth movement.

(4) Relative bearings (Fig. 1)

Sometimes it is necessary to take relatj.ve bearings, i.e. direction relative to the aircraft,s heading. The
same routine can be used as described r:nder (3) Drift above.

(a) Bring thb image of the object to the centre of the reticle by turning the control handle (4) and tangent
screw knob (13).
(b) Read the bearing on the azimuth dial (2).

(5) Cround speed (Fig. 2)

(a) General
One of the most important measurements which can be carried out with the driftmeter is the deter-
mination of ground speed. The ground speed can be found by dividing a given distance with the time
it takes to travel the distance.
If the distance is unknown it can be computed from the height and necessary angles by use of trigo-
!
I
nometrical formula. The necessary angles can be measured optically by the driftmeter.
(o The ground speed can also be computed wi.th the lateral grid lines which are incorporated for use in
o timing the passage of a landmark through the field of the driftmeter.
N
o (b) Method 1

t0
- Turn the line of sight scale (5), Fig. 1, to 0. Fix at a landmark object and then turn the driftmeter
d
o so that the grid lines are parallel to the apparent earth movement.
- Keep the image of the object in the centre of the reticle by turning the control handle (4), Fig. 1.

(more)
 SAn/UAr/JAYrrfl ,rnlrlettAfl&il
AIROPIANI ITIGHI TNANUAT DC.6/68
(0fflPAI{Y EDlll0t{

OPERATION OF SYSTEMS AND EQUIPMM{T APL 3.6.1

Sheet
Miscellaneous ms and ent - Instrument (cont'd)

Tlme T

4
+,
qc
v
o
IE

0tjeet Dlstance D

S tolroa teh
s tart Stopr,atch
The top
t lme ! s
r?1ea sur

dt stanee
D

Drlftrneter

1J.t
)t
\- D T! 1l
Bh I 6 dt n tance d
ine ound
to
s
Object 3
0

I
9i,: \ ,r),
6r
-&.t5,

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(J 4i;*. fro E,
o
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F.i 2 Ground ed calculation

(more) Effective: May 15.5?

lssue No..L
 OPEN,ATION OlT SYSTEMS AND EQUIPMENT

Yj.sceilaueous Systems and Equipment - Instrument system (con_t'd)

- Start the stopwatch when the cl,ick of the 50o detent is felt.
- Stop the stopwatch when the cLick of the ?0.90 detent is fej.t. Read and note the time
- Read the height above the terrain (the object).
- Compute the ground speed in accordance ..vith the following formula:
tT = GrounO speed in knots (fig. 5)

In the formula A = height in feet

T = time in seconds.
Note: The angles 50o and ?0.90 are selected in accordance vrith the following:
Speed in feet per second = speed in knots
1.689

A. (tsU-tEV)
. E _ -F : sround speeds in knots
= 5'" (Fig. 2)
T . 1. 689
(A ' height in feet, T = time in seconds)

tgu = tg 70.90 = 8 807s4

tgV = tg 50u 1. 1 917 54
tgu - tgv , 880?54 - 1.191754 = 1.689
(c) Method 2
In this method the two l.ateral grid lines are to be used as follows:
- Tr.rrn the Line of sight'scaie (S), Fig. 1, to 0,
- Turn the driftmeter so that the grid lines are parallel to the apparent earth mo\rement.
- Fix a landmark (with the line of sight scaLe still,on zero).
- start the stopwatch wiren the landrnark crosses the first lateral grid 1ine,
- Stop the stopwatch when ttre landmark crosses the second lateral grid line. (Do not use the line
in the centre. )
- Read and note the time.
- Compute the ground speed in accordance wlth the following forrnula:
A
0.160 . q; = ground speed inknots (Fig. 6)

(A = height in feet, T = tirne in seconds)

(6) Single and triple drift procedure

(s) General
When astronomieal navigation cannot be used and when there is interference on the :.adio bearings, \_
the ground speed, the wind di.rection and velocity can be taken with procedures called single drift
and triple drift, Besides the drift angte the true airspeed rnust also be knorvn. The true air"speed
=
indicated airspeed plus corrections for height and temperature.

In reality the procedure is a wind-vector diagran with lines nepresenting direction and magnitude
(b) Tripie drift (Fig. 3)
The plotting procedure of a triple drift is described in the following example:
- First, have the aeroplane in cruising trim, with heading, height and airspeed constant"
- Make a drift measurement on the heading 3320. The dritl angle is observed to be 2go right on this
I heaCing.
,"o
N - Swing the aeroplane to the heading of 1?o and hold. it for a period of 2 minutes (aSo off the first
@
heading). The drift angie is observed to be lb.50 to the right on this heading.
60 - Swing the aeroplane to 28?o and hold it for a period of 2 minutes (45o off the"first heading). The
6
c{ drift angle is observed to be 30.50 to the right on this heading.
." Swing the aeroplane back to the first heading 382o.
a
d
o
(more)
 ,ailartu vrufl .ttRlrtEt .clfTa t
AEROPTANE TUGHT TNAilIUAL DC.6/68
COMPANY EDIIION

OPERATIOI{ O}' SYS:TEMS AND EQI]IPMEN'I APL 3. 6. 1

Sheet 3
Miscellaneous Systerns and Equipm ent - Instrument svstem (cont'd)

15.5"

t'A
"

L
\
eB?"

+"
6

Tho pIl.t
6 .ccdlr:
theh :dlr{c
ioU"uJ
ri i:2".
llrst
l+5 tr tl,e
11€ : B Dllltanal€3 cre deter-
nlnea ot ti6 loInts
risnL ana then l+5" to th6 A, ts and C et loadlnc E.
i6ft oi !1s flrst hesdlia
ed !!cn retums to h13
flrst hoedlnE /lrl"). Th6
drlit 1s detodieC lcr

FiG.3 TRIPI.E DRIFI VECTOR DIAORAMS.

aJ2"

L
N

FI6.4 SINGLE DRIFT VECTOR DIAGRAMS"

s d

6
f;s B

m
cd
t&
E

(more) Effective: May 15.5?

lssue N0..1
 OPERATION OF. SYSTEMS AND EQUIPMENT

Miscellaneous Systems and Equipment - Instrurnent sYstem (cont'd)

- Make a graphical plotting of the triple drift in accordance -rr,ith the following description:
(i) Draw a circle with the true airspeed as radius. Draw the heading lines as true airspeed lines
through the centre of the circle.
Mark out the driJt angles at the cj.rcle end of the heading lines in accordance with the following
ription:
de sc
28o (right) at the point C. Draw the line marked C-X
15.50 (rieht) at the point A. Draw the line marked A-Y
30. so (rt!rrt) at ttre point B. Draw the line marked B-Z

A11 the lines (A-Y, C-X and B-Z) shall coincide in the point marked W.
(ii) Draw a pencil Iine from the centre marked 0 to the point of intersection marked W. This line is
L
representative for both wind direction and the wind velocity (105.4 knots).
(c) Single drift (Fig. 4)
ftre ptotting procedure of a single drift wind-vector diagram is described as follows:
- Turrr the line of sight dial (5), Fig. 1, to 0 with the control handle (4).
- Rotate the grid by the tangent screw knob (13) until the selected image travels parallel to a suitable
grid iine.
- Read and note the drift angle.
- Compute the ground speed as described above under (5) &).
- Make a wind-vector diagram as described for the triple drift procedure. In Fig. 4 the numeral
value is used as described in the example under (b) above.

(more)

\-

CO
oa
6
AT

o
c
a
 OPERATION OI' SYSTEMS AND EQUIPMENT
tVr,Jgtt Slliltlt
ATROPI.AilE TUGHI
": ,;^....:

APL
Sheet
w 3.6.1
4
..::;i'iiT:all::r

Miscellaneous Systems and Equipment - Instrument e

<,..'..pg1.91116

r!^S w

tlmc ln Eeconds

L
*,
0
0
${
Methodl 3
o
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o soo-r019
r{
{n
}{ Orouud ;Pee0 I t , ;,.,: i: *'i.:,.:,.tii
rf;
t" *::s
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eend
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tltme ln aecondt
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 OPERATION OF SYSTEMS AND EQUIPMENT

Miscellaneous Systems and Equipment - Instrument system (cont'd)

<-Otound sp€ed tn lrnotg---------+

qrO bo

t-

l5
r,i/ I

l1

iI|]i
ilr I

#r+
ililllll +M
'i1r
tll

ll
lrr_l
lt ll ] II:
.t i-J L

Method II
q{ Oround speeal ln knots= k x Eettht-above terralBr ft
o k=0,150 Slme ln r€conds
o
o
F{

x
+>I
!
AI
o'
I ,q
,o
<r a)

@ E
a]) H
rO
N Seeon t
o Flgure 6, Method II. Oround speed ih knote
ta
qt
o
Fig. 6 Method 2 - Groqld spee! yr_\qglq
-oOo-
 TEMPORARY INSTRUCTION
tdlJz,llUYrfiJrtRlrlEttZrfEU
AEROPTANE FTIGHT TUIANUAI. DC-6/68
c0illPAi{Y tDtlt0t{

OPERATION OF SYSTEMS AND EQUIPMENT File in front of APL 3.6.2

S heet 1
Miscgllaneous Systems and Equipment - Automatic pilot

01. DC-6B POLAR PATH COMPASS SYSTEM

Reference is made to Temporary Instruction APL 1.6. 1

The polar path compass system was removed during the spring of 1957 from the not yet standardized DC-68. The
heading information to the autopilot and ADF RMi in these not yet standardized DC-68 is supplied by the fluxgate
compass (similar function as in not yet standardized DC-6).

The polar path compass system wlll be reinstalled and modified in connection with the instrument standardization
programme.

APL 1.6.2. and 3.6.2. cover the modified installation which is similar to DC-7C duplicate system - DC-6B has,
however, 1 system only
Note: As in DC-?C, it j.s not possible to connect the autopilot if the polar path compass function switch is in COMP.
position in a modified DC-68. The reason for this type of installation is as follows:

The modifications involve a rernoval of the fluxgate transmitter(gyro-stabilizedhorizontal position) and instalJ.ation of
a pendulous fluxgate transmitter. Due to its design with a magnetic assembLy, no manual adjustment of the sensibility
is needed with the new transmitter. (When using the o1d transmitter, adjustment of the sensibilityisnecessarywhen
flying through regions with var;ring magnetic directional force). However, because the new transmitter has no gyro-
stabilization itself, it is affected by movement changes of the aeroplane, e. g. in turbulent air or turns, Heading
information from only the pendulous fluxgate transmitter (function switch in COMP. position) therefore is unsuitable
for autopilot flying.

02. DC.6B FLIGHT PATH CONTROL SYSTEM - FPC

The FPC system will be reconnected during the period October 1957 - Spring of 1958, mainly in connection with the
i.nstrument standardization programme, ref. the Temporary Instruction mentioned in 01. above.

Two of the aeroplanes, LN-LML and OY-KMA, are excluded because they have no provisions for FPC. APL 1.6.2
and 3.6. 2. , as regard DC-68, cover aeroplanes with connected FPC and include notes. regarding LN-LML and
OY-KMA.

al
1a
n_.

:
.a

6
N
o
@
d
o

Effective: Oct. 20. 57

APL/Rev. 129 lssue No.. 1

AFH/Rev. 60?
j,:
.:
 \
rutDrtuyrrfl ,trur/JEt tzJria,
ATROPTANE TTIGHT TUIANUAI. DC.6/68
COiIPANY TDIIIOlI

OPERATION OF SYSTEMS AND EQUIPMENT APL 3.6.2

Sheet 1
Miscellaneous Svstems and Equipment - Automatic pilot

01. LIMITATIONS
Refer to 06. below regarding safety rules for using the FPC and to APL 4.2.t. regarding maximum speed for using
the autopilot,

(1) Autopilot - DC-6E} FPC disconnected

- Bank 450
- Climb and descent 150

L - Altitude control (climb and descent) )-o

(2) Autopilot - FPC connected (DC-6B only except for LN-LML and OY-KMA)
Sequence switch in position:

L - RANGE
- LOCALIZER
10o bank
200 rt

- LOCALIZER & GLIDE SLOPE 10o rr

(3) Polar path compass system (DC-68 only)

- AC input 115 volt(+5), a00 c/s (r 20)
- DC input 27, 5 volt (+1. 5)
(-3.5)
- Drift rate, RATE COR dial set to
the correct apparent drift Should not exceed + 40 fhr

02. PREFLIGHT CHECK

A preflight check of the system is not obligatory

(1) Power supply

(a) Engines not running

- Ground power unit Connected and operating

- PLANE BATTERY, GROUND POWER
selector switch GROUND POWER
- BATT & GND PWR swirch BATT & GND PWR
- Proceed as under (b) below

(b) Engines running

- Following circuit breakers:

UPPER, LOWER INVERTERS Set
AUTO PILOT Set
GYRO COMPASS Set
I
MASTER RADIO Set Ref. APL 3.5. 1

N
- DC-68 only:
co
AUTO FLIGHT CONTROL Set (Except LN-LML and OY-KMA)
rO
N POLAR PATH COMPASS Set
o - INVERTERS, CAPTAINTS switch UPPER or LOWER
@
- INVERTERS, 1ST OFFICERTS switch UPPER or LOWER
d
o

(more) Effective: Oct. 20. 57

APL/Rev. 130 lssue No. .1

AFH/Rev. 608
 OPERATION OT' SYSTEMS AND ESUIPMENT

Miscellaneous Svstems and E t lAqtomaJic p{ot (contrd)

(2) EngaginE the autopilot

- DC-68 only:
Autopilot sequence switch AUTO PILOT
Function selector switch (At
Navigator' s forward station) DG OT SLAVED
- VHF NAV VOL knob Turn to switch on
- VHF NAV frequency selector Select actual ILS frequency
- Caging button Push

Wait 2 minutes after AC power supplied to the autopilot to allow the flight gyro to erect before operating
any of the autopilot controls,

- Turn control handle Centre position

- B+ WARNING light
- Flight controls
- AUTO PILOT mechanical engage lever
- PUSH AUTOPILOTONengageknob
- Trim indicator markers
Check - not illuminated
Disengage the gust lock and hold
the flight controls in neutral positions
until the autopilot is engaged
ON
(green knob) Depress
Rudder and aileron markers
should be approximately in
centre position

(3) Check

- Pitch control knob Rotate forward and aft

- Turn control handle Grip and turn to left and right of the
centre position sufficiently to allow
the control surfaces to start moving
The rudder pedals and control wheel should move correspondingly,

- Turn control handle Return to centre pooition

The aeroplane manual controLs should come to rest in their origina). positions. The rudder and aileron
trim indicator markers should be approximately in centre position.
- PUSH ALTITUDE CONTROL ON engage knob (yellow) Depress

Little or no mbvement of the control column should accur.

- DC-68 only:
- Autopilot sequence switch LOCALIZER & GLIDE SLOPE

The PUSH ALTITUDE CONTROL ON engage knob should snap to off position.

- Turn control handle Turn the handle out of detent

With the sequence switah in position LOCALIZER & GLIDE SLOPE the AUTO FLT WARN lights (on
the ILS indicators) must light.
I
-o
- AUTO PILOT REL. button Push
N
6 The PUSH AUTO PILOT ON and PUSH ALTITUDE CONTROL ON engage knobs should snap to off position.
;
N - Flight controls Operate manually
O
The controls should move easily with limited friction.
o
d
o
- AUTO PILOT mechanical engage lever OFF
Check for free movement of the flight controls.

(more)
 tAnOrtlrYlrl,lrzrr/JttttlrUrl
AtROPtAilE TI.IGHT MANUAT DC.6/6B
COilIPA}IY TDITION

OPERATION OF SYSTEMS AND EQUIPMENT APL 3. 6,2

Sheet 2
Miscellaneous ms and Equipm ent - Automatic pilot (contrd)

(4) Before take-off

- AUTO PILOT mechanical engage lever OFF

03. ENGAGING THE AUTOPILOT IN FLtrGHT

The autopilot must not be engaged before reaehing at least 1000 ft.terrain clearance. Then it may be engeged during
any normal straight and leve1 flight and during any normal straight climb or descent within the operating limits of the
equipment.

Automatic control of the aeroplane must be monitored by LIP or 2lP, safety belt fastened. When using the autopilot
with the landing gear extended or during approach, the Pitot rrrust keep one hand on the control wheel at aII times.
It is presumed that power supply is connected as per 02. (1) (b) above
DC-6 onlv:
- R, A and E servo switches ON

DC-6B o4\4 (Trim servo inoperative in LN-LML and OY-KMA)

- RUD, AIL, EL and TRIM SERVO switches ON
- Autopilot sequence switch AUTO PILOT
- Polar path compass (controls at Set to DG or SLAVED
Navigatorrs forward station) mode. Ref. 05. below
- VHF NAV VOL knob Turn to switch on
- VHF NAV frequency selector Select actual frequency
- Pitch and bank control knobs and Adjust to be in zero and
turn control handle centre position
- Trim control wheels and trim indicator Trim the aeroplane manually
markers and check bars indicate zero
- B+ WARNING light Check-not illuminated
- AUTO PILOT mechanical engage lever ON
- PUSH AUTO PILOT ON engage knob D epress
- PUSH ALTITUDE CONTROL ON engage knob D epress
Nole: The altitude control to be applied with the aeroplane in level flight. It is not recommended to shift static
source when altitude control is engaged.

04. CHANGE OF FLIGHT ATTITUDE

(1) Climb and descent

\-
- PUSH ALTITUDE CONTROL ON engage knob O}.F
- Pitch control knob Rotate aft for climb and
forward for descent
- Pitch trim control wheel and Trim the aeroplane manually
pitch trim indicator and check bar indicates zero

Note: The pitch and bank control knobs on the controller should not be used for trimming.

I
(2) Co-ordinated turn
N
6i
(o
- Turn control handle Grip and depress the trigger.
with trigger Turn the handle clockwise for right turn
;
6t
and counter-clockwise for left turn until
desired rate of turn is attained. Turn
o
back to centre position and release the
@ trigger at desired heading.
d
m

(more) Effective: Oct. 20. 5?

APL/Rev 131 lssue No.. 1

AFH/Rev 609
 OPERATION OF SYSTEMS AND ESUIPMENT

Miscellaneous s and Equipment - Automatic pilot (cont'd)

Note: Keep the trigger in depressed position for turn control handle displacements of less than 60,

The position of the turn control handle determines the rate of turn which is maintained as long as the
control handle position or the aeroplane speed is not altered.

The maximum rate of turn which canbe attained at crusing speed i.s approximately 20/second and some-
what higher at lower speed.

When a turn is made without altitude control engaged, pitch control knob adjustment might be necessary
to maintain altitude.

05. POLAR PATH COMPASS SYSTEM - (DC-68 onty)

(1) Modes of operation

The names of the 3 modes mentioned below refer to the 3 positions of the function switch.

(a) The DG (DG = directional gyro) mode of operation is used in the polar areas where the directional infor-
mation, based on magnetic heading, is unreliable and the rapid crossing of isogonic 1ines in certain
regions of the earth can make the corretions for magnetic variation difficult to maintain.

In these areas and where it is impractical to obtain directional information from the earthrs magnetic
field, the polar path compass system uses an inertial reference - the directional gyro - to provide direc-
tional information based on the change in a azimuth of the aeroplane.

This information ean be used for navigation to a constant couree, such as is used in grid navigation.
(b) SLAVEpsrq{e
The SLAVED mode of operation is used in the lower and miCdle latitudes where the directional informa-
tion is usually based on the magnetic heading, and both the inertial and magnetic references are utilized
for their most desirable properties.
Inthese regions the directional gyro provides a short-term reference, furnishing stable headj.ng informa-
tion, The magnetic heading information from the fluxgate transmitter slowly and continuosly makes the
necessary corrections to the directional gyro,

This results in an accurate long-term directional information

(c) COMP. mode

The system may be operated by using only magnetic information as the directional reference, However,
the principles of design of the pendulous magnetic compass, and the relatively poor short-term stability
of magnetic references as compared to the inertial references make this mode of operation impractical,
except for stand-by or orientatlon conditions.

(2) Apparent and random drift corrections

The apparent drift rate due to the rotation of the earth corresponds to the actual latitude. The drift rate in
I degree/hour is: 15 sin latitude. The dri.ft rate is calculated below for some latitudes,
N
N In northern latitudes the drift rate correction is always plus and consequently always minus in southern
@
Iatitudes.
.;
N
o
(more)
o
d
o
 taflzr/Jryrufl rrRlr/JEt ttltE l
AEROPTANE TTIGHT MANUAT DC.6i6B
c0ilPAilY tDlTl0t{

OPERATION OF SYSTEMS AND EEUIPMENT APL 3.6.2

Sheet s
Miscellaneous Systems and Equipment - Automatic pilot (contrd)

Lat. o Correctiono
0 0
5 1.3
10 2.6
15 ao
20 5.1
25 6.3
30
40 9.6
50 11. 5

L 60
70
13.
74.
0
t
BO 14.8
90 15.0

Example: At 600 N the apparent drift is 13.0o/hour. The Navigator flying at 6OoN would consequently set
L a +130 correction on the RAIE COR. dial. Thus the autopilot (directional gyro) and the 3 ADF RMI are
corrected for a 13o/hour drift.

Even if the correct latitude correction is made, the Navigator may find that the aeroplane is stlll drj.fting
to the left or right. This random drift may be compensated by making an additional setting on the RATE
COR. dial.
Example: After a 13o/hour correction at 6OoN is made, the Navigator finds that the aeroplane still is
drifting 2o/hour to the right. Consequently the RATE COR. dial is turned from +130 to +15o.

(3) Operation

Power supply according to 02. (1) above

The polar path compass controls are located at the Navigators forward station,

Note 1: Operating the function switch during autopilot flying, disconnects the autopilot in same of the aero-
planes. Operating the COURSE SET knob and the SYNC, button does not affect the autopi.lot, but it moves
the dial of the ADF RMI. Thus, notify 1/P before moving these controls.

L Note 2: Course setting, synchronizing and a ehanged setting of the function switch will not introduce signals
into the autopilot to automatically change the heading accordingly,
(a) DG mode, general operation

Note: Do not push the SYNC. button.

When switching directly to the DG mode or from SLAVED to DG mode

Allow 1 minute r,varm-up time after power is connected to the system when switching directly.
- Function switch DG
- COURSE SET knob Push and turn so as to turn the ADF RMI
dials to the proper heading.
- RATE COR. knob Set calculated drift rate correction on
the dial.
I In polar and subpolar areas it may be required to give magnetic information, e. g. when flying on an air-
port where the approach/tanding and the take-off/cIimb must be performed on magnetic heading (GCA).
N
@ The weak magnetic directional force requires the system to be operated on "DG". In that case set magne-
tn
tic heading by the COURSE SET knob in the procedure above.
c{
o
o
@
d
o

(more) Effective: Oct.20.57

APL/Rev. 132 lssue N0..1

AFH/Rev. 610
 OPERATION OF SYSTEMS AND EQUIPMENT

Miscellaneous Systems and E - Automatic pilot (contrd)

(b) SLAVED mode, general operation

Note: Do not operate the COURSE SET knob.

when switching directly to the SLAVED mode or from the DG to sLAvED mode:

Allow 1 minute warm-up time after power is connected tothe systemwhen. switching directly.
-Function switch SLAVED
The aeroplane should be under level, unaccelerated flight conditions or on ground when operating the
SYNC. button.

- SYNC. button push and - when the ADF RMI dials

settle at the magnetic heading-release.
(Check heading against synchronized

- synchronizing indicator 3[t1ii:il:Tj']",,,""0, but may

needle oscillate slightly owing to vibrations
of the aeroplane and to turbulence.
(c) Comp, mode, qeneral operation

When switching directly to the COMP. mode or from one of the other modes to COMp, mode:
Allow I minute warm-up time after power is connected to the system, when switching direcly.
- Function switch COMP,

Note: with the switch in coMP. position, the autopilot cannot be connected.
(d) Preflisht ck of the polar path ss system
Allow l minute warm-up time after power is suppli.ed to the system
- Function switch SLAVED
- SYNC. button Push and - when the ADF RMI dials
settle at the magnetic heading -
release. (Check heading against
synchronized g'yrosyn compass. )
- Synchronizing indicator needle Check. Should be centred, but may
oscillate slightly if there are
vibrations in the aeroplane.
- ADF RMI dial Note the magnetic heading
- Function switch DG
- COURSE SET knob Set a grid heading g0o different
from the magnetic heading.
- ADF RMI dial Note the grid heading
- Function switch COMP.
- ADF RMI dial Check that the magnetic heading is the
same as noted before + 20.
- Function switch DG
- ADF RMI dial Check that the grid heading is the same
I
as noted before + 20
m - Function swi.tch SLAVED
N - SYNC. button and indicator Synchronize as described above.
6
N
(e) Before take-off, using DC mode
Line up the aeroplane along centreline of the runway.
6
d
o
(more)
 tailDrt yt t rrnlrlJEt tzJTEu
AEROPTANE TIIGHT TNANUAT DC.6/68
c0mPAI{Y tDrlr0il

OPERATION OF SYSTEMS AND EEUIPMENT APL 3.6,2

Sheet 4
Miscellaneous Systems and Equipment - Automatic pilot (contrd)

The following to be performed by the Navigator:

- Check that the aeroplane is lined up along centreline of runway,

- Function switch DG
- COURSE SET knob Set grid heading of the runway
- RATE COR. knob Set calculated drift rate correction
on the dial.
- Inform 1/P that the polar path compass system is set.

Norle: Re take-off using DG mode on a polar or subpolar airport, where the take-off/climb must be performed
L on magnetic heading (GCA), compare with (a) above. In such case set magnetic heading by the COURSE SET
knob in the rrbefore take-off" procedure. After climb set grid heading.

(f) Before take-off, using SLAVED mode

- ADF RMI, VOR RMI and g"yrosyn Check that they show approximately
L compass same heading. Re tolerances ref.
APL 1.6. 1.
(e) After climb DG mode
Following to be performed by the Navigator as soon as the aeroplane is in level flight after climb

- Periscopic sextant Check grid heading of polar path

compass
- COURSE SET knob Adjust grid heading indication if
necessary
- Inform 7lp toturn to initial
heading if adjustment of heading
indication is done.
- Check that the aeroplane is on correct initial heading.
- Begin the gyrograph plot for polar path compass.

(h) During flight, DG mode

Following to be performed by the Navigator:

L - Check polar path compass every 20 minutes during first hour of gyrograph plot.
- Record grid heading found by astro and initial headi.ng of polar path compass to get garo drift.
- Record drift rate correction i.n gyrograph.
- Plot respective gyro drifts in gyrograph to get rate of drift for period.
- After first hour of gyrograph plot find new initisl heading for next period.
-Inform LlPto turntothenewinitialheadingandcheckthattheaeroplaneisreallyoncorrectheading.
\* - Plot gyrograph for next period with reference to new inittal heading.
- Check drift of polar path compass every half hour during flight after rate of drift for the first hour of
gyrograph is estabilished.
- Reset polar path compass when drift is accumulating too much and increase or decrease drift rate
correction in order to get zero drift.

06. AUTOMATIC I'LIGHT PATH CONIIROL - FPC - (DC-68 only-except for LN-LML and OY-KMA)

I
(1) Safety rules
6l
Until further experience is gained, the following will apply:
;
N (a) The Pilot must at aII times during the approach keep hands on the wheel and be ready to release the autopilot
o
o and take over manually.
o
d
o

(more) Effective: Oct.20.5?

APL/Rev. 133 lssue N0..1

AFH/Rev.611
 OPERATION OF SYSTEMS AND EQUIPMENT

Miscellaneous Svstems and E nt - Automatic pilot (contrd)

(b) The flaps must never be lowered more than 30o until after the autopilot is disengaged.
(c) Any unfavourable passenger reaction must be absolutely avoided, If there is any indication of equip-
ment malfunctioning which leads to overcontrolling, oscillation etc,, the autopilot must be disengaged
immediately.
(d) Automatic approach must be discontinued at the normal minimum altitude stated on the IAL chart at
the latest (absolute min. 200 ft),
(e) Weather minimum permitting auto-approach:
At least 5 approaches shall be made VFR.
Thereafter, normal mini.ma +300/l applies for at least 5 approaches whereafter normal minima are
authorized.

(2) Automatic range flying procedure

Power should be switched on (ref. 02. (1) above) at least 15 minutes before using FPC

The aeroplane should be in an attitude without bank when switching the autopilot sequence switch from
RANGE to AUTO PILOT, unless a rough reaction will be accounted.

Note: The FPC computer receives signals from the VHF NAV-1 radio system only.
- Omni bearing selector on the Set desired magnetic bearing to
left instrument panel the station (QDM) or desired
radial from the station (QDR)
FIy the aeroplane ei.ther manually oi using the autopilot to obtain centred LOCALIZER OR RANGE
needle on the left ILS indicator for selected QDM/QDR.

Maintaln the needle centred 1.5 minutes

- Autopilot Engage (ref. 03. above) if

not done earlier
- Autopilot sequence sv/itch From AUTO PILOT to RANGE
position

If the aeroplane drifts off course due to strong cross-wind, indicated by a sustained off-centre
LOCALIZER OR RANGE needle displacement: -

- Aeroplane attitude No bank

- Autopilot sequence Turn to AUTO PILOT for a moment
switch and back to RANGE again

This switching will change the heading reference and give the correct crab angle. Repeat this maneouvre
as required to get proper crab angle for actual wind.

When flying on magnetic bearing (QDM) - and the LOCALIZER OR RANGE needle starts making Iarge
deflections, indicating that the aeroplane is corning close to the station:
- Aeroplane attitude No bank
- Autopilot sequence AUTO PILOT
switch

I When passing the VOR station

"o

N - Omni bearing selector Set desired radial from the

@
on the left instrument panel station (QDR) or the magnetic
-- bearing to the next VOR
N
station (QDM).
- Turn control handle Fly the aeroplane to obtain
o centred LOCALIZER OR RANGE
d
o needle, Maintain the needle
centred 1. 5 minutes
- Autopilot sequence switch RANGE

(more)
 tArYDrlrYrUlrrnlrlEttAtf0tl
AEROPI.AiIE TI.IGHT IUIAiIU AL DC,-6168
COTIPANY TDIIIOl{

OPERATION OF SYSTEMS AND EQUIPMENT APL 3,6.2

Sheet 5
IVIrclellqneous Systems and Equipment - Automatic pilot (cont'd)

rii s

A=
:3

L
E

&i
9-
;!
et 6iz
I3E=
8o.

v
bq
u4
qb
6<
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ED
zY
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a;
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g:
-9 2
re E
-
a ":E /T) -W
JN
-fS,\-.r--l
E;i
=
IEg {u

zo
u
e
o
o
z \
=
uPs-
-z -EOU{

L e ;9 <o ---\

V'
s
i

:eE-e
t; <r
L
E Ba-
;5!:o
sygd
ia
v
5

I d I
6
N
o >e fio
;
crt
;6
Er =

o
o
ut
(,
ul

Fig. 1.
(more) Effective: Oct.20.57
APL/Rev. 134 lssue No. .1

AFH/Rev. 612
 OPERATION OF SYSTEMS AND EQUIPMENT

Miscellaneous Systems and Equipment - Automatic pilot (contrd)

Note: If no new course setting is required when passing the VOR station, no special procedure is
needed going through the unstable region above the station,

Repeat the above mentioned procedure as required to adjust for crosswinds.

(b) Going over from the radial from the station (QDR) to a magnetic bearing to the next VOR station (QDM)

- Aeroplane attitude No bank

- Autopilot sequence switch AUTO PILOT
- Omni bearing selector Set the desired magnetic
bearing to the station.
- Turn control handle Fly the aeroplane to obtain
centred LOCALIZER OR RANGE
needle. Maintain the needle
centred 1. 5 minutes
- Autopilot sequence switch RANGE

(3) Automatic approach procedure

Power should be switched on (ref. 02, (1) above) at least 15 minutes before using FPC

Note: The FPC computer receives signals from the radio system VHF NAV-1 only.
Fly the aeroplane outbound on the ILS with the autopilot engaged (ref. 03. above).
Descent to initial approach altitude.

PUSH ALTITUDE CONTROL ON engage knob Push

Make procedure turn, and approach the inbound localizer beam beyond the outer marker with the aeroplane
heading within approach. 45o to the beam.

- When t}:.e LOCALIZER OR RANGE needle on left ILS indicator just starts to move from its end stop
position:

Autopilot sequence switch LOCALIZER

- AUTO FLT WARN light on both Press to test and set dimming
ILS indicators as desired
- When the GLIDE PATH needle on
left ILS indicator centres:
Autopilot sequence switch LOCALIZER & GLIDE PATH
- Throttles Adjust carefully to maintain desired
speed for final approach.
- Trim j.ndicator Check to be prepared for an out
of trim condition when disengaging the
autopilot.
- At stipulated minimum altitude disengage the autopilot and resume manual control:
AUTO PILOT REL. button Push
- AUTO PILOT mechanical engage OFF
Iever
- After landing:
Autopi.Iot sequence switch AUTO PILOT
I

n
N (more)
(o
;
N
o
o
dl
o
 tGrtDrt yrrt rtn rtEt tzJTart
AEROPtAilE TTIGHT TUIANUAI. DC.6/6B
COTlPAI{Y EDIIIO}I

OPERATION OF SYSTEMS AND ESLTIPMENT APL 3.6,2,

Sheet 6
Miscellaneous Systems and Equipment - Automatlc pilot (cont'd)

L 5;
d
I

/
q-r' 6r<

(ry
', i

P;
a
z
ty/-
V {
=
U
-
9
/-T-\ Jj\
t-1-l
\t_-/ ^\\

ei
.f
C
\\Z I

S9

i36
ePi ,'(l J

\Z I

oEd I

=-u I

E
-
J;
e\^
Y^l\
o
I
-.^-\\\
N
@
l:
r,)
N
o
o
o
dt
@

i',..,. :.
(more) Effective: oct. 20. 5?
APL/Rev. 135 lssue No..i

AFH/Rev. 613
 OPERATION OF SYSTEMS AND FIQUIPMENT

Miscellaneous Systems and Equipment - Automatic pilot (cont'd)

If desired, the autopilot may be engaged at a later stage ln the procedure above. However, it must be
engaged before resetting the sequence switch for automatic approach. The alti.tude control may be off
if desired.
If clearence for a straight-in landing is rnore suitable, arrange to reach the localizer beam no closer to
the fleld than after a normal procedure turn,

At airports where the ILS glide path J.s unserviceable, semi-autom2ij^ approach can, of course, be inade
whereby the autopilot flies the 1:calizer beam and the Pilot flies the glide path beam manuaily. In this
case the elevator servo has to be switched ofl before descending on the glide path beam and in spite of
manual operation of the eLevator arrd elevator trim, it is stil1 necessary to turn the sequence switch over
from LOCALIZEP' to LOCALIZER & GLiDE SLOPE when on the glide path beam. Otherwise the aileron
deflections wiII be too violent on the Last part of the approach.

07. DISENGAGING THE AUTOPILOT

The autopilot must normally be disengaged before the aeroplane descends below 1000 ft. terrain clearance. How-
ever, in connection with FPC, the autopilot may be used below 1000 ft. in accordance with specia). reguJ.ations for
the use of FPC, but never below 200 ft. terrain clearance.

Before disengaging:
- Trim control wheels Trim the aeroplane manually
If there is not time enough for trimming (as in automatic approach) check the trim indicator to be prepared for
an out of tri.m condition when disengaging.

To disengage:

- Flight controls Hold firmly

- AUTO PILOT REL. button Push
- AUTO PILOT mechanical engage Iever OFF

The autopilot is completely disengaged even if only the AUTO PILOT mechanical engage lever is used

08. AMPLIFIER SENSITIVITY CONTROL - (DC-6 only)

The DC-6 autopi).ot amplifier unit contains an amplifier for the fluxgate compass impulses. This amplifier is pro-
vided with a sensitivity control Located on the amplifier unit front paneI. The sensitivity control compensates for
variations with latitude of the horizontal component of the earth's magnetic fi.eld.
Two types of controls are used - one variable in 5 steps and the other continuously variable.

(1) Control variable in 5 steps

- SENSITMTY CONTROL knob Turn clockwise step by step until

master direction indicator dial (on
the right instrument panel) starts
I
osci.llating.
@ - SENSITMTY CONTROL knob Turn 1 step counter-clockwise
c{

(2) Conlrql cgnliqqeusly variablq

N
- Locking nut Loosen
o
d - SENSITIVITY CONTROL knob Turn clockwise until master direction
o indi.cator dial starts oscillating

(more)
 sGrilDrtuyrut rrR r/fEt t trarl
AEROPIANE TIIGHT TTIANUAT DC.6/6B
COI[PANY TDIIIOII

OPERATION OF SYSTEMS AND EGUIPMENT APL 3.6.2

Sheet z
Miscellaneous Systems and Equi - Automatic pilot (cont'd)

- SENSITIVITY CONTROL knob Turn slow1y counter-clockwise until

oscillati.on stops. From this position
turn further 15o counter-clcckwise.
- Locking nut Fasten

Normal sensitivity setting for the first type is position 3. For the second type of control. the position corresponding
to SENSITIVITY CONTROL knob arrow against the second S j.n SENSITIVITY. These settings may be used without
further adjustments for flights wi.thin Europe.

L 09. MALFUNCTION

(1) Actions when warning lights become illuminated

L If the failure has disturbed the aeroplane normal flight attitude, it is necessary to over-power the autopiLot
manually

(a) FPC warning light - (DC-68 only - except for LN-LML and OY-KMA)
Disengage the autopilot immediately if an AUTO FLT WARN J.ight goes on, If the reason for the
warning indication was incorrect technique in operating the FPC, the FPC may be used engaged again.

Otherwise the autopilot may be used without FPC.

To protect the installation,'if I'PC fai.lure, it is recommended to trip the circuit breaker AUTO FLIGHT
CONTROL and to remove the AC fuses numbers 12 and 13,

(b) Autopilot warning light (B+warning)

Disengage the autopilot immediately if the B+WARNING Iight goes on. The autopilot is unserviceable.

To protect the installation against further damage it is recommendcd to trip the circuit breaker AUTO
PILOT and to remove the AC fuses numbers 19 and 20"

(2) Actions when normal disengaging fails

If normal disengaging of the autopilot fails, the autopilot may be overpowered rnanua).l;r.
As alternates instead of depressing AUTO PILOT REL. buttons electrical disconnection of the autopilot may be
performed by one of the following actions:

- PUSH AUTO PILOT ON knob Pull

L_ - Caging button Push
- All servo switches off
. INVERTERS, 1st. OFFICERIS OF.F
- AUTO PILOT circuit breaker Trip

(3) Trouble shooting and check

(a) Autopilot failure
- Amplifier unit Check mounting, push the unit back
I

r and tighten mounting nuts.

N
- Voltmeters Check that DC and AC Iine voltage
@
m
are normal
;
N
o
o
a
d
o

(more) Effective: Oct.20. 5?

APL/Rev. 136 lssue No. I

AFH/Rev. 614
 OPERATiON OF SYSTEMS AND EQUIPMENT

Mi cellaneous Svstems and Equipment - Automatic pilot onf d)

. INVERTERS, 1st, OFFICER,S Shift to UPPER or LOWER as the case

rnay be and allow 2 minutes for
flight gyro erection.
- AC fuses Nos. L9 and 20 Check
- AUTO PILOT circuit breaker Check
(b) Alti.tude control failure

- PUSH ALTITUDE CONTROL ON engage

knob PULL
Wait some minutes

- PUSH ALTITUDE CONTROL ON engage

knob Depress
If that does not help, disengage the attitude control again and try to engage it when reaching another
altitude.

\g!9: Due to its design, the altitude control cannot be guaranteed to give a more accurate control of the
altitude than + 100 ft. A "porpoising"of this magnitude must therefore be accepted.

-oOo-

I
-o
r
N
@

;
N

o
d
o
 TEMPORARY INSTRUCTION
tVhJ0rtUryt l lrRlttt:J tzrrdrl
ATROPTANE TI.IGHI TTIA}IUAI. DC.6/68
c0ilPAl{Y EDtlt0l{

OPERATIONS OF SYSTEMS AND EQUIPMENT File in front of APL 3. 6. 3.

Sheet I
Miscellaneous Systems and Equipment - Air conditioning system

Oi. CONTROL OF THE CABIN AIR TEMPERATURE

In order to avoid fluctuating cabin air temperature caused by resetting too much at a time on the TEMPERATURE
CONTROL rheostat above cabin door, the setting range of the rheostat will be reduced. APL 1.6.3. and 3.6.3.
are valid for this modified version of the rheostat.
As a temporary measure, until the rheostat has been modified, red tape is applied on the rheostat dial to cover
the outer ends of the dial.

- Operate the rheostat within the range, i. e. between these red marks, only.

The modification includes a standardization of the rheostat dialg, which meana that the DC-6 dials will be similar
to those in DC-68 and DC-7C. Until DC-6 rheostat dialg are standardized, the setting instruction for DC-6 will
be (ref. APL 3.6.3. 01. (2)):

TEMPERATURE CONTROL rheostat Set as desired preferably, 72 degrees. Avoid further

(above cabin door) adjustments, but if necessary, reset 2 degrees after
at least 15 minutes, repeat if required.
The setting instruction for DC-68 wiII be according to the ApL.

CA

E
0)
F
rO
6!
o
o
@
(,
o

Effective: Jul. 5. 57
APL/Rev 26 lssue No. 1
 tutDtt ut trtrurJE txJra l
AEROPtAl{t TI.IGHT TNANUAI. D(.6/68
(ottPA1rv tDtlr0l{

OPERATION OF SYSTEMS AND EQUIPMENT APL 3.6.3.

Sheet 1
N- Miscellaneous Systeme and E - Air conditioning aystem

01, HEATING, COOLING, VENTILATING AND HUMIDIFYING SYSTEM

(1) Limitations

- CABIN HTR temPerature indicator Normal, DC-6: B5o - 135oC (cycling)

Dil-os: lzoo- 14ooc (ty^cling)
lrtaximumlrEdTine;: DC-6: 140uC
ner6s: zoooc

L CABIN HTR FUEL PRESS. indicator On ground with cabln ground blower operating
but without cabin supercharging: 3-7 psi

with cabin superchargers operating: 7-16 psi

flight: 8-26 psi
L COOLING TURBINE switch
In

Must be OFF during take-off or any performance

limited operation
Windshield anti-icing Maximum cabin heater temperature at anti-
icing: 135oC

(2) In flight, automatic operation

- MANUAL TEMPERATURE CONTROL door Cloeed
(above cabin door)

DC.6, -CABIN I{EATER AUTOMATIC CONTROL OFF (guarded position)

eTm,ss swrrcH
TEMPERATURE CONTROL rheoetat Set as desired, preferably NORMAL. Avoid
(above cabin door) further adjustments, but iJ necesaary reset one
divieion after et leagt 15 minuteg, repeat if
required.

CABIN HEATER MASTER switch On

COOLING TURBINE switch NORMAL. If flying unpressurized with one

or no supercharger operating, set OFF.

L Note: Refer to APL 2,5.7. 05. regarding operatlon when degired to obtain maximum cooling on an
eltlemely hot day.
WINDSHIELD HEAT controL Take OAT reading, gelect eccordingly. When
required set ANTI-ICING. If heater operation
is reouired eet:
Dc-6; oo To -2oo (half capacity) or
To -4oo (fuli capacity),
DC-68: oo To -40o,
--2oo
6iGEI-RNII-ICING (DC-6 and Dc-68)
I
Note 1: DC-6Ei, Inordertoobtainmoreheattothewindshield, if engfuae l or4isnotworkingand
WtNOBgmlo ttEAT control ie in poeition ANTI-ICING, pull supercharger clutch lever for the euper-
0/,
(o charger on falling engine to poaition DISENGAGED, ref. APL 1. 6. 3.
6A

; Note:2: To obtain maximum heat to the wfurdghleld, cloee the cold air outlets
c.l
o
o
a
(,
o

(more) Effective: Jul.5. 57

27 lssue No.. I
^PLlP'e:r-,
 OPERATION OF SYSTEMS AND EQUIPMENT

N- Migcellaneous Systems and Equipment - Air conditioning system (cont'd)

COCKPTT TEMPERATURE rheostat Set as desired.

WINDSHIELD EXHAUST
DC-68: If WINDSHIELD HEAT control in ANTI-
ieING set the rheostat to NORMAL
air levers Set as desired, but preferably left lever NORMAL
and right lever UNDER FLOOR (ref. ApL S.Z.Z.
04).

DC-6. Conditioned air damper control in ladies' Set as desired; preferably OPEN or the middle
tor.rnge position when OAT is low. When OAT is high,
set control to CLOSED (to cool the flight com_
partment) and use the adjustable cold air ven-
tilators to cool the ladies'lounge.
HUMIDITY CONTROL switch Set as desired. (The humidity of the atmosphere
(above cabin door) decreaees with increasing flight altitude). Before
descent, set OFF.
DC-6: Humidifyrng to flight compartment,
DC-68: Humidifytng to passenger cabins.

(3) In flight, manual operation

If the system does not operate automatically after completing (2) Bbove, proceed as follows:
- MANUAL TEMPERATURE CONTRbL door Open. Do not close any time during manual
(above cabin door). operation.
- Manual control buttong Deprese proper button 10 seconds, wait
( above cabin door) lb minutes, repeat if required.

(4) On ground, englnes running

Heating and ventilating but not cooling and humidifying is possible on ground,

- DC-6. Engture's 2 and +

Operating with at least 1000 RPM.
DC-6B. Engines 2 and J

- DC-6B. HEATER-AIR SHUT-OFF switch Up

lEE66cabin door). If inetalled.
- HTR FUEL SYSTEM NORMAL
- HTR FUEL & IGNITION SELECTOR, No. 1 FIIEL & (No. 1 IcN. CHECK)
CABIN switch

- HTR IGNITION SELECTOR NORMAL (DUAL IGN. )

- Proceed as per (?l above and, if required, as per (3) above.

ExcePtion: coouiG TURBINE switch and HUMIDITY CONTROL switch; both shall be oFF

I
(5) On ground, engines not rurudng

co
(o Heating and ventllatirrg but not cooliflg and humidifying is possible on ground.
m
,;
AI - Ground power source Connected and operating
o
- PLANE BA?TERY, GROUND POWER GROUND POWER
o SELECTOR Switch
.0
o
. BATT, & GND PWR switch BATT, & GND PwR

(more)
 tanDrt yrrt rret /JEi tztTarl
ATROPTAI{E TTIGHI tTIAilUAI. DC-6/68
c0ilPlltY tDtIt0il

OPERATION OF SYSTEMS AND EQUIPMENT APL 3.6. 3

Sheet z
N- MiscelLaneous Systems and Equipment - Air conditionlng aystem (cont'd)

Following circuit breakers :

INVERTERS, UPPER Set

CABIN HEATERS, POWER Set

rr rt , CONTROL Set

HEATER FIIEL PUMPS, MAIN Set

\ rr rr " , CABIN Set

DC-6. AIIX. VENT BLOWER Set

De-fl cRouND BLowER & HUM. coNTR. set
DG6: cABIN & ArRForL HEAT. set
GROUND RELAY
DC-6. AIRFOIL GROUND BLOWER Set
De:6-s, LDG. cEAR GRoUND coNTRoL RELAy set
DelEE. ArRForL & cABrN rrrn GRD BLowER set
CONT.

FIRE WARN. BELL Set

HEATER FIRE EXT. Set

FIRE DETECTORS, HEAT..COMPT Set

FIRE DETECTORS, HEATERS Set

4OO CYCLE 115 VOLT INVERTER OUTPUT,

UPPER, PH-A (behind left seat) Set

UPPER, PH-C, (behind left seat) Set

- INVERTERS, CAPTAIN'S switch UPPER

- ENGINE INST. switch UPPER

- DC-68. HEATER-AIR SHUT-OFF Up

l66v-cabin door). If installed.

\-- - HTR FUEL SYSTEM ewitch NORMAL

- IITR FIIEL & IGNITION SELECTOR, No. 1 FUEL & (No. 1 IGN. CHECK)
CABIN switch

- HTR TGNTTTON SELECTOR NORMAL (DUAL rcN.)

- Proceed a6 per (2) above and, if required, aE per (3) above.

Exception: COOLING TURBINE ewitch and HUMIDITY CONTROL switch; both shaU be OFF.

I
6t (6)On ground, enginee not running, ground air conditioning unit attached
CO
(o
r, DC-6. The air from the ground unit passes through the eabin heater duct. In order to facilitate the
; air flow to the cabine, open port C on the cabin temperature control mixing valve as described
gr!
o below.
o
@
d
o

(more) Effective: Jul. 5. 57

APL/Rev 28 lssue No 1
 OPERATION OF SYSTEMS AND EQUIPMENT

N- Migeellaneous Systems and E qulpment - Air conditioning syetem (cont'd)

DC-68. ]h1 air from the ground unit goes directly to the main dietribution duct in the floor. If air
is desired also for the Pilot t foot warmera and the cockpit temperature control valve is
in closed position (open to croas-over duct), operate as described below.
- Ground air conditioning unit Attached and operating
- Ground power unit Connected and operating

- PLANE BATTERY, GROUND POWER GROUND POWER

selector switch
- BATT. & GND PWR switch BATT. & cND pWR
- CABIN HEATER MASTER switch OFF
- Following circuit breakers:
\-
CABIN HEATERS,
rr PowER Set
,r , CONTROL Set

- On DC-6 to open port C:

MANUAL TEMPERATURE coNTRcL open. Leave door open until the air conditioning
door (above cabin door) ie finished.
INCREASE (orHor) button Depresa it 2,5 minutes to engure that port c
(above cabin door) is fully opened.

- On DC-68 to open cockpit temperature control valve:

COCKPIT TEMPERATURE rheoetat NORMAL

(7) Malfunctioning

(a) Too heater 6 above 1 4ooc above 150oC

- CABIN HEATER MASTER switch OFF. Wait 1 minute, atlowing heater to cool
-, HTR FUEL & IGNITION SELECTOR No. 2 FUEL & (No. 2 ING. CHECK)
CABIN switch

- CABIN HEATER MASTER switch On

- DC-6. If continued too high temperature when WINDSHIELD HEAT control ig in position -20o
T6-12o0 or ANTr-TCING:

WINDSHIELD HEAT control 0o To -2oo (weather conditions permitting)

If toj high temperature also with system 2 (and, on DC-6, with wINDSHIELD HEAT control
0o
-20o), operate the heater manually by *".rr" of the GABIN HEATER MASTER switch, if heater TO
ation is necessary. oper-

pI (b) Heater fuel indicated but no heater indicated and no warm air felt at alr
6t
d:
(o
CABIN HEATER MASTER ewitch OFF. Wait 1 minute before setting on, allowing
,ii
6l
o heater ventilation.
o
CABIN HEATER OVERHEAT FUSES Check
@
(on heater control panel)
d
o
If the fuse is blown, change to fuel and ignition system 2

(more)
 Mtorttt ll uret tE .iliran
ATROPI.ANT TTIGHT TTIA}IUAI D(.6/68
(oilPAilY tDtlt0lt

OPERATION OF SYSTEMS AND EQUIPMENT APL 3.6.3

Sheet 3
N- Miscellaneous Systems and Equipment - Air conditioning system (cont'd)

Change of fuse in flight is permitted once when operating on fuel and ignition system 1 and once when
operating on system 2. Further change of fuse is permitted only in combination with manual operation
of the heater by means of the CABIN HEATER MASTER switch.

Following circuit breakerg

CABIN HEATERS, POWER Check

'r il , coNTRoL Check

If circuit breaker tripped, change to fuel and ignition system 2 and reset.

CABIN HEATER MASTER switch On

If the heater starts and fuse and circuit breaker are not blown or tripped respectively, the trouble was
probably caused by too rich fuel/air mixture, caused by high flying altitude (above approx. 18000 feet).
Maintaining the altitude will in this case cause heater stopping again. Changing to a lower altitude or,
possibly, to a higher airspeed, may keep the heater operating.
If the heater does not start and fuse and circuit breaker are not blown or tripped respectively proceed
as follows:

- CABIN HEATER MASTER switch OFF. Wait 1 minute.

- HTR FUEL & IGNITION SELECTOR, No. 2 FUEL & (No. 2 IGN CHECK)
CABIN switch

- CABIN HEATER MASTER switeh On

If no result of actions described above or other suitable actions:

- CABIN HEATER MASTER switch OFF'

(c) Neither fuel pressure nor heater temperature indicated

If the heater is operated on CROSS FEED, it wiII be automatically shut off when the fire extinguisher
selector switch for any of the heaters is depressed,
L The heater will not operate after its fire extinguisher gelector switch is depressed.
- CABIN HEATER MASTER switch OFF. Wait 1 mlnute before setting on, allowing
heater ventilation.
(* CABIN HEATER OVERHEAT FUSES Check. Refer to (b) above regarding change of fuse
(on heater control panel)

DC-6. CABIN HEATER FUEL PRESS. Check

fuse
pc-68. FIIEL PRESS, HEATERS, MD< Check
VALVE POSITION INDIC. fuse

Following circuit breakers:

I
00 INVERTERS, UPPER Cheek
CABIN HEATERS, POWER Check Refer to (b) above regarding action il
tripped.
!O
" " , CoNTROL Check
6il HEATER FIIEL PUMPS, MAIN Check
oo II II , CABIN
'' Check
@
DC.6. AIIX. VENT. BLOWER Check
d
a D-c-6,. GRoUND BLowER & HUM. Cheek if on growrd
CONTROL

(more) Effective: Jul. 5. 57

APL/Rev. 29 lssue No.. 1
 OPERATIGI.{ OF STSTEMS AND EQIIIPMENT

N- Miscellaneous Systems and E quipment - Air gonditioning system (cont'd)

DC.6B. LDG GEAR GROUND CONTROL Check if on ground

RELAY
DC-68. AIRFOIL & CABIN HTR GRD Check if on ground
BLOWER CONT,
4OO CYCLE 115 VOLT INVERTER OUTPUT,
UPPER, PH-A (behind left eeat) Check
UPPER, PH-C (behind left aeat) Check
If any fuse is blown or circuit breaker tripped, investigate and decide further action. If fuses
circuit breakerg are not blown or tripped and the inverler output ia satiefactory:
and
I
HTR FUEL & IGNITION SELECTOR, No. 2 FUEL & (No. 2 IGN CHECK)
CABIN switch

CABIN HEATER MASTER switch On

If no result (see Note below):

CABIN HEATER MASTER switch OFF. Wait 1 minute

HEATER FUEL PUMPS, AIRFOIL circuit Check

breaker

- HTR FUEL SYSTEM switch CROSS FEED

If desired to shut-off the cabin heater fuel pump:

HEATER FUEL PUMPS, CABIN OFF

- CABIN HEATER MASTER switch On

- DC-6. If no result:
- CEETN HEATER AUTOMATIC CONTROL On
BI'PASS SWITCH

Note Do not use crogg-feed if lack of fuel presaure is considered to be caused by a broken line.
If no result:
- CABIN HEATER MASTER switch OFF
- HTR FUEL SYSTEM switch NORMAL
WARNING: Do not try to start the inoperative heater again. The malfunction possibly has been
caused by a broken fuel lfure.

02. PRESSURE SYSTEM

(1) Limitations

pI - Supercharger oil presaure indicator Desired: 50 - B0 psi

co
co
Min. : 30 pei (within 30 seconde after starting
(l)
oi engines).
u:, Max. 120 pel
(\I
o Warning light: slightly below 30 psi.
Supercharger oil temperature indicator Desired: 40 - TOoC
a Min. before starting engines: -B2oC.
al
o Max. : 100oC

(more)
 tqilDrtuytttatrungrjsttnEa
ATROPTAI{T FTIGHT ThANUAL D(.6/68
COiIPAilY TDIIIOX

OPERATION OF SYSTEMS AND EQUIPMENT APL 3.6.3

S heet
N- Miscellaneous Systems and Equipment - Alr conditioning syotem (cont A)

Supercharger airflow rate indicators The pointer ehould stabilize in the green arc within
2 minutes after starting engines.

Cabin differentlal pressure indicator Norrnal max, : 4, 16 pei

Max, , relief; 4,67 psi
Max. at landing: 1,8 psi
- DC-68. Supercharger outlet presaure indicator Refer to diagram fig. 6.

On ground with enginea running, windows and doors closed, the cabin standard presaure height should not
be lower then 200 feet below the standard pressure height of the aerodrome. During take-off acceleration
the cabin shouLd descend not more than an additional 200 feet (due to the increaeed RPM and the pressure
build-up under the wing).

In order to eliminate an uncomfortable cabin rate of climb at take-off and rate of deecent at landing due
to these height changes, following actions are involved in the operation instructions:
L) The CABIN PBES. REGULATOR is before take-off eet on a height 400 feet below the departure aerodrome
standard pressure height when using ratio control. Before descent it is set on a height 200 feet below the
destination aerodrome standard pressii-height (both ratio and rate controt)

(2) Before starting engines

Supercharger oil temperature indicator Check. If below -32oC, tryarm up the oi1 cooler
and the lines to the superehargers.

- DC-6ts. Master emergency depressurization Ful1 ctrown.

control lever
- Supercharger clutch levers ENGAGED

- EMERGENCY CABIN ALTITUDE Full clockwise

CONTROL crank

- MANUAL CONTROL door Closed

- DOOR WARNING iights Check (not illuminated)

- Cockpit windows Cloeed

(a) Ratio control
SefioiATa& regarding hot weather operation.

- Cabin altimeter Set 1013,25 mb.

Note the aerodrome standard pz'essure height
as furdicated by the pointers.
CABIN PRES REGULATOR, START MARKER Set index to 4G0 feet below the aerodrome height
knob as read on the cabi:n altimeter.
CABIN PRES. REGULATOR, HANDS knob Set FLiGIIT hand to planned max. flight 1evel. If
this setting gives I CAEIN hand height below des-
I tination aerodrome standard pressure height
<{ (ref. (5)(c) below), set CABII{ hand to destination
60
CO
aerodrome staftdard pressure height minus ZO0
m feet (START MARKER setting permitting); no
.; further eetting by IIANDS knob ie then necessary
c{
o for the flight.
o
a
rd
o

(more) Effective: Jul. 5. 57

APL/Rev. 30 lssue l{o 1
 OPERATION OF SYSTEMS AND EQUIPMENT

N- Miscellaneous Systems and Equipment - Air conditioning system (cont'd)

CABIN PRESSURE CHANGE LIMIT control

UP knob 600 ft/min

DOWN knob 300 ft/min
These eettinga are recommended when operating on ratio control. However, during climb and
deecent the settings will not limit the cabin rate of climb and descent. The cabin rate of climb
and degcent under rafGI6iTro1 is determined by the settings of CABIN PRES. REGULATOR
and the rate of change of the aeroplane altitude.

(b) Rate control

See note below regarding hot weather operation

When the climb or deecent is expected to be done in steps, the rate control method should be pre-
ferred because it is mogt comfortable to the passengers.
Cabin altimeter Set 1013,25 mb

CABIN PRESSURE CIIANGE LIMIT Set both pointers together on desired cabin
control, UP and DOWN knobg rate of climb; calculated on:
a) feet for the cabin to climb and
b) a time in minutes, slightly lese than
estimated time for the aeroplane to
climb to the cruise height.
This setting will limit the cabin rate of climb (when differential pressure is above zero and below
4,16 psi).

The pointers can not be positioned on exactly the same value. For climb set the UP pointer on
selected value and the other pointer as close to the UP pointer as possible. For descent set the
DOWN pointer on selected value etc.

CABIN PRES. REGULATOR, HANDS knob
Set FLIGHT hand to planned max. flight level.
If this setting gives a CABIN hand height below
destination aerodrome standard pressure height
(ref. (5) (c) below), set CABIN hand to destina-
tion aerodrome standard preasure height minus
200 feet; no further setting by HANDS knob is
then neceasary for the flight.

CABIN PRES. REGULATOR, START MARKER Set index to the same height ae indicated by
knob. the CABIN hand.
)
Note: Refer to APL 2.5.7. 05. regarding operation when deeired to obtain maximum coollng on an
extremely hot day.
If the outside air temperature on ground exceeds +30oC, a cruising flight level below 20.000 feet
should, if possible, not be used. Below this leve1 with cabin pressurized the high outside air tem-
perature will reeult irl an extremely high cabin air temperature due to ineufficient capacity of the
cooling turbine.

(3) After Btarting engineg

I
..o
+ Supercharger oil pressure lndicator Check
(a
@
T. Supercharger airflow rate indicator Check
rJ:
N
o Supercharger oil temperature indicator Check

o Cabin altimeter Check

d
o

(more)
 n/Uor/ArYrr/J rtRIrlE tZttEA
ATROPTAI{E TTIGHT MAilUAI. D(.6/68
COIilPA]IY EDlIIOlI

OPERATION OF SYSTEMS AND EQUIPMENT APL 3. 6.3

S heet 5

N- Miscellaneous Systems and Equipment - Air conditioning system (corit A)

(4) Climb and cruise

When cabin is pressurized, do not reset CABIN PRES. REGULATOR during aeroplane or cabin climb
and degeent.

- Cabin altimeter Check

- CABIN DIFFERENTIAL PRESSURE indicator Check

If the aeroplane climbs above the flight level lndicated by the FLIGHT hand of the CABIN PRES. REGU-
LATOR, the max. differential preesure will be reached and the rate of climb for the cabin will be the
aame as for the aeroplane. The result will be the same if the cllmb to the cruige flight leve1 is per-
formed too fast, provided the max. differential preesure will be reached during the climb.

- Cabin rate-of-climb indicator Check

\- - Supercharger air{Iow rate indicatore Check

- Supercharger oil pressure indicator Check

- Supercharger oil temperature indicator Check

- CABIN PRESSURE CHANGE LIMIT control, UP Ae soon ae preeet cabin height is reached
and DOWN knobs by the rate control method, set 600 ft/min.
up and3E6-ft/min. down.

(5) Descent

When cabin is pressurized, do not reset CABIN PRES. REGULATOR during aeroplane or cabin climb
and descent.

(a) Ratio control

Cabin altimeter, IAL chart Before descent calculate destination aero-

drome standard preasure height, ref. (c)
below. Then reset altimeter to 1013,25 mb.

CABIN PRES. REGULATON, START Before descent eet index to 200 feet below
MARKER knob destination aerodrome etandard pressure height.

Cabin altimeter Check (function)

CABIN DIFFERENTIAL PRESSURE Check (function)

lndicator
Cabin rate- of -climb indicator Check (function)

During cli.mb and descent the CABIN PRESSURE CHANGE LIMIT control !,ri11 not limit the cabin rete
of climb and degcent when operating on ratio control, The cabin rate of c1TfrE-iild descent under ratio
control ig determlned by the settingi ot-eEBrN PRES. REGULATOR and the rate of change of the-
aeroplane altitude.

(b) Rate eontrol

I
t, Cabin eLtimeter, lAL chart Before descent calculate destination aerodrome
RA
standard preasure height, ref. (c) below. Then
m reget altimeter to 1013,25 mb.

6{
o
@
d
@

(more) Effective: Jul. 5. 57

,4.PL/Rev 31 lssue No 1
 OPERATION OF SYSTEMS AND EQUIPMENT

N- MiscellBneoue Systems and Equipment - Air conditionlng syatem(eont'd)

- CABIN PRESSURE CHANGE
control, Up and DOWN knobe
LIMIT Before descent set both Pointers together on
deeired cabin rate of deecenti cslculated on:
a) feet for the cabln to descend and
b) a time in minutes, slightly lese than
estimated time for the aeroplane to deecend
to the destination aerodrome etandard pres-
eure helght.

This setting will ltmit the cebin rate of degcent (when differential pressure is above zero and below
4,16 psi).

If the descent to the destlnatton aerodrome is performed faeter than calculated, resulting in equalizing
t
of the cabin and aeroplane pressure height during the descent, the rate of deecent for the cabin will be
the same as for the aeroPlane.

- CABIN PRES. REGULATOR, IIANDS knob Before deecent set CABIN hand to e height of
200 feet below deetination aerodrome standard
preasure height

(The CABIN hand pushes the START MARKER around ahead of it, when it is moved to a lower height
setting then indicated by the START MARKER).

CABIN PRES. REGULATOR, START MARKER Before deecent set START MARKER on the game
height as indicated by CABIN hand.

Cabln altimeter Check (function)

CABIN DIFFERENTTAL PRESSURE iNdiCAtOT Check (function)

Cabln rate-of -c1imb indlcator Check (function)

CABIN PR,ESSURE CIIANGE LIMIT As aoon aa the preeet cabin height ig reached,
control, UP and DOWN knobe set 600 ft/min. up and 300 ft/min. down.

(c) Deetination aerodrome standard

preSaure is determined ae followg:

Note (obtain) actual QNH for the destinatlon aerodrome.

Cabin altimeter Set actual QNH on altimeter presaure scale to

obtein the difference between the aerodrome
actual standard pressure height and the aero-
drome official elevetion.

If QNH is lower than 1013, 25 mb the triangular

setting marker will move to the right from zero.
Note the height indlcation of the marker. This
ie the difference height wanted,

U QNH is higher than 1013,25 mb, the marker

will move to the left from zero. Note the height
(that will be 100 feet if the outer marker hag
moved from zero to figure 9i 200 feet if on
pI figure 8 etc). Thia is the difference height
rO wanted.
(a
(l,
ql IAL chart Note the official aerodrome elevation in feet"
!O
N
o
o
o
c (more)
o
 tAnzt/JrYrUlrrAlrlt:JtlrfBn
AEROPI.A}IE II.IGHT TUIA}IUAI. DC.6/68
(oilPlilY tDm0il

OPERATION OF SYSTEMS AND EQUIPMENT APL 3.6. 3.

Sheet 6
N- Miscellaneous Systems and E quipment - Air conditloning system ( cont'd)

Destination aerdrome standard presoure height te, when

QNH is lowerthan 1013,25 mb:

the officiel aerodrome elevetion plug the difference height;

QNH is high:r than 1013, 25 mb:

the official aerodrome elevation minus the difference helght

f (6) Before landing

CABIN DIFFERENTIAL PRESSI]RE Check

indicetor
COOLING TURBINE Ewltch OFF

(7) After J.anding

CABIN DIFFERENTIAL PRESSURE Check

indicator
UNSAFE TO OPEN warning lighte (at If the lighte are on, use the manual
cockpit and cabin doors) controle to increase the cabin altltude
and egsure thet the cabin and outside alr
pressuren are equalized.
Cockpit window, right side Open carefully

(8) Manua1 operation

Manual operation ehould be uged only when abeolutely neceasary,

(a) ELectricel manuel operatign

MANUAL CONTROL door Open

CABIN ALTITIIDE gwltch INCREASE ALT. or DECREASE ALT. to

obtain desired rete of climb or rete of
deacent or deglred cabin altitude.
Hold the sffitch in desired posttion a moment only (5 aecondg max. )r then walt for indicetion
on the cabln rate-of-cllmb indicator end the cabin altimeter. Repeat eE necesaary after ob-
gerved lndicetlons.

- Cabln differentlel pressure indlcetor Check

(b) Mechantcel manual operation

ffiobtainedasper(a)ebove,usetheEMERGENcYCABINALTITIIDE
CONTROL crank instead of the CABIN ALTITT DE gwitch.
I
+a
(l'
6r)
(o
fi'
ro
6l
o
o
o
(,
o

Effective: Jul. s.5?

APL/nev. 32 lssue N0..1
 OPERATION OF SYSTEMS AND EQUIPMENT

N- Miscellaneous Systems and ent - Air conditioning system ( cont'd)

RATIO CONTROL
CONDITIONS:
- FLIGHT ON MAX. 20. OOO FEET STANDARD PRESSURE HEIGHT.
. AERODROME OF DEPARTURE AT SEA LEVEL.
. AERODROME OF DESTINATION AT 2OOO FEET STANDARD PRESSURE HEIGHT (AS CALCULATED
BELOW).

SETTINGS:
ON GROUND:
-
-
CABIN ALTIMETER
START MARKER
SET 1013,25 MB. NOTE HEIGHT.
a
SET 4OO FEET BELOW HEIGHT INDICATED
. HANDS SET FLIGHT IIAND ON 20. OOO FEET.
. UP AND DOWN KNOBS SET 600 UP AND 3OO DOWN.
IN CRUISE BEFORE DESCENT (A):
. CABIN ALTIMETER AND IAL CIIART CALCULATE DESTINAUON AERODROME
STANDARD PRESSURE HEIGHT. RESET TO
1013,25.
- START MARKER SET 2OO FEET BELOW DESTINATION AERO-
DROME STANDARD PRESSURE HEIGHT.

2r

F FLIGHT LEVEL
trJ
LL!
Lr- 20
O
O
O
z.
I A

F 15
I \ MAXI M UM
t
(D DIFFERENTIAL.
il:E PRESS URE
4,16 PSt
lrJ
E,
=
cj) 10
/ \
CJ) I
trJ CABIN HEIGHT
E,
L
o
E.
\
o
z. 5
F
a

I
\ DESTI NATI ON
..o AERODROM E
(o 0
m
(o
tlo 0 25 50 75 100 125 150
(\:
o
TAKE-O FF
LANDING
o FLIGHT TIME IN MINUTES
ql
o
Fig. 1 Typical caee, ratio contror
 tAiJzr/UrYrll rrmrlE tAtI8t
ATROPI.A}IE TI.IGHT ThAilUAI. DC.6/68
(oilPA]|Y tDtlt0lt

OPERATION OF SYSTEMS AND EQUIPMENT APL 3.6.3

S heet 7

N- MisceLlaneous Syetems and Equipment - Air conditioning system (cont'd)

RATE CONTROL

CONDITIONS:
SAME AS IN FIG. 1 ESTIMATED TIME FOR CLIMB 30 MINUTES, SAME FOR DESCENT

SETTINGS:
ON GROUND:
. CABIN ALTIMETER SET 1013,25 mb.
- UP AND DOWN KNOBS SET POINTERS TOGETHER ON 320 UP
t$$ = szol
. HANDS SET FLIGHT HAND ON 20. OOO FEET.
- START MARKER SET SAME HEIGHT AS INDICATED BY CABIN
HAND (8000 FEET).

AS SOON AS PRESET CABIN HEIGHT IS REACHED (A):

. UP AND DOWN KNOBS SET 600 UP AND 3OO DOWN

IN CRUISE BEFORE DESCENT (B):

- CABIN ALTIMETER, IAL CI{ART CALC ULATE DESTINATION AERODROME
STANDAITD PRESSURE HEIGHT. RESET TO
1013,25.
- UP AND DOWN KNOBS SET POINTERS TOGETHER ON 240 DOWN
6 000
tL=rai\
\ 25

- HANDS SET 2OO FEET BELOW DESTINATION AERO-

DROME STANDARD PRESSURE IIEIGHT.
- START MARKER SET SAME HEIGHT AS INDICATED BY CABIN
HAND.

AS SOON AS PRESET CABIN HE]GHT IS REACHED (C):

. UP AND DOWN KNOBS SET 600 UP AI{D 3OO DOWN

25

F FLIGH T LEVEL
TU
Lu 20
u- B
o
o
z.
I \
L F
E
15
I MAXIMUM
DI FFERENTIAL
(5 PRESS U R E
UJ 4,16 PSt
E
EJ

L d
U)
U)
10
-l
CABIN HEIGHT
t!
E
L A 1a

r
o

s
E,
5
o
z,
F OESTINATI ON
U) AERODROME

0
F
I
0 25 50 75 100 125 150
6A
(0
(a

t)
TAKE-OFF LAND IN G
c{
o FLIGHT TIME IN MINUTES
o
o
d Fig. 2. TYPicaI caBe' rate control
o

(more) Effective: JuI. 5. 57

APL/Rev. 33 lssue No. 1
 OPERATION OF SYSTEMS AND EQUIPMENT

N- Miscellaneous Systems and Eggipmen! - 49j9!4{&n1tg Jyq!94 (991{!)

CONDITIONS:
- FLIGHT PLANNED ON MAX. 20. OOO FEET STANDARD PRESSURE HEIGHT.
- DURING CLIMB, FLIGHT PLAN CHANGED TO MAX. HEIGHT 15. OOO FEET
SETTINGS:
AFTER LEVELLING OUT ON 15.OOO FEET, DECREASE CABIN HEIGHT TO OBTAIN BEST COMFORT
TO THE PASSENGERS (A);
- UP AND DOWN KNOBS SET POINTERS TOGETHER ON A LOW RATE
OF DESCENT, E. G. 1OO FT/MIN.
HANDS SET FLIGHT HAND ON 15. OOO FEET.
START MARKER SET SAME HEIGHT AS INDICATED BY CABIN
HAND (4.500 FEET).

CABIN DESCENDS.

AS SOON AS PRESET CABrN HEIGH'I IS REACHED (B):

. UP AND DOWN KNOBS SET 600 UP AND 3OO DOWN

25

t-
Lr
tr,
tJ- PLANNED GHT LEVEL
20
c)
o
c)

=
F FLIGHT L EVE L
J- 15
(D
il
=
IrJ
E,
= MAXIMUM
cJ')
10 DIFFERENTIAL
ar-)
lIJ
E,
o- I PRESSURE
4,16 PSt
a
E
o
z. 5 -CABIN HEIGHT-
I

F
(./) B
/

I
.o 0
F.
6a
0 25 50 75 100 125 150
(O

;;
N
o TAKE- O FF

o FLIGHT TIME IN MINUTES .

d
o

Fig, 3. Staying on a lower flight level than planned, general method

l

(more) I
 frfiJDrt yrr/Jrtn rtEtttt EO,

ATROPTANT TUGHT MAilUAI. DC.6/68

coilPAllY :Dr?r0lt

OPERATION OF SYSTEMS AND EQUIPMENT APL 3. 6. 3.

S heet I
N- Miscellaneous Systems and Equipment - Air conditioning eYstem (cont'd)

CONDITIONS:
. FLIGHT PLANNED ON MAX. 15. OOO FEET STANDARD PRESSURE HEIGHT.
. AFTER TAKE-OFF, FLIGHT PLAN CHANGED TO MAX. HEIGHT 20. OOO FEET
SETTINGS:
AFTER LEVELLING OUT ON 15.000 FEET (A), INCREASE CABIN HEIGHT (B):
- UP AND DOWN KNOBS SET POINTERS TOGETHER ON A COMFOR-
TABLE RATE OF CLIMB, E. c. 250 FT/MIN.
- HANDS SET FLIG}IT HAND ON 20. OOO FEET.
. START MARKER SET SAME HEIGHT AS INDICATED BY CABIN
HAND (8000 FEET).
AS SOON AS PRESET CABIN HEIGHT IS REACHED (C):
- UP AND DOWN KNOBS SET 600 UP AND 3OO DOWN

CLIMB TO 20. OOO FEET (D). (THE CLIMB MAY BE BEGUN EARLIER, BUT IN THAT CASE THE CABIN
RATE OF CLIMB WILL BE THE SAME AS THE AEROPLANE RATE OF CLIMB, IF MAX. DIFF. PRESSURE

L 4, 16 PSI IS REACHED DURING CLIMB).

25

F
IrJ
lrJ FLIGHT LEVEL
lJ- 20
O
o
O

= MAXIMUM
PLANN FLIGHT EL
F 15 DIFFERENTIAL
J-
(.D D PRESSURE
ilJ- 4,16 PSt
lrJ
E, MAXIMUM
at) 10 DIFFERENTIA
c.r) PRESSURE
ul CABI N H EIGHT
E, 4,16 PSt
CL
C
o
E, 250
o
z.
5 MI
J
F B
C,)

0
I
aH
@
6/,
(o
0 25 50 75 100 125 150

.; TAKE-OFF
6!
o
o FLIGHT TIME IN MINUTES
o
o,
o
Fie. 4. Climb to a hiqher fliEht Ievel than plarured, general method

(more) Effective: Jul. 5. 57

APL/Rev. 34 lssue I{0. 1
 OPERATION OF SYSTEMS AND EQUIPMENT

N- Misce]laneoue Systems and Equipment - Air conditioninE s (cont'd)

CONDITIONS:
- FLIGHT ON 20. OOO FEET.
- FLIGHT PLAN CIIANGED TO MAX. HEIGHT 15. OOO FEET.
SETTINGS:
DECREASE CABIN HEIGHT TO OBTAIN BEST COMFORT TO THE PASSENGERS (A):
- UP AND DOWN KNOBS SET POINTERS TOGETHER ON A COMFOR-
TABLE RATE OF DESCENT, E.G. 100 FT/MIN.
- HANDS SET FLIGHT }IAND ON 15. OOO FEET
IF THE SETTING SHOULD RESULT IN A CABIN }IAND INDICATION BELOW DESTINATION AERODROME
STANDARD PRESSURE HEIGHT, SET CABIN HAND 2OO FEET BELOW DESTINATION AERODROME
STANDARD PRESSURF HEIGHT.
- START MARKER SET SAME HEIGHT AS INDICATED BY CABIN
HAND.
DESCEND TO 15.OOO FEET

AS SOON AS PRESET CABIN HEIGHT IS REACHED (B)

. UP AND DOWN KNOBS SET 600 I'P AND 3OO DOWN

25

F
t,-J FLI HT LEVEL
IrJ
tJ_ 20
O
O
O
z.
F l5 MAXIMUM
J-
(9 DIFFFERENTIAL
trJ PRESSU RE
J-- 4,i 6 PSt
trJ
E MAXIMUM
ct) 10
c/)
r! IN HEIGHT
E R
E CAE 4,16 PSt
o-
o
E
A
/,1/
o
z. 5
F
\--_l
Cr') B

pI
0
co
6e
@
0 25 50 75 100 125 1s0
(rt
;i
N
TAKE- O FF
o
o
FLIGHT TIME IN MINUTES
6l
o
Fig 5. Descent to a lower flight 1evel, general method

(more)
 tGJfzr/A,yrr/J rlRlrtd tAt iAil
AEROPIA]{T TTIGHT TUIAI{UAI. DC.6I6B
(OTIIPANY TDITIOlI

OPERATION OF SYSTEMS AND EQUIPMENT APL 3.6.3

Sheet I
N- Miscellaneous Svstems and E quipment - Air conditioning system (cont'd)

(9) Malfunctioning

General rules for flight with inoperative cabin aupercharger are laid down in APL 2.5.7. In case the cabin
pressure automatic system is inoperative, when disengaging a supercharger, u8e the manual controls in
order to prevent excessive cabin rate of climb.
Note: Cabin supercharger must not be re-engaged while the engine is running.

(a) Supercharger oil pressure or temperature not within the limitg

( Supercharger clutch control lever Disengage (proper lever rapidly fuil up)

AC voltmeter Check

ENG. 1. FIIEL FLOW, FUEL PRESS., Check

SUPERCHGR. OIL PRESS., OIL QUANT.,
OIL PRESS., TORQUEMETER, WATER
\- PRESS. fuse

- ENG. 4, Check

DC-6. CARB. AIR & OIL TEMP. circuit Check

brE&er
DC-68. CARB, AIR & ENG. OIL TEMP., Check
SuFeEGn. OIL circuit breaker

SUPERCHARGER OIL PRESS. Check

circuit breaker
(b) Slow drop in supercharger oll pressure to near minimum and increage in oil temperature
- COOLING TURBINE switch OFF

If the oil presgure doee not rise:

- Supercharger clutch control lever Disengage (proper lever rapidly fu1l up)

- COOLING TURBINE gwitch NORMAL if one aupercharger operateE.

(c) Airflow fluctuation within green bend

- COOLING TURBINE slritch OFF

If no relief and low oil preesure and/or high ot1 temperature:

- Supercharger clutch controllever Disengage (proper lever rapidly full up).

- COOLING TURBINE gwitch NORMAL if one eupercharger operates.

(d)Airflow fluctuatlon outslde green band

- COOLING TURBINE ewitch OFF

t
OJ
If no relief and WINDSHIELD HEAT control. in position OFF-ABOVE 10o:
CY)
(o
- WINDSHIELD IIEAT control 10o TO 0o (DEFOGGING) for 15 geconds,
rO then return.
crl
o
o
o
d
o

(more) Effective: Jul. 5. 57

APL/Rev. 35 lssue l{o 1
 OPERATION OF. SYSTEMS AND EQIIIPMENT

N- Miscellaneoug snd - Air conditioning aystem ( cont'd)

If WINDSHIELD HEAT control already ia any position other than

oFF-ABovE 10ol
- Increage RpM momentarily

If no relief:
- Supercharger clutch control lever Dieengage (proper lever rapid"Iy full up)
- COOLING TURBINE switch NORMAL if one eupercharger operatea.
Airflow drops to zero
- COOLING TURBINE switch
OFF
If no relief:
- Supercharger clutch control lever Disengage (proper lever rapidly full up)
- COOLING TURBINE ewitch
NORMAL if one supercharger operates.
(f) Airflow rigeg above band or, in too outlet
presaure
engine RPM: in

- COOLING TURBINE gwitch

Or'F
If no relief:
- Supercharger cLutch control lever
Disengage (proper lever rapidly fult up)
- COOLING TURBINE switch
NORMAL lf one supercharger operates.
(g) Cabin preaaure fluctuations
Ifl-affis:
- MANUAL CONTROL door Open tn level ftight.
Before a change of aeroplane altitude or cabin al*tude,
close the door.
use the rate control method for climb and degcent, tt the
fluctuations occur in climb or descent,
If no relief with rate control, use manual control.

pI
o)
(')
ro
T
rlf
c\I
o
o

(more)
 tanDrlr yrU/J rtRlrtet t frAfi
ATROPIAilT TUGHT ITTA}IUAT DC.6/6B
cofilPAltY EDtll0t{

OPERATION OF' SYSTEMS AND EQIIIPMENT APL 3.6.3

Sheet 10
N- Migcellaneous Systems and Equipment - Air conditioning eyatem (cont'd)

DC-6B
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-oOo- Effective: Jul. 5. 57

APL/Rev. 36 lssue No.. 1
\.

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 ATROPLAilE TLIGHT TTIANUAI. D(-6l68
' i::,.).n.rf . :liial*&
rr '
t

OPERATION Or. SYSTEMS AND EQUIPMENT APL 3.6.4

S heet 1
Miscellaneous Systems and Equipment - Oxygen syster!

01. DEMAND SYSTEM

(1) Before first take-off

(a) Check oxygen pressure, minimum 1500 psi, maximum 1800 psi.
(b) Oxygen shut-off val'ue open.
(c) The low preseure indicator should read minimum 50 psi when the system is under pressure

(2) Oxyge!: flovrllqdicqt ion

Take a few deep ]:reaths in the smoke mask and check that the blinker shr:ts for every inhalation. Should
the blinker not function properly use the emergency valve. When tl:e emergency valve is used a very
heavy oxygen consumotion will result.

(3) Smoke masks

(a) Check that the mask is connected to demand regulator.

(b)Check that the microphone is connected (if proviaea).
(c) Press the mask against the face and adjust the straps around the neck

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Fig. 1 Putting on smoke maqk (p{e!lyje-L

(rnore) Elfective: May 15.5?

lssue No L
 OPEBATION OF SYSTEMS AND EQUIPMENT

Miscellaneous Systems and Equipment - Oxygen system (cont'd)

02. CONSTANT FLOW SYSTEM

(1) Before first take-off (DC-68 only)
(a)Check oxygen pressure in both cylinders, minimum 1500 psi, maximum 1800 psi
(b) Oxygen shut-off valve in the left locker open.
(c) The flow indicator should read 30,000 feet when the system is under pressure.

(2) Use of disposable type oxygen masks \

(a) The disposable mask is intended to be used once and then discarded.
(b)Attactr an oxygen tube to the short connecting tube on the mask and insert the plug-in coupling into an
outlet and rotate the coupling 90o. Oxygen flow starts as soon as the coupling is inserted and stops
when it is removed.
(c) Place the open end of the mask over the nose, mouth and chin with the metal strip over the nose.
(d)SIip the elastic cord over the head so that the cord rests well above the ears.
(e) Mould the metal strip to fit contour of nose and face.

03. USE OF PORTABLE OXYGEN BOTTLES

(1) Check the pressure maxirnum 1800 psi.

(2) Open the shut-off valve.
(3)Check that the smoke mask is properly attached to the demand regulator outlet.
(4)If a disposable oxygen mask is to be used, connect it to the constant flow outlet of the regulator

(more)

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 fiCiiYeA,YSW,*fl AiR&&JES.rAgf6/U

ATROPTANE TilGHT IUIANUAT DC.6/68

(OMPAilY EDIIION

OPERATION OF SYSTEMS AND EQUIPMENT APL 3.6.4

S heet 2
Miscellaneous Systems and ment - Oxvgen svst em( cont'd)

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Fig. 2 Portable oxygen bottle

-oOo- Effective: May 1 5. 57

lssue N0..1
)
 tanDrt yrut rrRt tct tuJrat
AEROPTANE TTIGHT TUIA}IUAL D(.6/68
(OtUIPANY TDIIIOT{

OPERATION OF SYSTEMS AND EQUIPMENT APL 3.6.5

S heet 1
Miscellaneous Systems and Equipment - Anti.-icing and de-icing systems

01. LIMITATIONS
(1) Carburettor anti-icing and de-icing systems
- Carburettor hot air preheat system Refer to APL 3. 3. 2.
- Total alcohol supply, continuous operation, 4 engines
(no alcohol used for windshield) Approximately 16 minutes

(2) Windshield anti-icing and de-icing systems

L - Windshield anti-icing system (hot air) Refer to APL 3. 6. 3.
- Windshield alcohol supply during cruise At least half the tank quantity (B gais) should
be left for the carburettor de-icing

(3)Ai4loll anti-icing qnd de-ic14g system

- Heater fuel pressure, ground operation 3-7 Pti
- Ileater fuel pressure, in flight Varies with airspeed. At IAS 200 knots: 20-26
psi
- Minimum heater temperature Varies with airspeed, altitude and OAT. Refer
to Figs. 1 and 2
- Maximum heater temperature, wing and tail 21 50C
- Do not operate the heaters, except for ehort test
periods (maximum 15 minutes provided temperature
does not rise above maximum) if OAT exceeds: 100c

(4) !rqpet1er de-icing sX!!e!n

Ground operation of the systim should be avoided when engines are not running,

- Ground operating time, engines not running:

DC-6: Propeller de-icer circuit breakers in OFF MASTER SWITCH maximum 10 seconds per
position. PROP DE-ICER selector in positions MANUAL 'ronrr position and 1 cycle only
1, 2, 3 and 4 alternqtely.
DC-68: TIMER MANUAL guarded switches in Selector switch maximum 10 seconds per "on"
fiu[ENf;el position. position and 1 cycle only
- Ground operating time, engines not running:
D9-6: MASTER SWITCH in AUTO position MASTER SWITCH on maximum 4 minutes
k:a 2 ll2 cycles)
DC-68: TIMER-MANUAL guarded switches in PROP. DE-ICER master switch on maximum
TIMER position 4 minutes (= 3 cycles)
- Cooling time after heating on ground, engines not Minimum 30 minuteg
running
- Operating time on ground with engines rurming above
generator cut-in speed, or in flight:
DC-6: Propeller de-icer circuit breakers i" EE Cycles with MASTER SWITCH maximum 1
position. PROP. DE-ICER selector in positions minute in MANUAL per "on" position
1, 2, 3, and 4 alternately.
DC-68: TIMER-MANUAL switches in position Cycles with selector switch maximum 1
IlTNtIal minute per "on" position
I
- Amperage each propeller (4 blades) Minimum 140 amperes
Maximum 220 amperes
n - Partial TIMER and MANUAL de-icer operation is not recommended.
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(more) Effective: May 15.57

lssue No 1
 OPERATION OF SYSTEMS AND EQUIPMENT

Miscellaneous Systems and Equipment - Anti-icing and de-icing eystems (cont,d)

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 fictilort yrtJ )rnlttet tutlarl
AEROPTANE TIIGHT T$IANUAI. DC.6/6B
c0rrrPAIY tDlTl0il

OPERATION Or' SYSTEMS AND EQUIPMENT APt 3.6.5.

Sheet z
Miscellaneous System sandE qulDm ent - Anti-icinq and de-icing systems (eont'd)

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Fie. 2 Minimum indicated tail he a ter temperature, approximate ehart

(more) Effective: May 1 5. 57

lssue No.. 1
 OPERATION OF SYSTEMS AND EQUIPMENT

Miscellaneous Systems and Equipment - Anti-icing and de-icing systems (cont'd)

(5) Accessory anti-icing system

- Ground operation time with STATIC VENT. PITOT
& SCOOP HEATERS s,#itch i.n position LIMITED
GRD. OPER.
- Amperage, normal
Maximum 1 minute except in connection with
taxiing, take-off and landing
As placarded at PITOT & SCOOP HEATER
AMMETER SELECTOR switch (ref. APL
1.6.5. )

02. CARBURETTOR ANTI-ICING AND DE-ICING SYSTEMS

For operational instruction see APL 3.3,2.

To operate the anti-icing and de-icing systems preheat doors:

- CARBURETTOR AIR control levers Set desired positi.ons

To operate the de-ieing system alcohol injection:

- CARBURETTOR DE-ICER switches Hold all switches down simultaneouely or

operate the switches individually
- ANTI-ICING FLUID quantity indicator Check

03. WINDSHIELD ANTI-ICING AND DE-ICING SYSTEMS

For windshield hot air anti-icing system opemtional instruction, see APL 3.6.3. The windshield alcohol de-icing
system should be used only when absolutely necessary, i. e. in take-off and landing when the hot air system is
not capable of keeping the windshield free from ice.

To operate the windshield alcohol de-icing system:

- WINDSHIELD ALCOHOL DE-ICER switeh ON and OFF as desired

- WINDSHIELD ALCOHOL DE-ICER knob outboard of the right Turn to get desired rate of fluid flow
pilot seat
- ANTI-ICING FLUID quantity indicator Check

04. AIRFOIL ANTI,-ICING AND DE-ICING SYSTEMS

(1) Preflight check, engines running
On ground the system should be used only in connection with operation tests

- Engines No. 2 and 4 Running above generator cut-in speed

- HEATER AIR SHUT-OFF switch (If installed: On the Up
temperature control panel above the cabin door,)
- HTR. FUEL SYSTEM switch NORMAL
- HTR. FUEL & IGNITION SELECTOR:
TAIL, L. WING and R. WING switches No. 1 FUEL & (No. 1 IGN CHECK)
- HTR, IGNITION SELECTOR:
p
I
TAIL, L. WING and R. WING switches NORMAL (DUAL IGN)
C\l
In
- AIRFOIL DE-ICER switch Up
(o - FUEL PRESSURE INDICATOB,S:
? L. WING HTR., R. WING HTR. and TAIL HTR. Check fuel pressure
6
N pointers
o oC Heater temperature indicators:
-
o L. WING HTR., R. WING HTR. and TAIL HTR. Check for temperature rise
(,
o
pointers
- AIRFOIL DE-ICER switch OFF

(more)
 M/JDrtJUyrllrrn OJE t7t i&rl
AEROPTANE TIIGHI ThANUAI. DC.6/6B
coilPll{Y rDtlt0il

OPERATION OF SYSTEMS AND EQUIPMENT APL 3.6.5.

S heet 3
Miscellaneous Svstems and Equipment - Anti-icing and de-icing systema (cont'd)

(2) In flight
The system may be connected during taxiing prior to take-off.

During all flight in icing conditions, the wings shaIl be frequently inepected for any ice accumulation. If
the aeroplane begins to lose performance, i. e. speed decreageg, engine power should be increaeed to
maintain cruise speed. An appreciable loss of speed is undesirable as it results in an increased angle of
attack which exposes a greater portion of the wing undereide to ice accumulation.

- HEATER AIR SHUT-OFF switch (If installedl on the Up

e -
-
temperature control panel above the cabin door.
HTR. FUEL SYSTEM switch
HTR. FUEL & IGNITION SELECTOR:
)
NORMAL

TAIL, L. WING and R. WING switches No, 1 FUEL & (No. 1 IGN CHECK)
- HTR. IGNITION SELECTOR:
TAIL, L. WING and R. WING switches NORMAL (DUAL IGN)
- AIRFOIL DE-ICER switch Up
- FUEL PRESSURE indicators:
L. WING HTR., R. WINC HTR. and TAIL HTR. Check fuel pressure
pointers
- oC Heater temperature indicators:
L. WING HTR., R. WING HTH,. and TAIL HTR. Check for temperature rise
pointers
- To turn off the system:
AIRFOIL DE-ICER switch OFF

(3) Malfunctioning

(a) Too high heater temperature

- AIRFOIL DE-ICER switch OFF
- Wait 1 minute to allow for cooling of heater
- HTR. FUEL & IGNITION SELECTOR:
Actua1 switch in question No. 2 FUEL & (No. 2 IcN CHECK)
- AIRFOIL DE-ICER switch Up

If too high temperature also with system 2, operate the heater manually by means of the AIRFOIL DE-
L ICER switch. Turn the switchON and OFF to avoid an air temperature above +21SoC.
(b) Heater fuel pressure indicated but no or too low heater temperature indication
- AIRFOIL DE-ICER switch OFF.
l"Li - Wait 1 minute before resetting to allow for ventilation
of heater

If there is temperature indication for at least one of the heaters:

- AIRFOIL DE-ICER switch Up

If normal temperature indications, the trouble was probably caused by too rich fuel/air mixture-
resulted by very high altitude flight. Maintaining the altitude in such caEes may cause the heaters to
stop again.

If still no or too low heater temperature indieation

- AIRFOIL DE-ICER switch OFF
- Wait I minute
I - HTR. FUEL & IGNITION SELECTOR:
s)
Actual switch in question No. 2 FUEL & (No. 2 IGN CHECK)
6
(o - AIRFOIL DE-ICER switch Up
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(more) Effective: May 15. 57

lssue No.. 1
 OPERATION OF SYSTEMS AND EQUIPMENT

Miscellaneous Systems and Equipment - Anti-icinE and de-icing systema (cont'd)

(c) Heater temperature normaL, but no or too low fuel pressure indication
- AIRFOIL DE-ICER switch OFF
- Wait 1 minute
- HTR. FUEL & IGNITION SEI-ECTOR:
Actual switch in question No. 2 FUEL & (No. 2 IGN CHECK)
- AIRFOIL DE-ICER switch Up

If norrnal pressure is not obtained but normal temperature is indicated, the failure probably is in the
fuel pressure indicating system. In that case:
- AIRFOIL DE-ICEII, switch OFF
- Wait 1 minute
- HTR. FUEL & IGNITION SELECTOR:
Actual switch in question No. 1 FUEL & (No. 1 IGN CHECK)
- AIRFOIL DE-ICEH, switch Up

(d)Neither fuel pressure nor heater temperature indicated

The heaters will not operate with HTR. FUEL SYSTEM switch in NORMAL position when fuel quantity
in No. 3 main tank is too low.
If the airfoil heaters are operated on CROSS-FEED, they wiII automatically be shut off when the fire
extinguisher selector switeh for any of the airfoil heaters or the cabin heater is depressed.

The airfoil heaters will not operate when the fire extinguisher selector switch for any of them is
depressed,

- AIRFOIL DE-ICER switch OFF

- Wait I minute before resetting to allow for ventilation
of heater
- Captain's lnverter Check voltage - AC VOLTMETER SELECTOR
in position ENG. INST.
- AC fuse - in the AC FUSE ARRANGEMENT
panel box:
NO. 5 FUEL PRESS. HEATERS, MD( VALVE Check
POSITION INDIC.
- Fo1lowing circuit breakers:
AIRFOIL HEATERS MAIN Check
AIRFOIL HEATERS TAIL
AIRFOIL HEATERS L. & R. W]NG
Check
Check
L
HEATER FUEL PUMPS MAIN Check
HEATER FUEL PUMPS AIRFOIL Check
HEATER FUEL PUMPS CABIN Check
LDG. GEAR GROI]ND CONTROL RELAY Check if on ground
AIRFOIL + CABIN HTR. GRD. BLOWER CONT. Check if on ground
AIRFOIL HTRS. GRD. BLOWER CONT. Check if on ground
AIRFOIL HTRS, GRD. BLOWER Check if on ground

If circuit breakers are not tripped and the inverter output is satisfactory:
- AIRFOIL DE-ICER switch UP

U no result:
- AIRFOIL DE-ICER switch OFF
- Wait 1 minute
- HTR. FUEL SYSTEM switch CNOSS-FEED
- AIRFOIL DE-ICER switch Up
pI
0a
Note: Do not use cross-feed if lack of fuel pressure is suspected to be caused by a broken line.
rJ)
@
t If no result:
rO
N
o
- AIRFOIL DE-ICER switch OFF
o - HTR. FUEL SYSTEM switch NORMAL
o
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(more)
 ,AnDr/JryrilrrrurtEJtzrn&t
AEROPIANI TTIGHT TNAilUAI. DC.6/68
(0fltPAlrY rDllt0l{

OPERATION OF SYSTEMS AND EQUIPMENT APL 3.6.5.

S heet 4
Miscellane ous Systems and Eouioment - Anti-icinE and de-icinp (cont'd)

If only tail heater or wing heater(s) inoperative:

- AIRFOIL HEATERS TAIL circuit breaker Trip - if tail heater inoperative
- AIBFOIL HEATERS L. & R. WING circuit breaker Trip - if wing heater(s) inoperative
- AIRFOIL DE-ICER switch At least 1 minute after selecting OFF position -
reset
If irny of the circuit breakers is tripped - indicating a serious short in a particular circuit - the use of
this circuit should be discontinued. Continued operation of affected circuit and equipment wiII entirely
depend upon consideration of the salety of the aircraft. If the circuit breaker, however, is held in
closed position too long and the overload is sufficient, overheating of the wire will be caused with a
potential fire hazard.

WARNING: Do not make any atternpt to start the heater(s) again. The malfunction has probably been
caused by a broken fuel line.

Notg: In flight - anti-icing heater output in relation to ram airflow through the heater and ducting is
such that - at some airspeeds - the airfoil anti-icing heaters may not cycle in their operation. There-
fore continuous fuel pressure with normal temperature indication does not indicate malfunctioning of
the system.

05. PROPELLER DE.ICING SYSTEM

(1) PrefliEht check, engines running

- A11 engines Running above generator cut-in speed
- DC-6: MASTER SWITCH AUTO
PROP. DE-ICER selector ewitch Rotate and check the amperage indications in
each position of the propeller de-icer
ammeter,
DC-6B: PROP. DE-ICER master switch ON
TIMER-MANUAL guarded switches TIMER
PR,OP. DE-ICER AMMETER SELECTOR Rotate and check the amperage indications in
switch each position on the propeller de-icer
ammeter

L (2) In flight
In icing conditions the system should be applied for a few minutes before take-off as a precautionary
measure to remove any ice formation.
(a) Automatic
- DC-6: MASTE R SWITCH AUTO
PROP DE-ICER selector switch Rotate and check the amperage indicated on
the propeller de-icer ammeter to be between
l4O-22O amperes
- DC-6B PROP. DE-ICER master switch ON
TIMER-MANUAL guarded switches TIMER - all switches
(b) Manual
. DC-6: Propeller de-icer circuit breaker No OFF
1,2,3and4
I PROP. DE-ICER ammeter selector Position No. 1, 2, 3 and 4 alternately
$ MASTER SWITCH MANUAL for maximum 1 minute per ',ont,
r) position
@
m DC-68: PROP. DE-ICER master switch OFF
rO
c{
o
TIME R-MANUAL guarded switches MANUAL - all switches
o PROP, DE-ICER ammeter selector for each propeller as necessary -
Rotate
H
o maximum 1 minute per "on" position
d
o
Note: In case of severe icing increase the RPM periodicaliy to maximum. Keep PROP. DE-ICER ammeter
ffictor OFF when not in uge.
(more) Effective: May 15. 57
lssue No.. 1
 OPERATION OF SYSTEMS AND EQUIPMENT

and and

06. ACCESSORY ANTI-ICING SYSTEM

(1) Preflight check

- STATIC VENT. PITOT & SCOOP HEATERS switch
- PITOT & SCOOP HEATER AMMETER SELECTOR indications
switch -icing ammeter
- STATIC VENT. PITOT & SCOOP HEATERS switch
(2) In flight
- STATIC VENT. PITOT & SCOOP HEATERS switch ON - always in flight e
-oOo-

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 frJ/JOrhrytut rrruuJEt ttt Bfr
ATROPTANE FTIGHT TTIAT{UAI. DC.6I6B
COftIPA}IY IDIIIO]I

OPERATION OF SYSTEMS AND EQUIPMENT APL 3.6,6

Miscellaneous Svstems and Equipment - Fire protection eouiDment

01. FIRE DETECTION SYSTEMS

(1) Fire eircuit test
Depress each test button on the heater fire control panel as follows:

- ZONE 1 button Check warning lights in all 4 fire extinguisher

selector valve handles for engines No. 1, 2,
3 and 4.
Check fire bell sounding"
- ZONE 2 and 3 button Check warning iights in all 4 fire extinguisher
selector val'le handles for engines No. 1, 2,
3 and 4 and in the LH CYL. and RH CYL. CO2
discharge handles.
Check fire bell sorurding.
- FWD. BAG., HYD, ACC, COMPT., HEATER Check warning lights in the respective fire
COMPT. and AFT BAG. buttons extinguisher selector valve handles and in the
LH CYL. and RH CYL. C02 discharge handles
Check fire bell sounding.
- L. wINc HTR., R. WING HTR., CABIN HTR. and Check the respective heater warning lamps on
TAIL HTR. buttcns the heater fire contro). panel
Check fire bell sounding.
Note: The warning lights may not illuminate immediately when a test button is depressed. From 2 to 70
seconds rnay elapse before aII the lights are illuminated because of the time required to heat the test
element,

02. FIRE EXTINGUI$TER SYSTEM

The operation of the fixed fire extinguisher system has been classified as an emergency operation and will be
found in APL 6.3. ItFire Controlrr,

03. PORTABLE FIRE EXTINGUISHERS

\-
Refer to APL 3. 6. 7.

to
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Effective: May 15.5?

lssue No 1
 ntorflrvt trran tEJt lt Dtl
AEROPIAilE TUGHT TUIANUAT DC.6/68
coilPtlrY rDlTl0l{

OPERATION OF SYSTEMS AND EQUIPMENT APL 3.6.7.

Sheet I
Miscellaneous Systems and ent - Emerqency equipment

01. PARACHUTE FLARES

To release; pull the handles on the floor on the right side of right pilot's seat. For flight pattern refer to
APL 6. 2.1.

02, PORTABLE FIRE EXTINGUISHERS

,L (1) CO2 -extinguisher

To operate:

(a) Hold extinguisher upright

(b) Swing discharge horn up
!u (c) Control discharging with trigger
(d) Discharge close to base of flame

CAUTION: Do not hold extinguisher by the horn.

(2\ Water -extinguisher

To operate:

(a) Turn handlq as far as possible

(b) Hold extinguisher upright
(c) Press lever to discharge
(d) Direct stream at base of flame

03. FIRE AXE

When eutting through windows or fuselage skin cut as near frames, stringers or bulkheadg as possible otherwise
L the axe may bounce back,

04. INERTIA LIGHT

L The inertia light is manually operated by the three position switch.

- Switch in bottom poeition - light out.
- Switch in intermediate position - Iight on when depresalng button (for signaling purposes).
- Switch in upper position - light on.

To reset inertia su/itch; hold light upright and puII knob at the bottom.

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(more) Effective: MaY 15. 57

lssue No..1
 OPERATION OF SYSTEMS AND EQUIPMEI{I

Miscellaneous Systems and Equipment - Emergency equipment (cont'd)

o o o

Li out Constont lighi

knob

Boll in ploce Boll forced out of ploce

Light but Light on

Fig 1. Inertia light

05. EMERGENCY EXITS

(1) Cabin window exits

(a) To open from inside:

- Remove Plastic cover
- Turn handle uPwards
- Open exit hatch outwards
- Pull down emergency rope when needed

(b) To open from outside:

- Pull out handle
- Turn handle downwarde
,o
I
- Open exit hatch outwards
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 tUlArJr YrrtJ rrnlrlE t1tli8t
ATROPI.ANE TTIGHT thA}IUAt DC.6/68
COiIPAIIY EDITIOI{

OPERATION OF SYSTEMS AND EQUIPMENT APL 3. 6.7.

S heet 2
Miscellaneous Systems and - Emergencv e ouipment (cont,d)

lr
(

t--

Fis. 2 Opening cabin window exit from outside

\*
(2) Cockpit window exits

To open

(a) Turn handle behind window upwards.

(b) Push down locking knob and slide window panel back

(3) Pressure dome hatch

I

N
To open:
F-
s)
(a) DC-6 only
lO
cr! Remove seat back covering hatch^
o
o
(b)DC-6B onlY
a
d
o Turn latch handle on wall in left toilet and swing wall aside'

(more) Effective: May 15.57

lssue No.. 1
 OPERATION OF SYSTEMS AND EQUIPMENT

Miscellaneous and Equipment - EmerEencv equipment (cont'd)

(c) Remove panel covering hatch.

(d) Unscrew quick release screws holding hatch Key for screws hanging on rear wall in flight compartment.
(e)Open hatch inwards.

(4) Tail hatch

To open:
(a) Open snap type cover plate.
(b) Turn handle.
(c) Open hatch outwards.

06 EMERGENCY LADDER

(1) Extend ladder from cabin door.

(2) Chect that locking mechanism has engaged.

(3) Place ladder in position at door.

(4) Fasten snap-hooks at end of straps to eyebolts at floor ineide cabin door.

07. EVACUATION SLIDES

Not provided.

08, FIRST AID KIT

Contents to be used according to special medical instruction.

09. I-IFE VESTS

(1) Donning

(a) Put on vegt over head,

(b)Fasten 'l)" rings to snap-hooks.
(c) PulI straps lightty around waist.

(2) Inflation
(a) Jerk pull cords for automatic CO2 inflation.
(b) For oral inflation use flexible inflation tubeg.
CAUTION: Do not inflate vest on board the aeroplane.
I

c\:
r (3) Ligtrtins
@
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6
g\r (a) Pull battery release knob
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 .fAi&@t/YflArUtJ,rrn rtrt fiZJTDQJ

AER0PLAT'Ifi FtlGtlI mAilUAt DC-6168

(0il?AilY tDlll0L

Or,EP,dYTION OF SYSTEMS AND EQUIPMENT APL 3.6.8.

Sheet 1
}\{iscaliane*us S'*stems ancl Equi.pm ent - Interior g rrangements

01, WATER SUPPLY SYSTEM

(1) Qn groun{
(a) Ail fresh water tanks are filled or drained through the water service panel by selecting the desired
positions of the common $rater filler valve.

Filling or draining water tanks:

- Overflow cups Remove before filiing
DC-6:
IFffier valve handle in alternate positions FWD, FWD + AFT and AFT (GALLEY
position biocked)
DC-68;
:TFTP WATER HTRS. CT LAV WATER LINE OFF - if warrn or hot atmosphere
HTH,S. circuit breaker ON - if cold atmosphere
- Anti-freezing valve handles in pantry, forward NORMAL
and aft toilets
- Fil1er valve handle in alternate positions FWD, GALLEY, FWD & AFT, GALLEY &
FWD, ALL, GALLEY & AFT and AFT
- Overflow cups Reset

(b) DC-68 oniy

In cold atmosphere after filling precautions should be taken to ensure complete drainage of the filler
lines to avoid risk of freezing.
To allow water left in the filler lines below the anti-freezing valves to escape:
- Anti-freezing valve handles in pantry, forward ANTI-FREEZING
and aft toilets
- Filler valve handle ALL
(c) In order to eliminate risk of icing in the water system when parking the aircraft outside in cold
atmosphere for short or loqg periods the following action should be taken:
Fo:: s]lol:l.periods - with aircraft still heated and'.vater in the tanks:
- \4''A"TER HEATER AFT and FWD circuit breakers ON
- Ilntrance door Closed - as much as possible
tlc QF q-plv'
- WASTE WATER I{TRS. or LAV V/AX'ER LINE ON
I1"I'R5" circuit bre aker

tsol. !.?jg_f,eriods bertween flights or when relieving technical maLfunctionsat intermediate stations,
the \irai.cr" s,rstem should be drained as follows:
- ()vr,r i ,];r' cuFS Remove - an<i keep thern off.
- $iATEt?" {{EATER AFT and FY/D circuit breakers OFF
\* DC-68 ct.tly:
- WASTE WATER HTRS. or LAV WATERLINE ON
FITRS, circuit breaker
- Anti-freezing valve handles in pantry, forward NORMAL
and aft toilets
- Filler valve handle ALL
- Drain the lines between the water tanks and the The faucets open - as iong as water drains
faucets in the forward and aft toiiet wash basins out
- D:"ain the septic tanks - the valve handles at UNLOCKED
eeptic tank service panels
- Drain the humidifier - drain valves in heater DRAIN
I
compartment

(o After draining return l'a1ves to their original positions

!l:
- lfhree-.#ays valve lever TO HUMIDIFIER
6l
o
o DC-6 onlf,:
6 - Waste u'ater drai-ning valve levers for toilets COMPLETE DRAIN
d
@
- Waste water drain valve l"ever for pantry DRAIN

Note The {ille:: vai,ve handie should remainin position ALL

(nnore) Effective: May 1 5. 5 7
lssue No.. 1
 OPERATION OF SYSTEMS AND EQUIPMENT

Miscellaneous Systems and Equipment - Interior arrangements_(cont'd)

(d)If no water heating is wanted or the tanks are empty and DC power is connected:
- WATER HEATER AFT and FWD circuit breaker OFF

(z) tn [ieht
(a) Operation of the electric heating of water system when DC power is connected:
- WATER HEATER AFT and FWD circuit breaker ON
DC--9E:sb,:
- WASTE WATER HTRS. or LAV WATER LINE ON
HTRS. circuit breaker
(b)DC-68 only:
After filling the selected positions of the anti-freezing 4-ways va-lves in pantry, forward and aft
toilets are dependent on the following weather conditions:
In warm or hot atmosphere:
- Anti-freezing valve handles in pantry, forward NORMAL
and aft toilets
- WASTE WATER HTRS. or LAV WATER LINE OFF'
HTRS. circuit breaker

In cold atmosphere:
- Anti-freezing valve handles in pantry, forward ANTI-FREEZING
and aft toilets
- WASTE WATER HTRS. or LAV WATER LINE ON
HTRS. circuit breaker

WARNING: The anti-freezing 4-ways valves should always be in the selected ANTI-FREEZING
position when the overflow cups of the water overflow outlets have been removed. This
will prevent the water tanks from being damaged due to the pressure di{ference existing
during flight.
(c) When failure of the thermoswitches or any of them - which automatically control and maintain the
water temperature at approximately 40oC (100oF) - and/or the electrical elements in the fresh water
tanks have occurred, trip the cireuit breakers:
- WATER HEATER AFT and FWD circuit breakers OFF

02, NAVRO CHAIRS AND TABLE

(1) The NAVRO chairs rnust always he fastened to the floor during take-off and landing or in turbulent air.
If they are used during take-off or landing they must be fastened in a forward facing position.
(2) The aft part of the NAVRO table on DC-6E flight deck must be in the down position during take-off and
landing in order not to bLock the waf-TFough the cockpit door.

03. CABIN ATTENDANT SERVICE TABLE

The cabin attendant service table must be removed from the cabin door during take-off and landing and shall be
stowed away in the proper place in the pantry.
I
!
6
(o 04. UPPER BERTHS
q?
u)
N The upper berth should be handled carefully. No force should be applied to the bungees. The berths are designed
o
o in such a way that very little force applied in the correct manner will serve the purpose desired.
o
(t
o (more)
 I

rutDrmyrrtrtn rt$tzt E ,
ATROPTAilE TLIGHT ilIA]IUAt DC.6/68
Co[rlPttlY tDlIl0ll

OPER,ATION OF SYSTEMS AND EQUIPMENT APL 3. 6.8

S heet ,
Miscellaneous Systems and Equipment - Interior arrangements (cont'd)

(1)Lowering the berths

In folded Position the bungees are latched by pins in the lower end of the lower bungees. These pins are
operated by a locking bar -. controlled by a handle on the berth. The pins are in latched position when the
handle is completeiy or almost completely folded.

To lower the berths:

- BertLi handle PuIl straight out

- Berth bungees Check to be locked.

If required - locking is accomplished

- Elbow joint PuII outwards from the berth.

(2) FgL48g_!he bqrtlrs

If the locking pins are disengaged when the berth has been lowered, the bungees will fold due to tension
of the elastic cords.

Tc fold the berths:

- Berth handle Pull out all the way.
In case one of the bungees will not fold, this ts likely to be caused by the fact that the locking pin has not
engaged due to sluggishness of the mechanism. The locking pin is easily released by a Iight downward
pu11 on th.e berth.

05. CREW BERTHS IN COCKPIT - qS--6 ONry

The berth installation in the cockpit can be used either as sleeping accommodation or as a sofa. In both cases
space for 3 persons is availdble.
(1) Lowering to sealing poqilign
- Berth safety chain Disconnect from upper berth
- Locking pins at both ends of upper berth PulI out
* Upper'berth Turn a little so that the locking pins do not
go back when released.
- Locking pins in middle berth Disconnect by pulling simultaneously the
L- releage wire under the forward tube of the
berth frame - holding the upper berth in the
tilted position
- MiddLe trerth Lower into position
- Locking pins at both ends of middle berth Check to be in locked position
- Berth cushion Fasten on the wall against inverter compart-
ment by spring fasteners.

N
6
@

rl3
9.t
o
@
d,
a

(more) Effective: May 15. 57

lssue No.. I
 OPERATION OF. SYSTEMS AND EQI]IPMENT

Miscellaneous and Equipment - Interior (cont'd)

(2) Raising to horizontal position

- Locking pins of middle berth
- Upper berth (which now set'ves as the
- Upper berth
- Locking pins of upper and middle berths
- Secure upper berth in horizontal position
Disconnect
back of the sofa) Turn simultaneously to prevent locking pins
to go back in locked position when the release
wire is set free
Raise to horizontal Position
Check to be in lockeci Positions
Fasten safety ehains located on bed post anci

Note: This precautionary measure must not be forgotten

wall
f
should immediately be discontinued and the cause investigated

-oOo- tf

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(
 n/Uzrlr%rflrrrutl$.ill1BZ
ATROPI.A}IE TI.IGHT TTIAilUAI DC.6/68
(oilPl[Y IDtilOt{

CONTE NTS APL IV

4. PERFORMANCE

4.'L. Calibration Charts

4,t.t. Airspeed Calibration
4.t.2. Altimeter Calibration
4.1.3. Outside Air Temperature Calibration

4.2, Characterigtlc Speeds

4.2, L. Summary
4.2.2. StalJ.ing Speeds
4.2.3. Various Speeds vs. Gross Weight
4.2.4. Never Exceed Speed and Normal Operating Limit Speed
4.2,5. Critical Failure and Take-off ed
DC-
02. cB t7, wET, NO e7F OC-ee ONLY
03. cB 17, DRY, A/r oc-EEoNly
04. cB 16, wEr, A/F DC-EE oNLy
05. cB 16, wET, NO A7F-
06. cB 16, DRY 2700 RPM, NO A/F
07. cB 16, 3 wET/1 DRY 2800 RPM, NO A/F

4.3. Take-off

4.3.1 General
4.3.2 Min. Take-off Runway Length
01. cB 17, WET, A/F DC-68 ONLY
02. cB 1?, WET, NO A7F-DC-68 ONLY
03. cB 1?, DRY, e/r nc-on olu-v
04. cB 16, WET, A/F DC-68 ONLY
05. cB 16, WET, NO A7F-
06. cB 16, DRY 2700 RPM, NO A/F
07. cB 16, 3 WET/1 DRY 2800 RPM, NO A/F
4. 3. 3. Take-off Flight Path
\_ 01. CB 1?; WET DC-6B ONLY
02. cB 17, DRY OCI6B-ONI,y
03. cB 16, WET-
04. CB 16, DRY 27OO RPM
05. cB 16, 3 WET/1 DRY 2800 RPM
06. R/W-Blope correction to lift-off point
4.3. 4" Temperature and Humidity Correction
4. 3. 5, 3-Engine Ferry Flight, Min. Take-off Runway Length

4.4. Ctimb

4.4. L, General
4. 4. 2, Climb Charts
6T.TEngines
02. 3 Enginee
4. 4.3 En Route Climb
I
01. 4 Engines
H
02. 3 Engines
\rl N. 03. 2 Engines
;
da
o
o
o
d
6

(more) Effective: Apr.23. 5?

APL /Rev, 1 lssue No.. 2
 CONTENTS (cont,d)

4.4.4. Service Ceilins

01. CB 1? Engine Rating DC-68 ONLY
02. CB 16 Engine Rating
4.4.5 3-Engine Drift Down Curves DC-6I} ONLY

4.5. Cruise

4.5.1. General

4.5.2. Power Setting Charts

01.1:fieineGG;
(1) Normal Cruise
(2) Long Range Cruise
(3) Maximum Cruise
02. 3-Engine Cruise
03. ' -Engine Cruise

4.6. Eqgtr
4.6.1. General

4.6.2. Range Charts

01. 4-Engine Cruise
(1) Normal Cruise
(2) Long Range Cruise
02. 3-Engine Cruise
4.6.3. TAS vs TIME from take-off (hours)

N- 4.6.4. PNR-Charts
01. 4-Engine Norma1 Cruise
02. 4-Engine Long lLange Cruise
N- 4.6.5. PET-Charts
01. 4-Engine Norma1 Cruise
02. 4-Engine Long Range Cruise

4,7. Descent (Open)

4,8, Landing
- 4.8.1. General

4.8.2. Minimum Landing Runway Length

01. Intended Destination
02. Alternate Destination

4.9. Gro8s Weight Chart

4.9.1. General
I
.o
o 4.9.2. Chart
a
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o
o
-oOo-

o
!l
o
 JCrlDrJrYrU,JttQltJEttUttEAl

AEROPTANT TLIGHT MANUAT DC-6/68

COTIPATIY EDITIOT{

PERFOn,MANCE APL 4.t.r

C alibration Chart s - {ifefeeq:3itbgaqgt

i- +5
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lssue N0..1
 fiCliryOrpdyll,J rlMriJES {UffE,
AEROPIA}IE TTIGHT TilIAI{UAI. DC-6/68
EOMPAilY EDIIIOII

PERFORMANCE APL 4. L. z
Calibration Chart - Altimeter calibration
FLAPS 2OO TO 5OO, GEAR UP OR DOWN
r'LAPS ANI} GEAR UP

100
F 500
u

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d
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AI 'TIMETER READING = TRIJE PRESSURE HEIGHT -. ALI.IMETER CORRECTION
WITH ITS SIGN. x)
x) MINUS A NEGATM CORRECTiON FIGURE IS EQUAL TO PLUS Effective: Feb" 15. 57
lssue No.. 1
\
 ttC&YDr?U Yrr,Y lrRlr/JEj tt:ffBil

AEROPI.ANE TilGHT ITIA}IUAI. DC.6/68

CO[lPANY TDIIIOI{

PERFORMANCE APL 4. 1. 3

Calibration Charts - Outside air e calibration

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fffective: Feb. 1S. b6

lssue No.. 1

l
 f,gfiortrumt trntfiaEs srtra t
AEROPTANE TI.IGHT TUIANUAT DC.6/68
(ofitPAltY tDtItoil

PERFORMANCE APL 4.2.L

Characteristic Speeds - Summarv

Note: IAS = Left hand seat airspeed indicator, normal static source

01. TAKE-OFF IAS

(1)Min. bontrol speed with 1 engine failure except at weights where stalling
speed is'higher: 84

(2)Critical Engine Failure Speed (V1): See APL 4.2.5.

L; Noti: For normal use see cockpit checklist, APL Z,Z,L.
(3) Take-off Safety Speed (Vr): See APL 4.2.5
Note: For normal use see cockpit checklist, APL 2.2.1.

U
02, CLIMB
(1) Normal Climb Speed: LOW BLOWER 160
HIGH BLOWER 150

(2)optimum climb speed and Min. cooling speed at max. continuous ("rated") power,
LOW BLOWER i52/Cowl flaps Oo
HIGH BLOWER 136/Cowl flaps + 40

03, EN ROUTE
(1) Never Exceed Speed (VNB) See APL 4.2.4.
(2)Normal Operating Limit Speed (V116) See APL 4,2.4.
(3) Recommended Speed in Severe Turbulence and hard manoeuyres:
L Gross weights below 36000 kgs:
Gross weightg above 36000 kgs:
145-155
155-165

CAUTION: Wing flaps up, landing gear preferably up.

(4) Stalling Speed: See APL 4,2.2.

k" (5)Speed for Max. Range: See APL 4.2,3.
(6) Speed for Max. Endurance: See APL 4.2,3.
(7) Min, Speed for Comfortable Flight Characteristics: See APL 4,2.3.
(B) Max, Speed at which Fuel may be Dumped: 185

CAUTION: Do not dump fuel with gear and flaps down.

I
(9) Max. Speed for Propeller Unfeathering: 135
AI
lrr (10) Max. Speed for use of Automatic Pilot: DC-6 2L0
;
6{
DC-68 275
o
o
6
d
@

(more) Effective: Feb. 1S. i6

lssue No.. 1

I
 PERI.ORMANCE

Characteristic Speeds - Surnmary (contrd)

04, LANDING IAS

(1) Max. Speed for Landing Gear extension 165

(2) Max. Speed for Wing FIap extension: o-300 Dc-6: 150
0-300 DC-68: 165
30-5oo Dc-6 130
30-500 DC-6I}: 145

(3) Max, Speed for Landing Light extension: 150

( )Min. Finat Approach Speed (1,3 ' STALL): See APL 4.2.3.

(5)Touch-down Speed (1.2 ' STALL): See APL 4,2.3.

(6) Approach Climb SPeed: Se e APL 4.2.3.

(?) Landing Climb Speed: See APL 4.2,3. L\

(B) Min. Rolling Speed when using propellers for braking: 40

-oOo-

.t

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 .wtDrt t4rrt rrRlrtt:i.Jtt Ec
ATROPI.A]IT FTIGHT ITIA}IUAI. DC.6/68
c0rtlPlllY IDlfl0il

PERFORMANCE APL 4.2.2.

Charactcristlc Speede - Stalllng Speeds

(- L.t
-+

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Effective: Feb.1b. 57.

lssue N0..1
 nlUOr/ArYrrtJ rrRlrlEt t7t iEJl

AEROPTA]IT TTIGHT ThAl{UAt DC.6/68

coilPlllY IDlil0ll

PERFORMANCE APL 4.2.3.

Characte"istic Speeds - V

200

t90

(.r

t70

l(0

ul
I{
v 30
a
H

90

80
4o
I
d)
ol G-ROSS WETGHT (1000 KcS)
<r
rat
6l
o
o
o
d
o

Effective: Feb. 15. 57

lssue No..1
L
 tc&JDt/Aryrrfl ,rR rrJEt tAtfDil
AIROPIANE FTIGHT TNANUAT DC.6/6B
(OilIPANY TDIIIOII

PERFORMANCE APL 4"2.4.

Characteri eds * Never _and Normal Operating Limit Speed.

300

tn
h
V
ar)

0 5 t0 l5 e0 2s 30

LEFT IIT\ND SEAT ALTIMETER READING (1013 MB) (1OOO F,I)

I

;
N

ra
d
o

Effective: Feb. 15 , 57
lssue No..1
 JCrlSOtl, YtfiJ rrRlrtAi .fAllBrl
AEROPTANE FI.IGHT TNANUAT DC-6/68
(OfrIPAilY TDIIIOl{

PERFORMANCE APL 4.2.5.

S her et1
Characteristic Speeds - Critical Engine Failure Speed and !3Lk91off Safety Speed

N-
ot.cB/7 ILET Alr DC 68 OATLY

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(more) Effective: Nov.1.5?

APL/Rev.87 lssue No.2
 PERFORMANCE

Characteristic Speeds - Critical Ensine Failure Speed and T ake -off Safety Speed (contrd)

N. 02. cBtT WE T ArO t/r c- 6B oArL

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 ,ail,orrJ, ytufi ,rR rtEt lzt7art

AEROPTAilIT TTIGHI TNANUAI. DC.6/68

COilIPAi{Y TDIIION

PERFORMANCE APL 4.2. 5

Sheet 2
Characteristic Speeds - Cri.ticaI trngine Failure Speed and Take- off Safetv Speed (contrd)

N- O:J. CB /7 DRY A/F c- 68 oArL

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(more) Effective: Nov. 1.5?

APL/Rev. 88
lssue No. 2
 PERFORMANCE

Characteristic Speeds - Critical En$ine Failure Speed and Take-off Safety Speed (contrd)

N-
04. CBI6 I4rE T A/F DC_ 68 OATLY

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 AEROPTANE TTISTIT $$IAhIUAL DE.6/68
(0[uFAt{Y [0nTl0N

PERFORMANCE APL 4.2.5 "

Sheet 3
Characleristic Speeds - CriticaL Engine Failure Speed and Take-off Safet5z Speed (contrd)

N* 05. CB /6 l1'l','7' .,YO A/F

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(more) Effective: Nov.1.5?

APL/Rev" 89 lssue No. 2
 PERF.ORMANCE

Characteristic Speeds - Critical E ngine Failure Speed and Take ;qf lafety Speed (contrd)

N- 06. CB 16 DR,Y 27OO R,PM ArO AIF

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 AEROPTANE FIIGHT T{IANUAI. DC.6/68
c0illPA]{Y tDtMt{

PERFORMANCE APL 4.2.5,

Sheet 4
Chqracteristjc fueedq - C_ritlcai Engine Failure Speed anrl Ta-ke-gfl Safety Speed (ccql'cU

N-
07, CB 16 3 I4lETfi DRY 2BOO EPM ArO AlF

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APL/Rev.90 lssue No. 2
 talJzrlryrrlJrrilr/JEttztTArJ
ATROPTANE FTIGHT TUIANUAT D(.6/68
c0ilPAIY rDrlr0lr

PERFORMANCE APL 4.s.1.

Take-off - General

01, CHARTS

The max, take-off weights for different airports and runways used by SAS are normally obtained from the Gross
Weight Chart, APL 4.9.

However, for temporarily shortened runways, for airpoda and take-off conditions not given in the Gross Weight
chart, the max. take-off weight muet be calculated from the below instructions:
Ufq. TqEq gff R/W-length LPL 4.3.2.
cB17, wET;T7r- DC-6B only Sheet 1
c817, WET, NO A/F DC-6I! only Sheet 1 (back)
CBl?, DRY, A/f DC-68 only Sheet 2
cB16, WET, A/F DC-6B only Sheet 2 (back)
c816, wET, NO A/F Sheet 3
cB16, DRY/RPM 2?00, NO A/F Sheet 3 (back)
C816, 3 WET/1 DRY/RPM 2SOo, NO A/F Sheet 4
|L-
Take-off Flight Path APL 4.3.3.
C817, WET DC-68 onty Sheet 1
CB17, DRY DC-68 only Sheet 1 (back)
c816, WET Sheet 2
cB16, DRY/RPM 2700 Sheet 2 (back)
c816, wET/l DRY/RPM 2800
3 Sheet 3
R/W-slope correction to lift-off point Sheet 3 (back)
Temperature and Humidity correction APL 4.3.4.
3 -Engine Ferrv Take-off, Min, Take-off R/W-lensth APL 4.3.5
NOTE: For take-off under conditione not given in the above mentioned charts the below rules are va1id.

02. TAKE-OFF C817, 3 WET/1 DRy, A/F, DC-68 ONLY

calculate the difference between ma:r. wET and max. DRy take-off weight.
Increasethemax. DRYtake-off weightbyzlS of theabovecalculateddifference.
L-
03. A/F NOT AVAILABLE ON ALL ENGINES. DC-6B ONLY

The max. take-off weight muat be calculated from the inetructions valid for take-off without A/F.

04, TAKE-OFF WITH PROPELLER REVERSING NOT AVAILABLE ON ALL ENGINES.

(1) pc-g

The braking distance of the accelerate-stop-dietance is based on wheel brakes * moderate propeller
braking on 3 enginee. Thug, if the propeller reversing is not available on all engines the following
corrections apply:

I Increase Min. Take-off R/W-Iengthby 7 %

(a
Decrease V, by 8 KT IAS
rfl
.; (2)rc-6B
6! As tho braklng dlstance of the accelerate-stop-distance is based on wheel brakes only no correction on
o
o Min. Take-off R/W-length and V, must be made if the propeller reversing is not available on all engines.
a
d
o

Effective: Feb. 15.57

lssue No.. 1
!.-
 tdflohYil YIU,J,rlRlrilEt .j${Ail

AEROPTANE FI.IGHT MANUAT DE-6/68

c0tfrPAi{Y [0lll0N

PERFORMANCE API d?,

Sheet 1

Take-off - Min" Take-off Plunwgll€g44

OI CB 17 WET AIF I}C_ B OATLY

COI{illTiONS: If one engrne faiis at V,, the distar:ce to stop is equai to the rlistance to continue to 50 I''I' height
Power = irax. pern-rissible take-off pcwer, CB1T, WET
Aut cf eal heriiig c
\{ring fiaps rn ta]{e-off posrtii)n, 20
Cowl flaps . *4" ori a1l engines
Clinrb. oili speed = \'?
No ohstacles at enrl df R, ',\'
L Hard surface H./W (For gr:ass fields incrrease require.i R,iw by 7 %)
Stan<iard atmospheric conditions
tjraking Distance i,.ase<l on vrheel brakes on1"1
T :r\{.p -Fl
R.{'XL.i}tE ANl) Htl}"{iDITY CORIIITC 1-IOI,i: Se e AP L 4.3. 4.

L-

cl
m Z I o I a-40-30-20-t0 915+lo
UPHILL DOWNHILL REPORTED WIND COHPONEITT
3s 36 31 38 31 40 41 4z 4: 44 4s 4a 4r 4a 41
;N RuNwFy sLoPE(%) TRKE-OFF WETGHT (tooo K6s)
( xr)

a0
d
m

(more) Effective: Nov. 1 . 57

APL/Rev.9l lssue No 2

)
 PERFORMANCE

Take-off - Min. Take-off Runwav LenEth (contrd)

N- 02 cR t7l,t/"E? ArO AIF C- 68 O ATLY

CoNDITIONS: Ifone engine fails at v,, the distance to stop is equal to the distance
to continue to s0 FT height
power = max. permissible take_off power CB1?,
WET
No Autofeathering
Wing flaps in take-off position, 20o
Cowl flaps = +4o on all engines
Climb-out speed = V2
No obstacles at end of R/W
Hard surface R/W (for grass fields increase required F'IW by 7 qo)
Standard atmospherie conditions
Braking distance based on wheel brakes only.
TEMPERATURE AND HUMIDITY CORRECTIONT See ApL 4.3.4.

r
g

N
m
\t'
alotz -30 -20 -10 0 *5 +t0 3+ 35 36 37 3E 3q 4o 4t 4z 4z ++ 4s 4e q7
UPr-ur-u DowNFuLL
; REPORTED WIND COMPONENT TRKE -oFF WElGHr ( tooo ros)
N RurswRv sLopE(%) ( rr)
o
d
ot

(more)
 tAilOrfil Yti,J rrRlrtEJ tZSfEU
AEROPI,ANE FTIGHT MANUAT DC.6/68
(0iltPAIY IDtU01{

PER}'OR1\4ANCE APL 4,3 2

Sheet 2
Take-off - Min. Take-off Runway Length (cont'd)

N- O:1. CB /7 DRY AIF DC B ATI,Y

CONDITIONS: IfoneengtrefailsatV1, thedistancetostopisequaltothedistancetocontinueto50FTheight"
l:-ower : rnax. pelrnissihie take-off power CB1?, DRy,
Aut ofeathering
lVing flaps in take-off position. 20o
Cow1 flaps = +4o on all engines,
Climh-out speed = V,
lro oDsrac les at end o" ll \.{.

L llard suriace R1\&r (For grass fields i.ncrease req,irecl RiW by,I
Standard atrnospheric condit ions
Ri"aking distance i;ased on wheel l:rakes oniy.
%)

T|lliI lilli'I LlitE Ar\tD TIirl,,iI ltlTY CORItlrc.f ION: See rp L ,t . 3 . 4

\-

\--

N
N
m
2t0{z _30 _20 _t0 0 +5 +t0 3+ 35 36 3? 3E 39 4o +r 4z 43 44 4s 16
;
6l
UPFIILL DOWNHILL REPORTED WIND COI.1PONENT t-RKE -oFF wE{GHr (loooros)
o RUNWRY SI_OPE (%) ( xr)
t0
d
a

(more) Effective: llov. 1.57

APL/Rev.92 lssue No 2
 PERFORMANCE

Take-off - Min. Take-off Runway Length (contrd)

N-
04. CB 16 WET AlF
CONDiTIONS: If one engine fails at V1, the distance to
stop is equ 1 to the distance to continue to 50 F? height.
Power = max, permissible take-off power C816, WET
Autofeathering
. Wing flaps in take-off position, 20o
Cowl flaps = *4o on all engines.
Climb-out speed = V,
No obstacles at end of R/W
Hard surface R/W (For grass fields increase required P"IW by 7
-t
To\
Standard atmospheric conditions
Braking distance based on wheel brakes only
TEMPERATURE AND HUMIDITY CORRECTION: See ApL 4,9.4.
-1

"\

pI
N
UPHITL DOTA'H'IL REPORTED VINO COMPO'i'ENT
3s 36 77 3E 3i 40-+l 4z
N
o RUNIJAY SL0PE (Y") (KT) |AKE - 0FF ttEt 6 HT (tooo Kes)
r$
rO
A]
o
o
d
a

(more)
 tclilOr/J, Ylr/J rrRlrJEt tXtUDil

AEROPTANE FTIGHT TUIANUAI. D(-6l68

COTTIPAT{Y TDITIOT{

PERFORMANCE APL 4 ?,
Sheet 3
Take-off - Min. Take-off Runway Length lconttd)

N-
05. CBI6 WET ArO A/F
CONDI'IIONS: If one engine fails at V1, the distance to stop is equaito the Llistance to continue to EO FT herght.
Power = max, permissible take-off power WET CB16
No autofeatheri.ng
Wing flaps in take-off positiorr, 20o
Cowl flaps = *4o on a1J. engines
Climb-out speed = V2
No obstacles at end of R/-iV
L Hard surface RiW lFor grass fields increase required R/W by T %)
Standard atrnospheric conditions
Braking distance: DC-6 based on wheelbrakes * rnoderate reversing on 3 engines. Ifrevers u/s
see APL 4, 3, 1 . 04.
DC-68 based on wheel brakes only.
TEN{FERATURE AND HUMIDITY CORRECTION: See A-PL 4,2,4.

0+5
IPHILL DOYNHIII
AN'AY SLOPEP/O)
R E PORTE D IlIND COI,'NN EilT
(KT) Dlt(E-aFF yEt6 HT (t 000 K6s)

c\n

$
rO
6|
o
o
@
d
@

(more) Effective: Nov. 1 . 57

APL / Rev 93 lssue No 2
 PERFORMANCE

Tale-off - Min. Take-off Runwav Lensth (contrd)

N- 06. CB16 DEY 27OO RPM ATO AlF

CONDITIONS: If one englne fails at V,, the
distance to stop is equal to the distance to continue to 50 FT height.
Power = max. permissible take-off oower CEl16, DRY 2?0.0 RPM
No autofeathering
Wfurg flaps in take-off posltion, 20o
Cowl flaps = +4o on all engines.
Climb-out speed = V2
No obstacles at end of R/W
Hard surface R /w (For grass fields increase required R/w by ? %)
Standard atmospheric conditios
Braking dlstance: DC-6 based on wheel brakes + moderate reversing on 3 engines. If revers on
one or more engines u/s, see APL 4.3.1. 04.
DC-6El baeed on wheel brakes on1y.

TEMPERATURE AND HUMIDITY CORRECTION: See APL 4.3.4

u)
I

I
..o
m
N
m
t'

,;
N
c)

o
d
o 2 | 0 r 2 -4A -30 -20 -,t0 0 +5 +10 3031 32 333/ 353637 3S39101142
UPHILL OOI,VNHIIL REPORTE(] WIND COI.IPONINT TAKE-oFF V/EtcHT (1000 KGs)
RUNWAY SIOPEI (rr)
(more)
 tdryzrtfUyrrt UrRt /yEt tffif&rl
ATROPLAilE TUGHT TUIANUAT DC.6/6B
COTTIPAT{Y TDIIION

PERFORMANCE APL 4.3.2

Sheet 4
Take-off - Min. Take-off Runwav Length (cont d)

N- 07 cB t6 swETlt DEYIRPM 2\oo ArO AIF

CONDITIONS: If one engine fails at V1, the distance to stop is
equal to the distance to continue to 50 FT height
Power = max. permissible take-off power, CB16, 3 engines WET, 1 engine DRI., RI)M 2800.
No autofeathering
Wing flaps in take-off position, 20o
CowI flaps = +4o on irll engines.
Climb-out speed = V2
No obstacles at end of R/W
Herd surface R/W (For grass fields increase required RIW by T %)
Standard atmospheric conditions
Braking distance: DC-6 based on wheel brakes + moderate reversing on 3 englnes, If revers on
one or more engines u/s, see ApL 4.3.1. 04.
DC-68 based on wheel brakes on1y.
TEMPERATURE AND HUMIDITY COiTRECTION: See ApL 4.3^ 4.

{I
tot 15 tlo 30 3l 33313536373e3e1011
N
UPHILL DOI./NHILL. REPORTED WIIID COMPONENT IAKE-OFF WEIGHT ('rooo r(6).
PUN\{AY SLOPE (7J (lfi1
<r

;
gra
o
o
a
(d
a
-oOo-
Effective: Nov. 1. 57
APL/ Rev 94 lssue No ,
L
 tA,Yn*Jd Yll& I l&liilfg $X[r&N
AEROPTANE II.IGHT TiIIANUAt DC.6/68
COMPANY TDITIOT{

PERFORNIANCE APL 4.3.3.

Sheet 1
Take-off - Take-off Flight Path

01. CB 17 WE T rottlL erd, rwithfiwt. AIF

C - 68 OATT,Y

\--

h
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(JJ) l.t-il0d J-JO-lJl-l
J-N3Nodr^l0)
3A08u JH9ll H ANII\ GSIUQ'f8
()
d
@

(more) Effective: Sep. 1 2. 57

APL/Rev. 111 lssue No
 PERFORMANCE

Take-off - Take-off E]tght path (cont d)

A- 02. CB 17 DBY Afi'

C- 6B OArLY

d
F.:

0
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CJ

NR
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: H.u d
6.(f;
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 m,JzrlAeyt rJ rtn rlt:J tttf&n
ATNOPMilT TI.IGHT TUIANUAI. DC.6/6B
coilPlilY IDtil01{

PERF'ORMANCE APL 4.3.3

Sheet 2
Take-off - Take-off F1ight Eqlh (sqnlrd)

03. cB t6 wET mrtluand mtrlwur AIF

F
H
B
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lssue No.. 1
 PERFORMANCE

Take-off - Take-off Flight Path (contrd)

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AIROPLA}IE TI.IGHT TUIANUAI. DC.6/68
(oil?AilY tDtIt0l{

PERFORMANCE APL 4. s.3.

Sheet B
Take-off - Take-off Flight Path (contrd)

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lssue l{0.. 1
 PERFORMANCE

Take-off - Take-off Flight Path (contrd)

06. R/W-slope correction to lift-off point

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AEROPIA]{T TI.IGHT IUIANUAI. DC-6/68

(0ilPlltY tDtil0lt

PERFORMANCE APL 4.3.4.

Sheet 1
Take-off - Temperature and humidity correction

01. CORRECTION FOR TEMPERATURE AND HUMIDITY

From the below diagram, calculate the EeUIVALENT OAT, incorporating the effect of humidity as well as the
effect of temperature. Then correct the take-off weight for this eq, OAT with the correction factors given on
the back of this sheet.

t-
+ 700 600 q00 1000 1r00
EQUIVHLENT OnT ['C) oC qFE (mb)
rc 60

L- 110 100 rc 60 50 zl0 30 20 10 0 -o

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(more) Effective: Febr. 15.57

lssue N0..1
 PERFORMANCE

Take-off - Temperature and humidity correction (cont'd)

02. CORRECTION FOR Eq. OAT

(1) The take-off weight limited by available R/W-Iength

(a) Eq. OAT above STD. TEMP
DECREASE the T. o, w. by the corrections obtained from the below diagram.

\-

50

400

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Eq. OAT (oC)

I
.o (b) Eq. OAT below STD. TEMP
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INCREASE the T. O. W. by 85 kgs/oC below STD. temperature. However, do not
1
r) permissible T. O. W. for actual airport elevation. exceed the maximum
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 tqlJzrmurnJrrmrlattAtr;Bil
AEROPI.A}IT FTIGHI TIAIIUAI. DC-6/68
coilPAltY tDtIr0[

PERFORMANCE APL 4. 3. 4.
Sheet 2
Take-off - Temperature and humidihr correction (cont'd)

(2) Excess R/W-lenght available

If the
T. O. W. is limited by the maximum permissible T. O. W. for the actual airport elevation, excess
R/W-length might be available.

In the below diagram find CRIT. Eq. TEMP. vs. EXCESS R/W, where the latter must be corrected to no
wind, no slope.

$
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diagram.
(more) Effective: Febr. 1b. b7
lssue No.. I
 PERFORMANCE

Take-off - Temperature and humidity correction (cont'd)

A;
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Eq. OAT and CRIT. Eg. TEMp. (oC)
a Exam.ple: Airport elevation = 2000 FT, CRIT. Eq. T,EMP. = 21oC, Eq.. OAT = A4oC
Decrease the T.O. W. by (1560-600)kgs = 960 kge.

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 .n tott mrt rrarrtcJ.ilrra;
AEROPTAilE TUGHT TIA}IUAL D(.6/68
cotPtltY tDtTr0lt

PERFORMANCE APL 4.3.5

Take-off - 3 Engine ferry fllght, min. take-off runwey length

CONDITIONST In this ease min. takc-off runway lcngth - 3-engine take-off dietance to 15 m height with a climb-out
speedequalto 1.3 ata1lspeed. As the diagram is calculated forDRY CB16 powcr, theuseofWETporreror
the use of CB17 engine rating if DC-68, will mesrr increaeed safety margin.
1 engine inoperative, prop. feathered or removed.
Wing flaps in take-off poaition, 20e,
Cowl flaps on operating engines t4o, on inoperative englne cloged, -4o.
Hard surface runway.
No wind. (Correction for headwind not allowed. )
No runway elope.
St andard atnrospheric condltiona.
No obstacle at end of runway.

TEMPERATURE CORRECTION:
Calculate EQUMLENT TEMPERATURE in accordance wlth APL 4.3.4,
Decreaee take-off weight 120 kgs/1oC equiv. temp, above standard or increase required runway length by 11 m/1oC
equlv. temp. above etandard,
No correction for temp, below ats.ndard.

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APL/Aev. 17 lssue ilo..1
 mOr/AlyrU/JUrrurtEttzrrArl
AEROPTA}IT FLIGHT TNAilUAI. DC-6/68
(oilPAilY IDtIt0t{

PERFORMANCE APL 4. 4. 1.

Climb - General

Charts:

Climb Charts: LPL 4.4.2

4 Engines Sheet 1
3 Engines Sheet 2

En Route Climb APL 4.4.3

4 Engines
CB17 Engine Rating DC-6Et only Sheet 1
CB16 Engine Rating ghggl 1 (back)
L 3 Engines:
CB17 Engine Rating DC-6B only Sheet 2
CB16 Engine Rating Sheet 2 (back)

2 Engines:
L CB17 Engine Rating
CB16 Engine Rating
DC-6Et only Sheet 3
Sheet 3 (back)

Servlce Ceiling: LPL 4.4.4

CB17 Engine Rating DC-68 only
CB16 Engine Rating

3 Engine Drift Down Curves P9:9e_."1f p'PL 4,4.5.

-oOo-

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lssue N0..1
 AEROPI.ANT TTIGHT TNANUAT DC.6/6B
(0,nPAI{Y IDtlt0l{

PERFORMANCE
APL 4.4.2.
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(more) Effective: Febr. 15.57

lssue l{0.. 1
 PERFORMANCE
Climb - Climb Chart cont
01. 4 ENGINES
(?) Climb Forecast Chart
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 AEROPTANE TTIGHI TTIAI{UAI. D(.6/68
c0ilPAilY tDtlt0lt

PERFORMANCE APL 4.4.2.

S heet 2
Climb - Climb Charts (contrd)

02. 3 ENGINES

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lssue No.. 1
\

\
 tflflzr/flUYrrl ltilrJt:t tZJrE ,
ATROPIAilE TUG}IT TTIAilUAT DC.6/68
COTIPAIIY tDITIOiI

PERFORMANCE APL 4.4.3.

Sheet 1
Climb - En Route Climb

01, 4 ENGINES
g CR 17 EATGIATE RATIATG c- 68 OA|L
CONDITIONS: A11 engines operatlng at max. continuous power
Wing flaps and landing gear retracted
Cowl flape as noted below
IAS as noted below

L Standard atmo.phcrle condlilona

LBnslne Servlce CeiU-ne R/C-reouirpmentsr

= 0.0L26 ilr(
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(morc) Effective: Febr. 15. 57
lssua l{0..1
 PERFORMANCE

Climb - En Route Climb (ccnt3)

01. 4 EI\TGINES

t2) cB 16 EATGIATE EATIATG

CONDITIONS: A11 engines operating at max" continuous power

Wing flaps and landing gear retracted
Cowl flaPs as noted beloll'
IAS as noted below
Standard atmosoheric conditions

= 0.0126 VSI Yg1 in = !+.59 Vg1 fpm (Vg1 tn Kt).

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AEROPLAilE TUGHT IUIANUAI. DC.6/68
COITIPAI{Y TDIIION

PERFORMANCE APL 4.4.3

S heet 2
Climb - En &qgle Climb (clntrd)

02, 3.ENGINES

I1)CB 17 EATGIATE RATTATG DC.6 B OATLY

CONDITIONS: 3 engines operating &t max" eontinuous^ power , 1 engine inoperative,
prop. feathered, cowl flaps elosed (-4')
Wing flaps and landing gear retracted
Cow1 flaps as noted below
IAS as noted below
Standard atmospheri.c conditions

e/c = o.oooo?83 vsozm,/f (v@ = 0.0526 (V",,' h trr)

l EI derrotes required n/C at 5OO0 fT for max. take-off k'i-,11 z-dlgo kes.

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(more) Effective: Febr. 15.57
lssrie N0..1
 PERFORMANCE

Climb - En Route Climb (contrd)

02. 3 ENGINES

@CB 16 E]VGIIVE EATIATG

CONDITIONS: 3 engines operaling at max. continuous power, 1 engine i:roperative, prop. feathered, cowl
flapa closed (-4")
Wing flaps and landing gear retracted
Cowl flaPs as noted below
IAS as noted below
Standard atmosPheric condit ions

3-EnElne Sernlce Cetllns R/C-reoulrenents:

2
R/c = o.0ooo?83 vs62 y's (vsg ln t^/t) or R/c = 0.0528 *pn (v, 1n

30

25

20
R
\
s
S
\- /5

s
N
N/o

5
,o
N
m
!n
rf
;N
o
o
o
0
cl
o 500 /000 1500 2000
PqTE OF CL//u/8 ( rur;n)
(more)
 ltG&yzrt ytut rrilttEt.izimu
AEROPIAilE THGHT MAI{UA!. D(.6/68
(0lrlPAttY tDtTt0il

PERFORMANCE APL 4.4.3.

Sheet 3
Cllmb - En Route Climb (eontrd)

03. 2 ENGINES

GICB 17 EATGTATE R.ATINGW

CONDITIONS: 2 engines operatjng at max. continuous power, 2 engines inoperative, prop. feathered, cowl
flaps ctosed (-4-)
Wing flaps and landing gear retracted
|' Cowl flaps as noted below
\_ IAS as noted below
Standard atmospheric conditione

L a/c = 0.0000195 VSO n/a (vss ln Ln/n) or a,/e = 0.0J.315 fln (vso ln rI)

20

R
\

v Sts
s-
L,U

S
\)
\_
.(

ilo
d

5
m
co
sf
<{

;
€ll 0
o
o
5m ruN
a
d
6
pnr{ oF €Ltlv8 (fi/mn)
(more) Effective: Febr. 15. 57
lssue N0..1
 PERFORMANCE

Climb - En Route Cllmb (cont!d)

03. 2 ENGINES

Qt cB t6 EATGIATE EATIATG

inoperative' prop' feathered' cowl

CONDITIONS: 2 engines operating at max, continuoug power, 2 englnes
flaPs cloeed (-4o)
Wing flaps and landlng gear retracted l
Cowt flaPs ag noted below
IAS er nded below
lXr*ri Ilnol0b.rtc conditlon'

2 frm ln
= 0.0000195 t ( Ln of n/c = 0.01315

20

.Q
s15
s

N
N
5

,o
(f,

<tr
\t
,; o
6l
O
o .fffi looo /5,@
E
dl
o
PfrT€ OF C{/N& ffilmrn)
-oOo-
 gtiltlr zrrl,U*lnAJ .ilt Ba
AtRoplAltt fl.tclll tAllUAL D(-6l68
cot?lxY rDlIt0x

PERFORMANCE APL 4.4.4.

Cllmb - e geilqg

OI. CB 17 EATGIATE R,ATIATG DC- 6B O]VLY

CONDITIONS: Max. continuous power on operating engtnes, cowl flape ae noted below.
Prop. feathered on inoperative engine(s), cowl flaps closed (-4o)
Wing ftqps and lancllng geer up
IAS as noted below
Standard atmospheric c onditione

\_
e5

L 20

l-
l/.
o,
ol 5
I
F
o
6t o
.L

L 0
30 35 40 4s
GROSS WEIGHT (IOOOXgS)

L
N- (1) 3-ENGINE SERVICE CEILING appliea alwaya. Ae flight planning with fuel dumping is NOT permitted
max take-off weuht - max. weight with regard to 3-engine gervice ceiling i fuel consumed from take-
off to actuafT6int ert route. (Note that in particular caseg drift down procedure ia ueed after CAA
approval).
..1N- (2) 2-ENGINE SERVICE CEILING appliea on thoee parta of the route where the aeroplane is more thaa 90
r! minuteg from an available landing area. Aa dumpi'g of all fuel except that required-to reach neareat
rt
tl. landing area, ia permltted, the 2-engine aervlce ceiling requirement may limit the max. weight lees
;
6l
fuel.
o
o In eonnection with Service Ceiling the route has a wldth of 9 NM during IFR conditione and 1 NM during VFR con-
a
c ditiona.
a

(morc) Effqctive: Jun.3. E?

APL/Rev. 18 lssue llo.. 3
 PERFORMANCE

Climb - SerYicc Celling (contrd)

02. CB 16 EIVGINE RAruNG

COI{DITIONS: Max" contlnuous power on operatlng engines, eowl flapa a6 roted below
Prop. lcathered on inoperatlve eng{ne(s), cowl flaps clogcd (-4o)
Wing llapa and landlng gear up
IAS as not€d below
Standard atmoepheric condltions

?s

u
F
t!
o.
ctl s
9
F
.t
o
tl 0

0 , 4
30
6ROs5 WETGHT (|OOOt(6S)

N- (1) S-ENGINE SERWCE CEILING appliee always. As flight planning with fuel dumping ia NOT permitted
!Slx. leEe:off welght = max. weight wlth regard to 3-engine seryice ceiling * fuel coneumed from tahe-
off io Ectuilpolntin route. (Note that in particular cases drift down procedure is used after CAA
approval. )

aN
I
(2) 2-ENGINE SERVICE CEILING applies cn those parts of the route where the aeroplane ls more than 90
rninuteg from an avallable landing area. As dumping of all fuel except that required to reach neareat
landi.ng area, ie permitted, the 2-engine service ceiling requlrement may limit the max. weight legs fuel .
t|l
!t
ln connection with Service Ceiling the route hae a width of I NM during IFR, condltioar and 1 NM during \/.Fr( con-
,;i ditione.
6!
o
o
o -oOo-
o
c
a
 AEROPLAilE TUGHT MAilUAI DC.6/68
coilPtltY tDm0I

PERFORMANCE APL 4,4.5.

Climb - Thrge EnEine Drift Down Curveg.

CB 17 EATGIATE NATIIITG DC- 68 OATLY

?>
.92
lo>
OH
d
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ol,
s
t -
F EE
ad
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Lr F $n
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t * I €Ir
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'd
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rat ol (r: oool) rlvucurv ro rHeEH
cra
o
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d
o

Effective: Febr. 15. 5?.

lssue I{0..1
 .frCr/JzrlrYrrrJ rrrur/lE tAtfDn
AEROPI.ANT TTIGHT TUIAilUAI. DC.6/68
(OITIPAilY EDIIIOil

PERFORMANCE APL 4.5.1

Cruise - General

01, CHARTS

The Power Setting Charts are included in APL 4. S. 2 with sheet numbers as follows
4- Engine Cruise
Normal Cruise Sheet 1
Long Range Cruise Sheet 2
Max. Cruise Sheet 3
3- Engine Cruise Sheet 4
2- Engine Cruise Sheet 5
\
02 POWER SETTING

(1) Set power and mixture in accordance with APL 3,3.2., 03. (5) and Power Setting Charts.
{ Itl-ot.e: When CAT deviates from OAT the same correction as for preheat (tlZ't rrray
lLroC)
be introduced.

(2)As.thef.ullt4rottleheightvarieswithOAT, IAS, engineconditionsetc, andthefuelplanning

is based on the chart power settings it has been necessary to give full throttle heighis with
some margin. This means that it may quite often be possible to obtain a more favourable
power setting inthis rangethan given inthe Power Sctting Chart. For this purpose the follow-
i.ng method may be used.

When the BMEP given in the Powgr Sgtting Ch?{! is below the maximum permissible (153 psi
LB I 148 psi HB) and the RPM;xc;;?;J6'6TT;ilI; futt throttte position has not actuatiy been
reached, adjust the power setting as follows:

(a) Set power and mixture in accordance with the power Setting Chart.
(b)calculate the differenqe between BMEP = 153 psi in LB resp. 148 psi in HB, and the aetual
chart - BMEP.
(c) Increase MP without increasing the BMEP more than the above calculated BMEp-difference.
At the same time decrease 50 RPM for each 4 psi increase in BMEp.
(d) Check mixture setting.

03. POWER SETTINGS OI{ REGULAR LEGS

(1)NORMAL CRUISE is the standard cruise procedure and is lrased on 1100 BHP. However, at
gross weights at which 1100 BHP is insufficient to maintain 1,05 Min. Speed for Comfor.table
Flight Characteristics the Power Setting Chart is based on Long Range Cruise powr:r. The
corresponding BHP will be 1100-1165 BHP in LB for DC-6 and 1100-1240 BHP in LB for DC-6E}
and 1100-1200 BHP in HB for DC-6 and DC-6Et.

(2) LONG RANGE CRUISE will generally give longer range and/or higher payload depending on wind,
altitude and gross weight, and shall be used as required with regard to payload and schedule.
Long range cruise is based pn polrer settings giving speeds equal to 1. 0S Min. Speed for Comfort-
able Fli.ght Characteristics. The corresponding BHP in LB willbe 116b BHp and 1240 BHp and
downwards for DC-6 and DC-6I} resp, and in HB 1200 BHP and downwards for DC-6/6p1.

(3) MAX.CRUISE shalt be use.C, if necessary, to keep to schedule on the following routes/1egs:
I

rO SK 501 STO.CPH
<{ SK 566 PAR-CPH
;
6l
o
o
MAX-CRUISE sha11 not be used on other legs than the above mentioned.
@
d
o

(more) Effective: Febr.15.57

lssue No 1
 PERFORMANCE

Cruise - General (contrd)

Max. cruise is based on 1200 BHP. However, for DC-68, at gross neights at which 1200 BHP
is insufficient to maintain 1,05 Min. Speed for Comfortable Flight Characteristice the Power
Setting Chart is based on Long Range Cruise power, The corresponding BHP will be 1200-
1240 BHP in LB.

04. POWER SETTINGS ON ALTERNATE LEGS

Normally Long Range Cruise shall be used between destination and alternate, Normal Cruise may,
however, be used on alternate lege if payload is not limited by tankage.

LongerrangemaybeobtainedbyusingspeedforMax. RangegiveninAPL4.2.3. togetherwith

minimum permissible RPM = 1600"

CAUTION: Observe BMEP - Iimits as specified below. \

05. POWER SETTING FOR HOLDING

Use holding Power Settings given in the Long Rangc Cruise Power Setting Chart, Longer endurance
may be obtained by using speed for Max. Endurance given in APL 4.2.3, together with minimum
permissible RPM = 1600,
CAUTION: Observe BMEP - limits as specified below.

06. REDUCED POWER

If reducedpower is wanted, reduce power by primarily decreasing RPM (not MP) but without exceed-
ing the BMEP - limits given bclow, and wlthout going below the minimum permlssible RPM = 1600.
Note: This also applies to descent.

.)
07, BMEP - LIMITS

In connection with use of power settings not eiye.n in the Pon'eJ Setting Charts do not exceed the follow-
ing BMEP - limits:
LB: 150 psi.
HB: 145 psi. }

-oOo-

I
,o
r)
$r

;al
o
o
a
 tHrlDrlil Yll,l,Arrur/JES lzir6n
AtROPtANt TTIG}IT TNANUAT DC.6IEB
(OftIPANY TDIIIOl{

PERI'ORMANCE APL 4,5.2.

Sheet 1
Cruise-Power Setting Charts

01. 4.ENGINE CRUISE

(I) NORMHL CRUIsE

cr,.06s iarGlm 48000 - 46000 K0 I'IITI-JPII :i;TT I1,IO, DiltP-rRo|: GII(xS liIICiII
II:l!,'ris Oi,l,,iluj:
46C00 - 440OC KG
rr r) 1I],IE rn' x) T]IG
tdP BlmP 1rTIG 4il\-e llRs: us Rl]]l Itr' ]]IEP LJ.IG 4rli'G tl.:is: lls
re/'a oHT ('C) i.E,I.
'Hg -10 -20 -10 0 +10 +?o ,rGlu i1'

11.E
H. B.

l.4a
1072 1152
fio0 1t49 1T 110C lt49 241
1100 rt49 21OO 1! 27r 1100 I i49 185
21oO l.t49
\-r L. 2 27L
110C)

1100
182
184
2)4
2t4
752
259
taj6
to52
iB5
185
244
216
L, B,

21AO 1 100 lt49 185 21i 151 56 fail0 \e5 2)2

2r@ 1100 7:49 186 242 11.5 10o4 185 229
225C 1080 1t 51 t9a 2L00 1!.5 5' 992
253 1058 \t5) t90 2100 1r.5 151 980 2t a2 185 222
10t6 !:55 1'C 224 0r0 .5 Laz 216 96a 2t 05 2lA
215a 1020 7t5i i90 22C 2000 11 r5't 900 1e6 2t5
12.5 150 247 1004 2t CA 190 2t'l 200c )1 !51 22)- 9A) 2:l) 1J9
2100 2tOl 190 21,
9BB 2000 J1.) 15J 22I 900 2:lj 191 215
13 964 2:04 190 2tc 2000 153 227 900 2.L1 i9J zU
205O ,, 215 916 2:45 190 20i 2000 14 75J 9ar0 t95 2t,
2!r00 14 t5, 22r 900 192 2A6 2000 14 r5a 22L 2tl,
900 t-91 212

oRoss ifffcirl 44000 - 42000 Kc GAOSS .rrIGi{I' 420CO _ 4o0oo ]{C

]'I' ^/ TN,r! 1T'x)
Rr1,1 u,cf+^e tlIls: Rlx,t IltI, BIfl]]' rroc j+u',,rc ulrs: *,1,*
'Hs 1,SI t<ch x[trt. TJ oar ("c )
l,sr KG/tr ilr,t. m
la tlA tZA BO \69
t1 141 266 1080 l.:51 247
1112 1 r,+3
H.B l.46 1108 1,.18 ti7
1112 1:48 !i) 24'l t'l'l 25\ tt B

L
2 26t 1000 1;51
t1r2 !,48 t'I6 244 ;2 259 lai2 i,'A Ii'l
1112 1,48 uB 244 t1 )6 1C40 L"l7 241
!152 246 1008 lt t77 244
19
Na2 7t56 ie1 242 24L 930 2:02 2)"1
lo24 7:57 I31 2200 )0 140 229 2tA9
9)2 1'13 211
995 181 2)4 2100 225 915 lSt- 2J4
2t02 21L
i 980 181 210(l 147 9t6 2: fi
\* 20)O ,\.5 150 9t2 181 227 2A5C )1.5 lij 224 972
rBa
185
213
2)2
2000 15' 221- 900 !B' 225 2000 )7.5 i5, 22t 900 '2: L) 103 211
2000 12 t5, 221 900 IB5 225 2000 12 75i 221 ,00 2t L) 19C 214
t, 2000 12 753 9AO 188 224 2COr) ,2 15) 221 9AC 2tLi 19\ 229
200c t5) 22t 900 190 2.21 2000 )2,5 r51 2r. 900 t9, 228
2000 ,, L51 221 900 792 ?22 2.J00 5) 221 900 2tL) t95 ,225

2000 13 9m t94 22t 2oco )3 t5) 22r 900 197

2000
2000
L5)
15, 22\
900
2tl,
L96 2t9
4a lzoaa t5) 221 ,00 t,) 22)
9Cfi 218 20c0 )r.5 !54 227 9Aa 222
2000 14 rrl 227 900 2tli t99 217 \--l I
zooo J4 !5) 22I 900 2C2 220
I 2C00 14 r53 2?L 900 2tl1 20I 2000 14 15, 22r 9CC 2(4 2le
MP-CORR. EOR TEMP. DLVI4ION FROM STD. (Corr. in diagran as dotted tines): Temp. above std: +1/2,'/6oC
c':-
6 Temp. belowstd: -t I 2'.' I 6aC
:r turP-.ORR FOR * PREHEAT: ,/2"1ooc difference between CAT and ()AT
;
At
x) 4 ENG. FF includes 16 kg fuel fo! variation in iuel consumption and Ior heaters and de-icerts.
o
o B\4I,'P , RPN,{
H Torquemeter BIIP : ---* Engihe BHp -- torquemeter BHp -t i 3 BHp for cabin s,.rpercharging.
o 283
d
E)
= Speed6 below l\{in. Speed for Comfortable }.light Characteristics,

(more) Effective: F eb. 15" 57.

lssue No.. 1
 PERFORMANCE

Cruise - Power Setting Charts (cont'd)

01. 4.ENGINE CRUISE

(l) NoRMRL tRUlsI

C;tOjS ilnlcill 40000 - ,8000 {G
m*)
ii4l iail Bi,iEP l!]NG 4ilrG IIIiS: l!S
OETTC) ,Iia PSI Yfr/n ig
-50 -40 -30 -2a -lo a +to +zo l-b
2as) 3o t16 257 104 4 r:55 i61 ]'+9
1t 119 261 to6B Ll1 2rt H,B
)o. 140 256 1040 l.t55 t1) 252
,o 141 249 1012 1:53 t71 24'l
10.5 u7 242 984 711

1L 242 9U 2:42 tl6 241

2roa 29 t)4 2i) 9i6 2t05 t79 242
2250 29.5 t)i 2j2 944 2,O7 181
220a 10 140 912 2tC) t83 241
2 ]00 t"47 225 915 2: l-L 185 244
2100 11 147 9a6 2:11 lBB 239 L,B.
20ra 5r.5 lro 224 912 190 217
2000 r51 221 900 2.11 19r 216
2000 \5' 900 79'
2000 12 151 22t 900 19i 21'
2AA) 12.5 151 22I 900 2:11 t97 212
2000 t51 227 900 2. 11 198 2ra
2000 $, 900 200 228
2000 ,1.5 151 221 900 2i)2 227
2000 )1.' t)) 22! 900 2 tIl 241 225
2 000 14 751 221- 900 2tl7 245
2000 r,J 900 2 tt) 2a6

ll;tojs ,ralG]ilS Ir:rLO',1 ,8000 r0

1.0.;ul sl!'rTllrcs irIlN:1,'ri) vs. GRoSi
gr x) 1
,)5
)) )L 29

iLll|1 III BIIMP Lcnc [;llc IAiJ '.tril Li. '1, - Ii; IhS
OAr ('c)
I

ItI )\c/1t
.50 -40 -3o -?O -tO O */O +?o
tt4 f0, 2t9
2lo0 29.'.) 2'A ta1?. 1?o 256 u5 262 L79 26A t82 215
225o 29,5 L)',t ?r2 ).a24 r"l2 2y 717 26L 181 266 184 27t 187 2't7
22tn ,o 140 249 1012 25i t'I9 26a tB1 1S6 2'lo 1BB 2'14

2t5O ,o tlJ 246 1000 171 181- 254 1B' 26) 187 26a 190

2100 )o.5 t47 242 984 r"t9 2r\ tB1 257 rB6 26t 189 265 191 269
2loo 141 242- 9e4 181 254 tB5 255 l.eB 219 19r 26) 19t 267
21Oa 2) 114 956 t1l 219 1B'/ 254 ]90 258 26\ 194 265

225A \)1 2J2 944 tB5 248 189 252 L92 256 \94 196 ?61
22AO 1a 140 229 9)2 18? 246 191 250 19) 254 196 19s
2100 17 t4'l 9t5 189 245 L9i !95 252 t97 255 L99 253
2100 J7 t4'l 22' 9t6 191 244 194 217 L9't 250 !99 25' 200 256

2450 r50 224 912 t9) 242 196 245 198 249 200 251 202 254
20c0 11,5 151 900 19' 240 t97 241 200 247 2C2 249 203
2000 1r1 221 900 t96 219 t99 242 2Al 2A' 241 2a5 249
2000 )2 t5, 22t 9Cfr L9B 21"t 201 242 24J 204 245 206
2000 \5t 900 200 2)5 202 2Je 244 241 2a6 2A'l 245

2000 11 t51 227 900 2Cl" 20, 216 2a5 247 24r 249 24:
I
2000 11 !5, 22t 900 2A' 245 214 2a7 2t1 209 219 210 24a
,o 2000 11,' t51 227 900 244 2tJ5 2)2 208 245 214 2a6 2U. 218

2000 1).5 t5) 227 900 2a6 2i)B 4A 209 21) 2L1 2r3 2i6
N
6 2000 14 t51 22t 9cn 2ix 226 20.) ztl 2ia 2t) 212 2r4 214
1
6
2AOA )4 t, 900 224 210 226 212 214 2L5 2rr
N
MP-CORR. FOR T'EMP. DE\TIATION FROM S'ID. (Corr. in diagram as dotted lines)i Temp. above std +112'l6oC
Temp. below std: -tl2,,l6oc
o MP-CORn. FOR PREHEAT: +ll2"llOoC difference between cAT and OAT.
d
o x) 4 ENG. FF includes 16 kg fuel for variation ln fuel consumption and for heatere and de-icers

Torquemeter eHP= EYEI-.3BM Engine BHP = torquemeter BHP + 13 for cabin Bupercharging,
 t@ilOtya yrifl , iRIa/UES t?trafl
AEROPTANE FTIGHT IUIANUAL D(.6/68
CO'IIPAilY TDITIO9{

PERFORMANCE APL 4.5.2

Sheet 2
Cruiqe - 19-". Setting Charts (cont'd)

01. 4-ENGINE CRUISE

(2) LONG RANGE CRUISE

$ 8 a 8
ts
a I &

E EaE
q I
E HEJ
9 H T x E a, I sa
F I

\* 8
E
N 8 s
tr
E
fi
I
E & $
E 8 d $ :i x s x s
E
EJ E q s
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s I 8 8 8 p 8 8 8 8 8
;
L 9
B

H
B 8 8 R 8 8
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a{

s 8 H
E e I s
6: oi n
q N a d a
h S
8 a
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8 8 R
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p- Lr
a 6R
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s I
g I $ s
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8
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g s s J
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a,i
"i ts

x
8 8 8 8 I 8 a I
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&
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H]HI *SS Ho *;:i El g!tYI
;'l o o o +! 6r,
tslsl-
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9lffl 5, ;E I
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etat ,qf;Ei
dEi is
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cd :dHts X F tr:
@

(rnore) Effective: Feb. 1S.57

lssue No . 1
 PERFORMANCE

Cruise - Power Setting Charts (cont'd)

01, 4-ENGINE CRUISE

(2) LON6 RANGE CRUISE.

q g r
cN 3 o r 6
6
r
F
F
6
I
I
I
& N N N d d

ts o r o o r rN o r 6 N
N

H
E
& :dts N N ol
-o o a o o
u I N a
s P
N I N N
E N o 6 @ r \d
o H r r s I
I
tr >r
a
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r so 6 r i\ 6
N
H
il

H H
q @ N o N N N N
6
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A
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o N s s N N
I
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sN I
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rN rN rN rN rN rN F
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 tA/gOrUAyrAp,rrelryE:{tywEU

AEROPTAAIE FI.IG}IT TNAilUAL 0C.61&M

c0mPAi{Y rDrTl0ri

PERFORMANCE APL 4.5.2.

Sheet B
Cruise - Power Setting Charts (cont'd)

01. 4-ENGINE CRUISE

(5) MAX. CRUISE. UU

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(more) Effective: Feb, 15,57

lssue No.. 1
-_l
 tailonyd yc#& a{ert&E$ sxgffi c{

AEROPIAruI THG$IT trIAffi[JET &(-81&ffi

(OffiPAilY EDITIOT{

APL 5,2.
02. 3-ENQTNE CRUTSE S heet 4
MIXIUE SETTItsGI MP.DROP:
TISWEs ON WITE - 9 PSI
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rorqr.eeto! BsP . !@e-'-3:I l.6ia" ps!.
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(more) Effective: Feb.15. {7.

lssue No 1
J
a
 frGr/yDrlyryrt* ;rQrrflEf tfirf6 l
A[ROPtAilt TUGHT IUIANUAT D(.6168
(OilIPANY TDIIIOT{

PERFORMANCE APL 4. 5.2

Sheet s
Cruise - Power setting charts (cont'd)

03. 2-ENGINE CRUISE.

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-ooo- Effective: Feb. 15. 57

lssue No-.1
'-\
 MflOrt yTrt rrRt tct ttmail
AEROPTATIE TLIGHT TTIAI{UAI. DC-6/68
c0ilPlltY rDITt0ll

PERFORMANCE APL 4.6.1

Sheet 1
Range - General

01, RANGE

(1) Charts

The Range Charts for different cruisemethodsare included in APL 4.6.2. with sheet numbers as follows:
(a) 4-Engine Cruise

- Normal Cruise
TAS vs, Height and Gross Weight Sheet 1 (front)
L Fuel vs. Time and Distance, Std. Density Height: 6 000
8000
FT
FT
Sheet 1 (back)
Sheet 2 (front)
1 0000 FT Sheet 2 (back)
1 2000 FT Sheet 3 (front)
14000 FT Sheet 3 (back)
16000 FT Sheet 4 (front)
L 18000
20000
FT
F.T
Sheet 4 (back)
Sheet 5 (front)
22000 FT Sheet 5 (back)
24000 FT Sheet 6 (front)

Long Range Cruise

TAS vs. Height and Groes Weigtrt Sheet ? (front)
Fuel vs. Time and Distance, Std. Density Height 6000 FT Sheet ? (back)
8000 FT Sheet I (front)
10000 FT Sheet 8 (back)
12000 FT Sheet I (front)
14000 FT Sheet I (back)
16000 FT Sheet 10 (front)
18000 FT Sheet 10 (back)
20000 FT Sheet 11 (front)
Max. Cruiee
Ge Climb Chart APL 4.4.2, and power Setting
Chart Max. Cruise, APL 4. S.2. , Sheet 3, for flight pianning.

Holding
Holding fuel is obtained from the holding power settings given in the Long Range Cruise power
Setting Chart.

and not 1n Charts

For heights those given s and for time longer than that given in Range
Charts, find fuel consumption in Power Setting C harts, column 4 ENG. tr.F and g ENG. FF resp
(b) 3-Engine Cruise
TAS vs. Height and Gross Weight, see ApL 4.6.2., Sheet 4
Fuel vs. Time and Distance, Std. Density Height: 4000 FT Sheet 12 (frout)
8000 FT Sheet 12 (back)
12000 FT Sheet 13 (front)
16000 FT Sheet 13 (back)
20000 FT Sheet 14 (front)
24000 FT Sheet 14 (back)
I

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(more) Effective: Apr.23.57

APL/Rev. 2 lssue l{0.. 2
 PERFORMANCE

Range - General (qoq!'4)

(2) Conditions on which the Range Charts are based

FueI and time for take-off and climb in std. temp. is included in all charts except in those for S-engine
crulse.

A- Furthermore all charts include 1.5% tolerance for variation in fuel consumption and fuel for heaters
and de-icers.

(3) Temperature correction on "FUEL CONSUMEDrr when using Range Chafis for fuel calculation
Determine the difference between climb time in actual temperature and climb time in std. temperature
Add 12 kgs fuel for each minute difference,

(4) Fuel for engine run-up and taxiing

When calculating tankage, 60 kgs additi.onal fuel must be added for taxiing and engine run-up This
fuei will be consumed when the aeroplane is ready for take-off.

(5) Use of different cruise methods: See APL 4. 5. 1.

02 TAS VS. TIME FN,OM TAKE-OFF (HOURS)

(1) Charts

The TAS vs TIME tables are included in APL 4.6.3

(2) Conditions on which the TAS vs TIME tables are based

TAS for first hour : average TAS during first hour, thus including TAS for climb and cruise

(3 ) Use of tables

Obtain TAS by entering table with take-off weight on nearest 1000 kgs, Interpolate when necessary.

Obtain TAS for the first hour after the beginning of an en route climb by decreasing the TAS for the
new height by 2 KT for each 1000 FT of climb. Thereafter TAS-figures for the new height are valid
without correction,

N -03. PNR-CHARTS = CHARTS FOR CALCULATION OF POINT OF NO RETURN

(1) Charts

The charts are included in APL 4.6.4.

I
! (2) Conditions on which the charts are based

(r "Safe Endurance" includes 5% route reserve and I hour holding. The return flight is calculated on an
r) altitude of 10000 FT.
N

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6t
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 fiohJDrt r,t rt rtrutt$ tunat
AEROPTA}IE FI.IGHI MAilUAT DC.6/68
coilPAltY IDtfl01l

PEi.FORMANCE APL 4 6.1

Sheet z
Range - General (cont'd)

N - 04. PET-CHARTS = CHARTS FOR CALCIJLATION OF POINT EQUAL TIME

(1) Charts

The charts are included in APL 4.6.5

(2) Conditions on which the charts are based

The charts are based on an average altitude (14000 FT) and on average TAS (238 KT and 220 KT for
normal and long range cruise respectively).

-oOo-

t"

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Effective: Apr.23.5?
APL /Rev. 3 lssue l{0.. I
..
 t4nztlU Yrr,J rrRlrlet tztf0t
AEROPTANE ITIGHT TUIANUAT DC.6/6B
(OfrIPANY IDIIIOI{

PERFORMANCE APL 4.6.2

Sheet 1
Range - Range Charts

01. 4.ENGINE CRUISE

(1) Normal Cruise

(a) TAS vs. Height and Gross Weight

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lssue No.. 1
 PERFORMANCE
Range-RanEe Chartg (cont'd)
01. 4-Engine Cruise
(1 ) Normal Cruise
(b) Fuet vsTime and Distance, Standard Density Height 6000 FT

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 tOnDrlAlYrriJ rtRlrlEt tZiIE,
AEROPTANE FIIGHT fiIAl.IUAT D(-6l68
COMPANY TDITIOT{

APL 4.6.2
Sheet 2

PERFORMANCE
Range-Range Charts (cont'd)
0'1. 4-Engine Cruise
(1) Normal. Cruise
(b) Fuel. vsTime and Distance/ Standard Density Height 8000 FT

\_

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N
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(rnore) Effective: Feb. 15.57

lssue No.. 1

l
 PERFORMANCE
Range-Range Charts (cont'd)
4-Engine Cruise
0'1.
(1) Normal, Cruise
(c) Fuel. vsTime and Distance, Standard Density Height 10000 FT

N
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6
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 tAnDr/ir YrUfr , tRlrlEt tuf6il
AEROPTANE TLIGHT MANUAI. DC.6/68
(OMPAilY TDIIIOil

APL 4.6.2.
Sheet 3

PERFORMANCE
Range- Range Charts (cont'd)
01. 4-Engine Cruise
('l ) Normat Cruise
(d) Fuel. vsTime and Distance, Standard Density Height 12000 FT

l.-

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lssue No.. 1
 PERFORMANCE
Range-Range Chartg (cont'd)
01. 4-Engine Cruise
(1) Normal. Cruise
(e) Fuel. vsTime and Distance., Standard Density Height 14000 FT

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 tGr/JDrll Yrrlf l rrur/lEt SllIArl

AEROPI.ANE FTIGHT IIIANUAL DC.6/68

(OilIPANY TDIIION

APL 4,6.2
Sheet 4

PERFORMANCE
Range- Range Charts (cont'd)
01. 4-Engine Cruise
(1 ) Normat Cruise
(f ) Fuel. vsTime and Distanc€, Standard Density Height 15000 FT

-+-1'-1 + f t++

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lssue No.. 1
 PERFORMANCE
Range-Range Charts (cont'd)
01. 4-Engine Cruise
(1 ) Normat Cruise
(g) Fuet vsTime and Distance, Standard Density Height 18000 FT

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 tA/YDr,f, Yrlfl ,tRll/UEt tAtf&,
AIROPIANE FTIGHT MANUAL DC.6/68
(OMPANY TDITION

APL 4.6.2
Sheet 5

PERFORMANCE
Range-Range Charts (cont'd)
/'-Engine Cruise
01.
(1 ) Normat Cruise
(h) FueL vsTime and Distance, Standard Density Height 20000 FT

n
N

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(rnore) Effective: Feb.15.57

lssue No 1
 PERFORMANCE
Range- Range Chartg (cont'd)
01. 4-Engine Cruise
(1 ) NormaL Cruise
( i ) Fuel. vs Time and Distance, Standard Density Height 22000 FT

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 ficfiJztt yrrt rraaJft tztra,
AEROPTANT FTIGHT TNANUAI D(.6/68
(ofrlPAltY IDtlt0lt

APL 4.6.2.
Sheet 6

PERFORMANCE
Range-Range Charts (cont'd)
01. 4-E ine Cruise
(1 'Normal Cruise
(j ) Fuel. vsTime and Distance, Standard Density Height 21000 FT

f
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6
N
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(more) Effective: Feb. 15. S2

lssue No.. 1
 INTENTIONALLY LEFT BLANK

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 tCJilDr/]rYrrlrrHUJEttZfTAtl

AEROPTANE FLIGHT TTIANUAT D(.6/6B

coilPAt{Y tDtTl0il

PERFORMANCE APL 4 6,2

Sheet 7
Range - Range Chafis (cont'd)

01. 4-ENGINE CRUISE

(2) Long Range Cruise (a) TAS vs. Height and Gross Weight

o
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(more) Effective: Feb. 15. 57

lssue No., 1
 PERFORMANCE

Range - Range Charts (contrd)

01, 4-ENGINE CRUISE

(2) Long Range Cruise

(b) Fuel vs. Time and Distance, Standard Density Height 6000 FT

0ri!:3rv) oNl/$ uoj 03133uu03 3a,,ll1

r@o{o Neoor @ @ s fl o

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 lAnDrilU YrrlJ r rRlr/JEt .fztfat,

AEROPTANE FTIGHT TUIANUAT DC-6/6B

COTTIPAI{Y TDITION

PERFORMANCE APL 4,6.2,

Sheet 6
Range - Range Charts (contrd)

01 . 4.ENGINE CRUISE
(2) Long Range Cruise
(c) (FueIvs. Timeand Distance, Standard Density Height g0O0 FT

Flrur:sJq) oNtA\ uol 03lc3uu03 31,,lt1

r @ o { o Noo@r @ o I N o

\*

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-
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(more) Effective: Feb. 15.57

lssue No.. 1
 PERFORMANCE

Range - Range Charts (contrd)

01 , 4-ENGINE CRUISE

(2) Long Range Cruise

(d) Fuel vs. Time and Distance, Standard Density Height 10000 FT
(uru!:3rq) 0Nt,t1 uoJ 03lc3uu03 3t^lt1
F@h{o Noo@r @ o { N

,o
@
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 IA,YD|il,YIU,J rrn rlEt tZJfArl
ATROPTANE TTIGHT TNANUAT DC.6/68
(OMPAilY TDIIIOT{

PERFORMANCE APL 4.6.2.

Sheet g
Range - Range Charts (conttd)

01. 4-ENGINE CRUISE

(2) Long Range Cruise
(e) Fuel vs. Time and Distance, Standard Density Height 12000 FT

(lrlrrj:3Jl.t) oNl,! u0J 0fl33u803 3t,il1

@6 o 6 F @ { ON o

++

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+
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(more) Effective: Feb. 15. 5 7.

lssue No.. 1
 PERFORMANCE

Range - Range Ch?!ts (contrd)

01. 4-ENGINE CRUISE

(2) Long Range Cruise
(d) Fuel vs Time and Distance, Standard Density Height 14000 tr.T

(lflur:srq) oNll uoj 03133uu03 SN|I

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 fiA,YDrilnYtit 8lHr/JEt tXftE l

ATROPLANT FTIGHT TUIANUAT DC-6/68

COMPAilY TDIIION

PERFORMANCE APL 4.6 2

Sheet 10
Range - Range Charts (cont'd)

01 . 4-ENGINE CRUISE

(2) Long Ranqe Cruise

(g) FueI vs. Time and Distance, Standard Density Height 16000 FT

(urur:3Jtl) oNlA\ uol 03133U903 SNlt

r@6{O N o o @ F @ 6 € N o

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@

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r@e{oN hso
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('ulu.r:srq) oNl,tt ON Nl 3l.lll
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(more) Effective: Feb.15,5?

lssue No 1
 PERFORMANCE

Range - Range Charts (contrd)

01, 4-ENGINE CRUISE

(2) Long Range Cruise
(h) Fuel vs. Time and Distance, standard Density Helght 18000 FT

(u!ur:trq, 0Nl,t1 uoJ 031o3UUOC 3N[

F@6{O
SFPo.ots o n { art

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6{ F(foO
F \. o N o
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 tAilDr/JUYrliJ rrn ltEt tZlfDQ
AEROPTANT TUGHI TTIAilUAt D(.6/6B
(OTIPANY IDIIIOTI

PERFORMANCE APL 4.6

Sheet 1 I
Range - Range Charts (conttd)

01 , 4-ENGINE CRUISE

(2) Long Range Cruise

(i) Fuel vs. Time and Distance, Standard Density Height 20000 FT.

prur:sJt{) oNli,\ uol 03I338U0C 3l^ll1

r@o{o NoooF @ D { N o

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(a ('ulur:sJq) oNlm 0N Nl El.lll
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lssue No . 1
 INTENTIONALLY LEFT BLANK

N
co
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cn
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 tclilOrli Yrlfl ,Crnlr/UFt tArfa l
ATROPTANE TIIGHT TUIANI'AL DC.6/68
(OMPAilY TDIIION

PERFORMANCE APL 4.6.2

Sheet 12
Range - Range Charts (contrd)

02, 3-ENGINE CRUISE

(1) Fuel vs. Time and Distance, Standard Density Height 4000 FT

\-

L-

N
@

;
N
o
n
o

(more) Effective: Feb. 15.57

lssue No 1
 PERFORMANCE

Range - Range Charts (contrd)

02. 3-ENGINE CRUISE

(2) Fuel vs. Time and Distance, standard Density Height 8000 FT,

-o
N

to
N

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(more)
 tCrlfar/J, YrUl rlnlrlet tfrf0n
AEROPTANE TLIGHT TNAilUAt DC.6/6B
COt|lPANY TDIIIOil

PERFORMANCE APL 4.6,2.

Sheet 13
EglgC : Range Charts (cont'd)

02, 3-ENGINE CRUISE

(3) Fuel vs. Time and Distance, Standard Density Height 120000 FT

L.

N
sl
6
N
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(a
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(0

(more) Effective: Feb. 15.57.

lssue No.. 1
 PERFORMANCE

RanAe - Range Charts (contrd)

02. 3-ENGINE CRUISE

(4) Fuel vs. Time and Distance, Standard Density Height 16000 FT

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 tlCrrJDr,JUYtliUlrnluEttEfDil

ATROPTANE ITIGHT TTIANUAI. D(.6/68

(oiltPAilY tDlfl0N

PERFORMANCE APL 4.6.2.

Sheet t4
Range - Range Charts (contrd)

02. 3.ENGINE CRUISE

(5) FueI vs. Time and Distance, Standard Density ttreight 20000 FT

\_

i
\-

L-

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@

;
N
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(more) Effective: Feb. 1b.57

lssue No.. 1
 PERFORMANCE

Range - Range Charts (contrd)

OZ. 3-ENGINE CRUISE

(6) Fuel vs, Time and Distance, Standard Density Height 24000 FT

-q

-o
<{

N
@

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O

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 tAnDr,l,YrrJ rrn rlJEt tltIarl
AEROPTANE TI.IGHT IUIA}IUAt D(-6i68
(0mPANY rDrlr0t{

PERFORMANCE APL 4.6.3.

Sheet 1
Range - TAS vs TIME from take-off (hours)

01 . 4-ENGINE CRUISE

(1) Normal Cruise

Take- std.
off )ene i ty TAS (rr) YS. Til,rE FR0M TAl(E-0FF (H0URS)
we i ght he i ght
( ooort)
0-l t-2 2-3 8-|l It-5 5-6 6-7 7-8 E-9 9-r 0 l0-il il-12 t2-13 t3- t4 tu-t5
000or€ r

2g 2r7 2t7 25t 253 25r+ 25U 260 2t,l 265 266
22 2rt5 2rt5 255 25[ 252 252 253 253 260 260 26{ 26lt
2t 2q7 2V7 253 252 2t7 2UE 252 253 25E 259 263 26|l
20 2 2L7 2U8 247 2\2 2t3 260 251 257 257 261 261
't|l
t9 235 233 2ut 2qrt 2['l 2Ull ztl.3 2|t3 250 250 255 255 259 259
IE 233 233 2rt6 246 2[0 2S0 2V2 2\2 249 2!19 25[ 251+ 25E 258
l7 t92 23E 2rt I ut2 2r2 236 237 2u 2q2 2q7 2+E 262 254 256 256
l6 t95 238 2\t 239 238 237 23rt 23S 2!t I zt+l 2q6 250 25rt 255 257
l5 t97 237 2r+0 286 2 3rt 23r+ 23C 237 2r+0 2rt3 2+s 2r7 2[9 251 252
lt+ 200 235 256 233 231 232 233 236 239 2H 2rl3 2U5 2t7 2tt8 250
l3 202 233 232 229 227 230 232 23q 257 23E 2r2 242 2rt5 2+5 2!18
48 l2 20'l 230 229 227 226 224 23t 232 236 237 2!10 2+0 2t+3 2rtl 2+e'
il 206 22E 225 225 225 226 230 230 235 235 238 239 2!l I 2r2 243
t0 206 225 222 222 22[ 22+ 229 229 283 23[ 236 237 239 2U0 2'l I
I 206 222 2t8 2t9 223 223 22E 228 231 232 2g\ 235 237 238 239
E 20[ 220 2t7 217 222 222 226 226 229 230 232 23+ 235 236 237
7 203 2t7 2t5 2t5 22t 22t 22+ 225 227 228 230 232 232 23+ 23tl
6 20? 2t3 2t5 2tu 220 2t9 223 223 226 227 228 230 230 232 232
5 20t 210 2l|4. 2tl 2t8 2tE 22t 222 224 225 226 228 228 250 230

23 2tl7 2[9 253 25[ 25rt 257 26t 2 6tt 266 272 273
22 2r+5 25t 255 252 252 253 253 260 260 26[ 26[ 270 270
2t 2tl7 252 253 247 2*7 252 252 258 25E 262 263 267 268
20 247 2q8 2V8 2\2 212 251 251 257 257 261 26t 265 265
t9 t93 239 2rt|l 2 ['t 2rltt 2rt3 2\3 2[9 250 25U 255 258 259 262 263
l8 t97 240 2[6 242 2[0 242 2q2 2+7 2[9 253 254 257 258 260 261
l7 200 2+t 2t2 240 257 239 2V2 2[5 2\8 250 252 253 256 257 259
t6 203 237 238 236 2 3rt 237 2Ul 2ttu 2'+6 217 250 251 254 254 257
l5 205 236 23[ 21l{. 23q 236 2|l0 2tt2 2rt5 245 2{9 2rt9 252 252 25l4
lu 207 23|4. 23t 232 233 235 239 2[0 2[[ 2r+[ 2+7 247 2q9 250 252
t3 207 231 22E 229 232 233 237 23E 2*2 2t2 245 2+5 2+6 2[9 250
+6 l2 207 228 225 226 231 231 235 236 239 2U0 242 2U3 2[|l 2+7 2+7
il 206 225 225 225 230 230 293 23U 237 238 2|l0 2V2 2+2 2+5 2+5
t0 205 222 224 22+ 229 229 232 233 235 237 23E 2+0 241 243 2+3
I 205 219 223 223 227 22E 2s0 23t 233 235 236 238 239 24t 24t
8 205 216 222 222 225 226 228 230 23t 233 23[ 236 236 239 239
7 205 2ls 22t 22t 223 22U 226 229 229 23t 232 23[ 23+ 237 237
6 205 2t5 219 2t9 222 223 225 227 22E 229 2?0 232 232 235 235
o 5 205 214 2t8 218 22t 221 223 225 226 22E 228 230 230 232 233
N
6
Take- std.
<l
N
o off )ens ity 0-l t-2 2-3 3-U rt-5 5-6 6-7 7-8 8-9 9- l0 r0-il lr-t2 l2-13 I 3- lr+ t4- t5
I we i ght rcight
ll)
cra
o
(6 (l000kq ) lt 000ft l TAS ( l(T ) VS. Tt ilE FROr{ TA KE-OFF ( nouns )
o
i
@
.d
@

NOTE: If climb en route see APL 4.6.1 02. (3)

Feb. 15.57
(more) Effective:
lssue l{o 1
 PERFORMANCE

RanEe - TAS vs TIME from take-off ) (contrd)

01. 4-ENGiNE CRUISE (contd)
(1) Normal Cruise

Iale- srd. TAs (Ir) vs. Tlr{€ fRo},t TA{€-oFF (HouRs)

off
wo ight l€ igit l
0-l t-2 i 2-3 3-{ q-5 6-7 7-E 8-9 9-t 0 l0-t r |-t2 i
r2-13 l3-14]14-15
(t o00tll

247 25q 254 261 261 266 266 273 273 271 277
217 255 25$ 253 253 260 260 26{ 26[ 270 270 274 274
2t 20$ 2+9 2!tE 247 251 252 25E 263 267 266 272 272
20 205 2rtu 2qE 240 245 249 25t 260 261 26't 265 269 270
l9 206 2
'rq
24il 2q3 2rt3 2f0 2t0 253 255 2aE 259 26t 263 265
r8 201 2{0 2t2 217 2q9 25t 253 256 259 26t 267 265
l7 206 2q0 2q0 242 2$5 246 2qS 252 253 256 25 6 259 259 263
i6 208 23? 236 237 2rt I 2{3 2[7 2+7 250 25r 25r.1 25 6 :57 260
4ti t, 20E 23U 23t+ 235 2[0 2U 2r5 2q5 2U9 2U9 25q
t{ 207 230 233 23E 239 2t2 2[q 2V7 2tl 2ri9 250 252 25{
l3 206 232 232 236 237 2U0 2112 2qq 2'15 2t? 2q9 250 25r 25t
206 23t 23t 239 2{0 2+2 24{ 2q5 2+7 246 2{9 2tl9
II 206 230 230 235 23E 239 2'10 2q2 243 2+5 2[5 2t+7 241
t0 201 22q 229 729 233 236 237 238 2r+0 2ql 243 2q3 2U5 2{5
9 207 223 22E 22E 231 232 2 3r+ 235 236 238 239 24r 2tIl 2(3 2rl3
E 20E 227 229 230 232 23q 23q 236 237 239 2rt I 2u
7 20E 22t 226 227 228 230 232 2N3 23'l 23? 237 239 239
6 209 220 223 223 226 229 230 23t 232 235 2s5
5 2ta 2t6 22q 225 228 229 230 230 233 233 234 234

201 250 253 254 284 259 26t 262 266 273 273 277 2n
205 253 253 253 257 260 263 26tl 268 270 27tt
2t 206 2q7 2t7 250 2a2 256 25E 26t 263 265 268 270
206 2r+5 247 25q 257 26t 263 265 ?67 269
l9 205 242 2t2 2rt6 250 255 257 260 260 263 26{ 267
t6 206 2{0 2r2 2${ 2[9 250 25{ 255 25E 258 26t 265
t7 206 238 2q 2$3 2[E 2 rtE 242 262 256 256 259 259 262
t6 207 236 2{l 2{6 2$6 250 250 25q 25{ 256 260
l5 206 236 2ft
{2 l$ 20E 23[
2[O
289
2t[5 215 2UE 249 251 25{ 255
239 2$3 2BS 2T6 2tt7 2rt9 25r 252 253 25rt
l3 200 233 287 28t 2t2 2r2 2rt{ 2|l5 2\7 2{9 250 25t 252
2t0 232 236 286 2f0 2T0 212 2q3 2[5 247 2{6 2q9 2[9
lt 2t0 231 235 295 2Sl 236 2$0 2{2 2rt3 2{5 246 247 2117
t0 2il 229 233 233 236 236 239 2r0 2q 2tl3 2rtrt 2q5 2q5
9 2| 228 292 232 23$ 235 237 238 239 2tt 2v2 2q3 2{3
6 212 230 230 232 233 235 236 237 239 239 2U 2qt
7 2t2 22E 228 230 23t 233 234 235 237 237 239 239
6 213 223 228 228 230 23t 232 233 235 231 237
E 2tt 22a 226 226 228 225 290 23t 233 233 234 23rl

2{ 206 253 256 259 282 266 266 273 273 2?8 219
23 207 253 25q 259 261 26t 266 27t 2?l 216 276
22 209 253 253 25E 260 263 26[ 268 270 2f3 27tt
2t 20s 250 252 256 25E 26t 263 265 267 270 272
20 20E 2{6 25r 26{ 257 268 28t 263 265 267 269 269
l9 2Q8 2rt5 250 752 255 257 259 261 263 2 ort 267 287
It 2il 2t$ 2T9 250 25{ 256 254 259 26t 262 26{ 265
l7 2t2 2ll3 2{6 2{0 252 25t 256 251 256 260 262 263
t5 2r8 2tl2 2rr8 2V? 25t 25t 25{ 25$ 2t6 257 259 260
t5 ztl 2{l 2rr5 2[5 2ra9 2$9 252 232 29t 255 257 25E 260
il 0
IT 2tt 2t9 24f 2[{ 2t7 217 250 250 252 253 253 258
l3 2r5 28E ztl2 2[2 2t5 2[5 2|lE 2$9 250 2il 252 25rt 255
l2 2t5 236 240 2t0 2|}3 2\3 2q6 2t+7 2q8 2[9 250 252 2a2
il 2t6 23rr 239 239 212 212 2UI 2q5 2q6 247 2{8 2ll9 2{9
IO 216 233 237 237 2[0 2q0 2q2 2q3 2rtrt 2t5 2q5 2q7 2t7
I 2t6 2Xt 235 235 238 23E 2U0 24t 2t12 213 2|l3 2$5 2f5
6 2t7 230 23't 233 236 236 23E 239 2r0 2{t 2$l 2s3 2[3
7 2tf 224 23t 231 23|l 231 236 237 236 238 239 2rt I 2{l
6 zta 2S0 2r0 232 232 23rt 235 2t5 236 236 23E 238
5 2t8 225 228 229 230 230 232 233 23rt 2srt 236 236
!
a I.k!-
otl
3td.
t,
o D.m I 0-l t-2 2-3 s-[ [-5 5-6 6-l 7-8 E-9 9-t0 0-l lt-t2 l2:1 3
:
I

ro rc lght hc ight
<r (lo00le) (roo.rtl TAS (XT) v3. rtxr FRor TAl(E-oFF
n
N
o
o
o
(d
NOTE: If climb en route see APL 4.6.1. 02. (3)
.A (more)
 tanDrttyrrif ,rmuJEt tzlla,
ATROPTAiIE TI.IGHI TTIAiIUAL DC.6/68
(OTIPA}IY TDIIION

PERFORMANCE APL 4.6.3.

Sheet 2
Range - TAS vs TIME from take-off (hours) (contrd)

01. 4-ENGINE CRUISE

(2) Long Range Cruise

Take- std.
off Densi ty TAS (Xr) VS. Tll,tE FR0M TAKE-0FF (H0URS)
weight rheight
(lmo<s) (toofr) 0-l l-2 2-3 3-rt It-5 5-6 6-7 7-8 8-9 9-r 0 l0-lr lt-t2 12-r3 t3-14 ll}-15

20 2r+t+ 2q7 2U8 2V7 2[2 2[2 237 237 230 230 227 22[
t9 233 233 2+4 2U[ 2UU 2Ult 239 23s I
233 233 22E 227 22r 220
t8 233 233 2[6 2$6 2ll I 2u0 235 235 232 229 226 223 223 217
225 22r 220 220 2t5
L- t7 t92
r95
238 2|}t 2+2 2\2 23E 237 232
xa
231
228
227
225 222 222 2t6 216 2t5
t6 238 2qt 299 238 23U 233
t5 t97 237 2rr0 236 23ll 230 229 226 22+ 222 2t8 2tE 2r5 2ts 2t3
l0 200 235 286 239 230 227 226 223 22t 219 216 2t5 213 2il 2t0
r+g t3 202 233 233 229 227 22* 222 22t 217 2t6 2lI 2t2 210 208 207
t2 20rr 230 2ls 226 225 222 2tE 2lE 2ru 213 2il 209 20E 206 203
il 206 224 226 22g 220 2t9 215 2r5 2ll 210 209 205 205 203 200
t0 206 225 222 220 2t7 2t6 2t2 212 208 207 206 292 202 200 197
I 206 223 218 217 2lI 2r3 209 209 205 20u 203 t99 t99 t9E t9s
I 20u 2J9 215 2ltt 2lr 2t0 206 205 203 20t 200 t96 t96 t95 t92
7 209 216 2t2 2lt 208 207 203 202 200 l9E t97 t9ll te3 t92 lE9
6 202 213 208 208 205 203 200 199 t9E 196 lgrt t9l ls0 t89 t86
5 201 210 205 205 202 200 t98 t95 t95 t93 t9t r88 t86 tE6 tStt

20 2*7 2tt8 2[E 2[2 2[2 237 237 23t 250 227 22\ 22U 2t8
l9 l9s 239 2ut 2[r] 2U[ 2[0 239 23tr 233 229 227 226 220 220 2t7
l8 t97 2r+0 IS6 2rr0 2[0 256 235 2A2 229 227 223 223 2lE 2ll 2r7
l7 200 2tt I 2U2 239 237 233 231 22E 225 22t+ 220 220 216 2t3 2ts
l6 203 297 23E 235 2?s 230 228 227 222 222 218 216 216 2r0 210
t5 205 235 235 232 229 227 22+ 223 2t9 219 2t6 2t3 2r3 20s 207
lu 207 233 23t 229 225 224 22t 2ts 2t6 2r5 213 2il 2t0 207 20lt
(* t+6 It 207 230 228 226 22t 221 2 t8 216 2tu 2t2 2ll 208 207 205 xt2
t2 207 227 221 229 2l& 2lE 214 2t3 2il 208 208 205 203 203 t99
ll 20e 3{+ no 220 2t5 2t{ 2t2 2t0 20E 205 205 203 200 t99 t97
t0 205 222 2t7 2t7 213 2il 209 207 20$ 203 ?s2 200 l9E t96 t95
9 205 2t8 213 213 2r0 20E 207 20r+ 209 200 t99 t98 r95 t93 t92
I 203 215 2r0 2t0 207 205 205 200 200 198 l9s t95 t93 t90 t90
7 2C2 2t2 207 207 20u 202 202 l9E t97 195 t92 t92 t9t t88 t87
6 200 209 20rr 203 20t t9E r98 r95 l9tt t93 t90 tE9 IEE t86 t85
5 t99 205 201 200 t9E r95 t95 r93 t91 t9t 188 tE6 lE6 18't t82
N std.
m
off ty
Dens i 0-t t-2 2-3 3-C It-5 5-6 6-7 7-8 8-9 9-10 t0-il ll-12 t2-t3 t3- lrt lt+-t5
i sht height
;6. rufinfrl TAs (xT) vs. TIME FR0H TAt(E-oFF (nouns)
o
o
o
d
o
NOTE: If climb en route see APL 4.6' 1. 02. (3)
(more) Effective: Feb. 18.57
lssue lh.. 1
 PERFORMANCE

Range - TAS vs TIME from take-off (hours) (contrd)

01 . 4-ENGINE CRUISE

(2) Long Range Cruise

Tak* std. rAs ((T) YS. TlxE FROti TAxE-Of F (H0uRs)

off D€nB i t,
re1ght ght
h€ i
t-2 [-5 5-6 6-7 7-8 6-9 9- r0 t0-lr I t-t2 t2-r3 t3-trl t{-t5
ooorl 0-t
(t ooo t<g (r
2-3 3-t+

205 2sE 2qE 2rl{ 212 2S8 237 233 230 228 224 22+ 220 2lE 218
20
t9 206 2$5 2$$ 2U 238 236 233 230 227 225 222 222 218 2t5 2tq
t6 207 2v2 2rr0 238 235 233 229 227 2?5 222 220 2t9 215 2t2 2il
t7 206 239 237 237 23t 230 226 22+ 2t9 2t7 2t6 2t3 209 20E
l6 208 236 233 231 228 227 223 221 219 2t6 215 213 210 206 20[
l5 208 232 229 228 2Ztt 22+ 219 2tE 216 213 2t3 2t0 207 203 201

t|l 207 229 225 22r 22t ul 2t6 2rI 2t3 2| 210 208 205 20t t89
Itlt t3 206 226 222 22t 2tE 217 2r{ 2l I u0 20E 207 205 203 t96 t97
l2 205 229 2tt 2tc 2r5 213 2t I 208 207 206 203 203 20t 196 t95
il 20$ 219 2ttr 2tr+ 2t2 2r0 209 205 20{ 20{ 200 200 r99 t93 t93
t0 202 2t6 2| 2il 209 206 206 202 20r
t
20t t97 197 t97 t9t t9t
9 20t 2t3 208 208 206 203 203 204 t96 I t98 t95 t95 l9u t89 t8E
2t0 205 205 203 200 200 197 195 tot 193 l9l r9t t87 t66
8 200
7 t98 207 202 20t 200 t97 t97 t95 r92 t92 t9l tE9 t89 r85 tEr+

6 t96 20rt t99 t9E 198 t9q 193 193 189 I

t89 t89 t86 tE5 tE3 t8l
( t95 200 r97 t95 t95 t92 t9t t9t r86 tE6 tE6 tE3 t82 r82 t79

20 207 2q5 242 239 2A? 23f 230 230 22r 224 22 I 2rE zt6 2l{ 2t2
t9 207 2L2 238 236 233 23t 228 227 222 22t 2t I ?t6 2t5 2t2 2|
t8 201 238 235 233 229 225 223 alt 2lE 2t 5 2l t+ 2t2 209 20E

l7 206 23s 231 230 226 225 2t2 220 2t9 2t6 2l 2 zt2 20E 206 206

l6 206 2gt 228 227 222 221 ?20 2t7 2t6 2t3 2l 0 2t0 206 20rt 20ri
l5 206 228 22t+ 22q 219 2t8 217 2t3 213 2t0 207 207 203 201 201

lq 205 221 221 220 216 2r5 2r|l 2| 2r0 207 205 20q 201 t99 l9E
2il 203 20r t99 t97 gtl
+2 l3 20|{ 221 217 217 2t3 2n 20E 207 205 I

t2 202 2lE 2lq 2rq 2t0 208 208 205 204 202 200 t97 197 t95 t9r
il 201 2t|l 2l 2t0 207 20q 20tl 203 200 t99 r90 r9q t9q r93 r68
t0 189 2ll 207 200 205 20t 20r 200 r97 ,97 195 l9l t9l I9t tE5
I 197 20E 20'l 203 202 l9E t98 t97 l9'l t9q t93 189 t8E tE8 lE3
E 196 209 20r 200 199 196 t95 t9q t9l r9t t90 t87 t85 tE5 t8l
7 t93 201 r9E 197 t96 t93 t92 t92 tE9 188 lE7 rE5 t82 t82 t79
6 r9l t9E t96 r9u l9u t9t tE9 tE9 t87 105 t85 t84 t79 179 t7t
t tE9 t95 r93 t9t t9t lE9 tE6 t86 l8r+ t82 182 tE2 t76 t76 t76

20 208 2$0 297 235 230 230 225 22r 220 2tE 218 2ls 2t2 2t2
l9 207 237 233 232 228 227 223 22t 2t8 216 2t5 212 2r0 209
t6 207 23$ 225 22E 225 223 ?2t 218 2t5 2l rt 2u 210 208 206
l7 206 231 225 224 222 220 2t8 2t5 2t3 212 208 207 206 203
t6 205 227 222 221 2t9 217 216 2il 210 209 20r) 20u 203 200
l5 20'l 22tt 2ts 2t8 216 2t3 2r3 200 207 207 202 20t 20t t97 t95
lI 203 22t 215 2l
't
2t3 210 2r0 206 20{ 20'l 200 t96 l9E t95 193
|l0 l3 120 l 2t7 212 2il 2t0 207 207 20|l 200 20t t97 t95 t95 r93 t9t
l2 t99 2l 209 20E 207 20'l 20tr 201 198 t97 t95 ts3 l9r t90 lE9
'i
lt t98 210 206 20{ 20[ 20t 200 199 t95 l9{ 193 190 rE8 166 t87
r0 t96 206 203 nl 20r t98 197 t97 r92 l9l t9l lE7 lE5 t65 185
I t95 203 200 t98 r9E 196 t9{ t9q 190 lE8 187 t65 t83 t82 t82
E te3 200 t9E t95 t95 t99 t9l t9t tE7 t85 tE{ ta2 r80 r7g 179
7 rtr t97 t95 t92 192 190 t86 rE0 t85 tgz t6t r80 r78 t70 t76
6 t90 t9ll t93 r8g t69 IEE lE5 tE5 t8$ r60 l?9 t76 t76 t73 t73
5 t88 l9t t90 t86 tE6 186 t82 tE2 tE2 177 t76 t76 r7{ t7t t7t
Take std.
off 0-l t-2 2-3 8-$ $-5 3-6 6-7 7-8 E-9 9-t 0 t0-il il-t2 t2-t3 t3-t4 l{-15
reight tht
N
o0 rAs (rr) vs. Til(E Ffl0r rArE-0FF ( r0uRs )
ct)
@
<l
.;
N
o
Io NOTE: If climb en route see APL 4.6' 1' 02' (3)
d -ooo-
o
 gtDrt ?rrtrtanta .cwD;
AEROPTA}IT FTIGHI TTA]IUAI DC.6/68
cot?txY tDrrot

PERFORMANCE APL 4.6.4.

N-Range-PNR-Charts

01. 4-ENGINE NORMAL CRUISE

CONDHIONS: 5% Route reaerve and t hour holding included in Safe Endurance

F o
h
lo
LO
Lo 6
a=. H
Z-
EIts1
nB c)
cir
FEI
N

Q0
El
*

o
X
o
o
I
o
!,
G Fr
i.
ra (,
H 3
!n
I
CI
H
B
I o
(h N
a $
a o
d
o
(morc) Effqctivc Apr. zg. s?
APL /Rev. 4 lsrue ih.. 1
 PERF'ORJ\/IANCE

N-Range-PNR-Charts (cont'd)

02, 4-ENCINE LONG RANGE CRUISE

coNDITIoNS: 5% Route reserve and t hour holding included in safe Endurance.

tr o
h
|,3
Fo
Ae
2
n
HE
o
ci
trr
F
!E
bU
E]

tn
14

I o
.o o
<r
@
t() F
N
o H
o rq
E
o a
c v)
a
o
d

-ooo-
 *lunlrrtt nt tEsttsran
AERO?UTT FI.IGHT ftIA}IUAI. DC.6/68
(oilPAt{Y tDtTr0lr

PERFORMANCE APL 4.6.5

N-Range-PET-Charts

01. 4-ENGINE NORMAL CRUISE

s
ssqt

o
a
tt
L_
F-
t
o R
a
s \! U
a
N
I
a
E

8o
+ trr l.U
\,
$R
l-

"EE
Et
I
E
r)
(D
!t
rl'
6.
o
,t
s8
o
o
(,
o
8>
(urorc) Eftctvs Apr.23.57
APL /Rev. 5 lsle lio.. 1
 PERFORMANCE

N- - PET-Charts cont'd)

02. 4-ENGINE LONG RANGE CRUISE

a
,s
a
qt

o
o
k)
s
l-.
tp
l'-
s kl
o
o ()
e
N
e
a

a
E

$
ts
t #Itliir
l
l l
j
l * YH
l-
s=F
I
I
:s
o
6
s
()
AI
O Y€
G
o
>
d
o 8.=

-Oo-
 tanzrJuvtul rrmfrE tlJrE l
AEROPTANT FTIGHT MAilUAt DC.6/6B
(oilP41{Y tDIrlot{

PERFORMANCE APL 4.8.1.

Landing - General

The max, landing weights for different airports and runways used by SAS are usually obtained from the"Gross
weight Chartr', APL 4.9.

If a runway is temporarily shortened or if a landing is to be made from an airport not given in the gross weight
char'c, the ma:r. landing weight must be taken from the charts below.

Charts
Min. Landing Runway Length APL 4.8.2.
Intended Destination Sheet 1

L Alternate Destination Sheet 2

1*-

co

16
6l
o
o
o
cl
o

(more) Effective: Feb. 15. 57.

lssue No.. 1
 t0nDrlJrYrrrJ rrilrJEt fiZJUE l
ATROPTANE TTIGHT MANUAI. DC.6/68
(0frlPAltY IDrlt0!l

PERFORMANCE APL 4.8.2

N- Landing - Min. Ianding runway length

OI. TATTEATDED DES TI]VATIOAT

CONDITIONS Landing Distance equal to 60% Min. Landing Runway Length
Wing flaps as noted below
Standard atmospheric conditions
No obstacle at the beginning of the runway

TEMPERATURE CORRECTION: NONC

t\

D.

z I 0 I 2 -40-30 -20 -r0 0 +5 flo 30 35

UPHILL DowNHu.L REPoRTED WIND CoIYP (KT) LRNDTNG wFrGHr- (rooo rol
N RUN\,r'nY 5L0PE(?J
I

c\I
co
<t
;
c{
o
o
0
r!
o *) When contact anrl 100% certain to land it is permitted to use fuil flap (50o)

(more) Effective: Sep.12.57

APL/Rev' 112 lssue No 3
 PERFORMANCE

N-L - Min le conf

02. ALTEEATATE DES TIATATIOAT

coNDITIoNS: Landing Distance equal to 70 ro Min. Landing Runway Length.

Wing flaps as noted below
Standard atmospheric conditions
No obstacle at the beginning of the runway

TEMPERATURE CORRECTION: None

D.

I o I 2 *40 -30 -20 -to o +5 +10 3s

UPHITL DO\,VNHILL REPORTED WIND COHP.(KT) LAND|N6 WEtGHt- (tooo ro)
RuNwRy sLoPE(%)
N
I

-o
N
co

,;
N
'k) When contact and 100% certain to land it is permitted to use fuil flap (50o).
u
o
-oOo-
 M/J2r/Jrtllr/J rrn rlCS ttt Dt
ATROPI.A}IE FI.IGHI ilIA}IUAI. DC.6/68
coilPAilY tDrT!0ll

PERFORMANCE APL 4.9. 1.

Groaa Weight Chart - General

The Grogs Weight Chart with explanations and corrections earlier found in APL 4. g.1. has now been removed
from APL and inserted in Route Manual under Company procedures.

(*

t
H
,J
(r
;
6it
3
5
H
o
(,
o

Effective: Oct. 10. 5?

APL/Rev. 123 lssue l{0.. z

AFH/Rev.604
.!!r..
 t

I
 n/JOrlJrWrl rtzrrlE tlt Be
AEROPI.A]TE TTIGHT ThA]{UAI. DC.6/68
(oilPtltY IDtil0il

C ONTENTS APt V l
5. WEIGHT, LOADING AND EQUIPMENT

5.1. Weleht and Balance

5.1.1 Limitations and data
6i. Go#weicfiTmits at sea level
02. Mean Aerodynamic Chord (MAC)
03. Balance limits
04. Allowable number of persons on board

t
05. Cargo compartment capacities
06. Capacities and location of pantry and equipment stowage compartments
07. Fuel, engine oil and fluids
08. Index formulas
09. Restrictions
N- 5. r. 2. Eleel WqtC!t/I!g9I!!+9"Iat&r,
01. DC-6 modified aireraft
02. DC-6 i6T66E'iliea aircraft
03. DC-68
s. 1.3 Open

5.1.4 Balance - First Class version

Chart
01. DC-6 (Balance Chart No. 601)
02. DC-68 (Balance Chart No. 501)
5. 1.5. Balance Chart Tourist version
01. DC-6 (Ba1ance Chart No. 602)
02. DC-6B (Balance Chart No. 502)
5. 1.6 Balance Chart De Luxe version
ffiosl
02. DC-68 (Balance Chart No. 503)

5. L.7 Balance Chart Combined version

ffio+l
5.1. B. Balance Chart TouristlFirst CI4sq/Lou4gelSleeper (TFLS) version
\_ 01. DC-68 (Balance Chart No. 505)

5.2. Loading

5.2. t. General
R" Cargo compartment data
01. Doors and door sill heights
02 Cargo compartment temperatures
03 DC-6 forward lower cargo compartment (Compt, 3)
04 DC-68 forward lower cargo compartment (Compt. 3)
05 Aft lower cargo compartment (Compt. 4)
06 DC-6 forward upper cargo compartment (Compt. 1)
07 DC-6 main cabin
08 DC-6 security locker
09 DC-68 stateroom (Compts. 1 and 2)
I
010 DC-68 main and aft cabins
011 DC-68 locker on flight deck
o
r_l
rr) 5.2. 3 Support area requirements
;
cl
01. Required length and width of support area
02. Thickness of transversal planks
o
o
H 03. Dimensions of longitudinal planks.
o
(,
o
(more)
Effective: Aug. 19.57
APL/Rev. 76 lssue l{o 2
 CONTENTS (cont'd)

5.2.4 Lashing
01. Lower cargo compartments
02. DC-6: main cabin
DC-68: stateroom, main and aft cabins
03. DC-6: forward upper compartment

5.3. lankage
5.3.1. Fuel
6FFueI tanks
02. Fuel grade >.-
03. Minimum fuel for take-off
04. Engine run-up and taxiing fuel
05. Refueling
5.3.2. Engine oil and fluids
01. Engine oll
02. Water-alcohol injeetion fluid
03. Anti-icing fluid
5.3.3 Servicing chart
01. US gallons, DC-6
02. Litres, DC-6
03. US gallons, DC-6Et
04. Litres, DC-6B
5.3.4. Specific gravity correction
01, Ceneral
02. Determination of speeific gravity
03. Cal.culation of fuel volume
04. Application
5.3.5 Recommended.tankages
01. General
02. Table of reeommended tankages

5. 4. Equipment Lists

5.4,1. Basic specification

5.4.2 Loosg-equipment
01. DC-6
02. DC-6ts
5.4. 3. Route equipment
01 . DC-6
02. DC-68

-ooo*

I
I
o
r')
tf)
6t
o
o
a
a
a
 tu/uDruyt tt n rt&:ttzt Eu
AEROPI.AiIT TTIGHT IUIAIIUAL DC.6/68
coilPttaY rDtlt0t{

WEIGHT, LOADING AND EQUIPMENT FiIe in front of APL 5. 1. l.

Sheet 1
Weight and Balance - Limitations and Data

MODIFIED DC-6

For DC-6 modified in Tucson, USA, the following exceptions from the ordinary limitations will apply:

(1) Maximum landing weight 36290 kgs

(2) Maximum zero wing fuel weight 34100 kgs

(3) Forward centre of gravity limits

(a) Normal operation:
Landing gear retracted :

Up to 33566 kgs tzolo MAC = STA 414. I

At 39318 kgs l4.Wo MAC = STA 419.3
At 4322o kgs L6.4% MAC = STA 422. 0
Landing gear extended

Up to 33566 kgs l41o MAC = STA 418.1

At 39318 kgs 16.1% MAC = STA 421.5
At 43220 kgs 1?.6% MAC = STA 424.0

Straight line variation between weights shown.

In al1 other cases the ordinary limitations will apply.

g- Modified DC-6:

LN-LAG OY-KLO SE.BDE

LN-LAH OY-KLU SE-BDF
SE-BDL
1.i- Ujr-Modified DC-6: SE.BDM

LN.LMF OY-KLY SE-BDD

SE.BDO

N- 'Ihe next A/C to be modified is LN-LMF.

Note: The modification work in Tucson includes installation of reinforced wing flaps. A11 spare wing flaps are not
rnoaitiea at present, and if for some reason an unmodified wing :!leg is installed in a DC-6 which has been modified
inTucson,theA/Cmustbeoperatedwithintheandzerowingfue1weight.In
such a case the following note will be entered in ttle griefing Card:
"Unmodified wing flaps installed. Maximum landing weight 35380 kg. Maximum zero wing fuel weight 33135 kg.'r
I

0)
tr
;
6l
o
c)
H
@
.d
o

Effective: Oct.10. 57
APL/Rev.137 lssue No.. 2
':l'
 MrotzryTrtrrnlflt:tturlat
AEROPTAilT TTIGHT TNAilUAI. DC.6/68
coilPlilY tDlfloll

WEIGHT, LOADING AND EQUIPMENT APL 5 1

Sheet 1
Weight and Balance - Limitations and data

01. GROSS WEIGHT LIMITS AT SEA LEVEL

DC-6:

(1) Maximum take-off weight, 20o fiap:

(a) Normal operation

WET, 43220 kgs
DRY, 41820 kgs
3 WET, 1 DRY, 43220 kgs

(b) 3-engine ferrytng

WET and DRY, 34475 kgs

\ (2) Maximum landing weight 35380 kgs

(3) Maximum zero wing fuel weight 33135 kgs

DC.68
(1) Maximum take-off v9!8t!r ?Q? nqp!

(a)With CB-17 rating:

WET, with autofeathering 48580 kgs
WET, without autofeathering 46760 kgs
DRY, with autofeathering 44990 kgs
3-engine femying 34500 kgs

(b)With CB-16 rating:

WET, with autofeathering 47085 kgs
WET, wlthout autofeathering 45700 kgs
DRY, without autofeathering (2050 BHP, 2700 RPM) 41820 kgs
3 WET, 1 DRY without autofeathering
(1950 BHP, 2BOO RPM) 43810 kgs
3-engine ferrying 34500 kgs

(2) Maximum landing weigh!:

(a)With CB-1? rating:

WET, 50o flap 40040 kgs
DRY, 50o flap 39800 kgs
DRY, 4oo fLap 40040 kgs

(b)With CB-16 rating:

\rET; soo flap 40040 kgs
DRY, 50o flap 38330 kgs
oRY, 400 flap 39370 kgs
3 WET, 1 DRY, 500 flap 40040 kgs

(3) Maximum zero wing fuel weight 383?0 kgs

I

DC-6 and DC-68:

rO
; For permissible weights with regard to runway length, winds, airport elevation etc. check with take-off
6ra
o diagrams (APL 4.3.), landing diagrams (APL 4.8.) and/or Gross Weight Chart (APL 4.9.).
o
H
o
d
o

(more) Effective: May 15. 5?

lssue No. 1
 WEIGHT, LOADING AND EQUIPME}IT

\flr and Balance - Limttations and data contrd)

02. MEAN AERODYNAMIC CHOHD (MAC)

(1)MAC ls 163. 6 inches in length.

(2) The leading edge of the MAC is located at station 395.2.

(3) Station 0 is for DC-6 3rt aft of nose and for DC-68 63r' aft of nose

l
03. BALANCE LIMITS
DC-6:

(1)Forward centre of gravity limits

,i

(a) Normal operation:

Landing gear retracted 12 % MIAC = STA 414. B
Landing gear extended:
Up to and including 40950 kgs 14 % MAC = S'rA 418,1
At 43220 kgs 16.9% MAC = STA 422.9
Straight line variation between weights shown
(b) 3-engine ferrying (gear down) L4 % III{AC = STA 418. 1
(Corresponding to the limit line for 0 persons on BaLance Charts).

(2) Aft centre of gravity lirnits:

(a) Normai operationl
Landing gear retracted 34 % MAC = STA 45 0,8
Landing gear extended: 35 % MAC = STA 45 2,5

(b) 3-engine ferrying (gear down) 2B % I&IAC = STA 441" 0

(Corresponding to the limit line for 14 persons on Balance Charts).

pq-qq:
(1) Forward cenlLrgof grqvit)' liqits:
(a) Normal cperation:
Landing gear retracted:
Up to and tncluding 38545 kgs 9.0% MAC = STA 409.9
At 48580 kgs 13. 6%MAC = STA 417,4
l,andin.g gear extended:
Up to and including 39725 kgs 11,0% MAC = STA 413.2
At 47L25 kgs 14,2% neAC = STA 418,4
At 48580 kgs 16.0% MAC = STA 421.4

Straight line variation between weights shown.

t
(b) 3-engine ferrying (gear down) 11,0% MAC = S?A 413.2
(Corresponding to the limit line for 0 persons on Balance Charts).
!O
r)
nt
o (2) Aft centre of gravity limils;
o
(a (a) Normal operation
d
o Landing gear retracted and extended 33% MAC = STA 449.2

(mo:'e)
 ntzrlrYlriJrrrurlettltTBrJ
AEROPTA}II TI.IGHI TUIAilUAL DC-6/68
(oilPAl{Y EDlfl0ll

WEIGHT, LOADING AND EQUIPMENT APL 5.1.1.

Sheet Z

Weight and Balance - Limitations and data (cont ,d)

(b) 3-engine ferrying (gear down) 28 % M,AC = STA 441.0

(Corresponding to the limit line for ? persons on Balance Charts).

(3) Landing gear retraction mornent:

- 99,792 kgs i.nches (Moves the C.G. forward),

04. ALLOWABLE NUMBER OF PERSONS ON BOARD

(1)Tfre maximum number of persons which maybe carried depends on seating arrangement and the regulations
given in APL 2.1.3. The actual number of seats provided with safety belts for a certain flight is shown
on Erhpty Weight Statement.

(2) Ttre break down below shows number and location of available seats provided with safety belts,
\-
(a) Dc-6
De Luxe First Claes Tourist
Item Version Version Version
No STA No. STA No. STA

In cockpit and on flight deck:

Pilots , 108 2 108 2 108
Flight Englneer 1 129 1 129 1 129
Radio Operator 1 lDo 1 156 1 156
Observer (when used) ( 1) (160) ( 1) (160) (1) (160)
Navigator 1 194 I 194 I 194
Crew bunks (when used) (a) (2oo) (3) (2oo) ( 3) (200)

In main cabin:

Passengers, row 1 4 300 4 295 5 295

Passengers, row 2 4 354 4 333 5 330
Passengers, row 3 4 408 4 373 5 365
Passengers, row 4 4 462 4 413 5 400
Passengers, row 5 4 516 + 453 5 435
Passengers, row 6 4 570 4 493 5 470
Passengers, row 7 4 533 5 505
Passe?rgers, row 8 4 573 5 540
Passengers, row 9 A
575
q
Cabin Attendants: 2 613 613 2 613

In aft cabin
Passengers, row 11 4 753 4 753 4 ?53
Passengers, row 12 4 790 4 ?90 4 790
Passengers, row 1.4 4 830 4 830 4 830
Passengers, row 15 4 B?O 4 870 4 870

I Seats in ladies lounge 3 945 3 945 3 945

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(more) Effective: May 15. 57

lssue No 1
 WEIGHT, LOADING AND EQUIPMENT

Weight and Bala.nce - Lirnitations and data (conttd)

(b) pc-68:
De Luxe First CIass Tourist Comblned
_[teqr Versi.on Version Version Version
No. STA No STA No, STA No. STA

In cockpit and qn_fl1glrt deck:

Pilots 2 4B , 4B 2 4B , 48
Flight Engineer 1 69 1 AO 1 69 i 69
Navigatori Radio Operator 1 90 1
30 I 90 1 90
Navigatorl Radio Cperator t LL2 1 11' 1 1L2 1 tt2
Stateroom (when not used
ior cargo
Row A 4 L47 4 L47 4 t47 4 t47
Row B 4 196 4 196 4 196 4 196

Maln and aft cabins

Passengers, rolv 1 4 300 4 ,o2 5 293 5 293
Passengers, row 2 4 ., J.l 4 333 5 ero 5 329
Passengers, row 3 4 408 373 5 365 5 365
Passengers, row 4 4 462 4 413 K 401 5 401
Passengers, row 5 4 5 1.6 4 453 ( 437 437
Passengers, row 6 4 5?0 4 4S3 5 473 5 473
Passengers, row 7 2 oiJ
"T{E
A 533 5 509 5 509
Passengers, row S 4- 5 573 5 545 5 545
Passengers, row I 4 794 2 613 4 5BI. 4 581
Passengers, row 10 4 834 Z , 6i7 , 617
Passengers, row 11 + oal
4 794 , 653 , 653
Passengers,
Passengers,
rovr
row
12 4 834 R -761 t--
13 4 874 5 797 794
Passengers, row 14 5 833 4 834
Passengers, row 15 4 869 4 874

Cabin Attendant
(jump seat) 1 ,rn 1 227 1 227 L 227

Seats in twin aft

lavatories 2 950 , 950 , 950 9 950

05. CARGO COMPARTMENT CAPACITIES

(1)DC-6
Volume Capaclty Station
Item G". "":j (kgs) ffi"st
Forward upper left - Compt. No. 1 3.2V 610 200
Securttylocker on flight deck 0.10 150 2L5
I

N Forward lower - Compt. No. 3

With four abreast seating
6 forwaid'EfTlEli6il 412 5.74 182 5 2L5
n
N
o With five abreast seating
forward of station 412 5 "74 t-290 2L5
{t
d
o Note: Forward station 412 means the four foremost seat rows in the main cabin.
Aft lower.- Compt. No. 4 I u,uu | ,nro I 115

(more)
 tqiryOrAryrrrJ rrR0let tZtTE ,
ATROPIAilE TIIGHT TTIAilUAI. DC.6/68
(OfiIPAT{Y TDIIION

WEIGHT, LOADING AND EQUIPMENT APL 5.1. 1.

Sheet 3
Weight and Balance - Limitattons and data (conttd)

(2)DC-68

Item Volume Capacity Station

icu:fft;l (kgs) GrrcEGl
Security locker (Box No. 4, at floor) 0.16 40 116

LH forward upper - Compt, No. .r ox) I loxx)

1 178
(When not r.rsed for passengers)

I RH forward upper - Compt. No. 2 2. gx) I 1oxx) 1ao

| (When not used for passengers)
x) Upper berth lot removed, With berth removed = 3.65 cu,m.
xx) With web gates installed.
Forward lower - Compt. No. 3 7.56 2t5
With four abreast seatin.g
forwaiEiiTGil6i 412 2580

With five abreast seating

forwdiE6fGTEii6-n 4t2 1?00

Note: Forward station 412 means the four foremost seat rows in the main cabin
Aft lower - Compt. No. 4 6. 85 I l,
With four abreast seating in
aft ciSli- 2490

With five abreast s eating in

aft cabin 1540

(3) For further data and loading instruetions, see APL 5, 2

06. CAPACITIES AND T,OCATION OF PANTRY AND EQUIPMENT STOWAGE COMPARTMENTS

(i)DC-6

Item Capacity Station

L (kgs) GilTGi:
Locker for ships llbrary 185
Box under Cabin Attendants! sofa 613
Food tray compt. 75 64s
Life raft compt. 2t0 645
Galley and food stowage compt. 340 652
Coatroom 205 692
Boxes under seats in ladtesrlounge 945

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(more) Effective: May 15. 5?

lssue N0..1
 WEIGH?, LOADING AND EQUIPMENT

Weight and BaJance - L_imitatlons and data (conttd)

(2)pC-68:
Item Yolume Capacity Station
Gilm.t (kgs) ilncfr""l
Equipment locker (Box No, 1. - top) 0 065 15 116
Equipment locker (Box No, 2) 0 24 50 116
Equipment locker (Box No, 3) 0 28 60 116

Pantry (Standard)
Fwd LH transverse 170 610
Port side 160 640
Food tray stand 653
Aft buffet 225 7t0
Pantry (Tourist)
Fwd
^\
640
Aft ?10

Coatroom (Standard) 205 692

Boxes under seats in twin aft lavatories (2 ea. ) 945

07. FUEL, ENGINE OIL AND FLUIDS

(1)8C-6:

Item Capaclty Weight Statton

ffi (kgs) GilEr,El
FueI (usable)
No. land4Ma{n 2x360 2 x 1363 2x968 448.0
No. 1and4Alt. 2 x 519 2 x 1964 2 x t394 448,9
LH and RH Aux. 2x210 2x795 2x566 47L.O
lIo,2and3Main 2x508 2 x 1923 2 x 1365 440.9
No.2and3Alt. 2x527 2 x 1995 2 x L4l6 449.0
Total capacity and
average station: 4248 1 6080 tt4t4 449.0
Englne oil (usable) 4x 35 4 x 132.5 4 x 116.5 364.0
W/A injection fluid 4x 5.4 4 x 20.5 4 x L8.25 383.0
Hydraullc flu{d 5.4 20 L7 .4 317,0
Anti-icing flutd 16 60 47 .7 570" 0
Fwd water tank 30 113 113 239.0
Aft water tank 16 60 60 720-0
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 ruilOrlrZlr/J rrntAJtEJ tAtnE J

AEROPTAilE FI.IGHT ThA}IUAI. DC.6/68

c0ilPlltY EDtll0t{

WEIGHT, LOADING AND EQUIPMENT APL 5.1.1.

Sheet 4
Wetght and Balance - Limitations and data (cont,d)
(2) pc-68:
Capacity Weight Station
Item @ -]ffifrEs)-
-(kEl-
Fuel (usable)
No. 1and4 Matn 2x695 2 x 2630 2 x 1867 460. 0
No. 1and4Alt. 2x580 2 x 2L95 2 x 1559 452.0
No.2and3Matn 2 x 719 2 x 272O 2 x 1931 451.0
No.2andBAlt. 2x762 2 x 2885 2 x 2048 468.0
Total capacity and
average station 5512 20860 14810 458. 0

Engine oll (usable):

Nacelle tanks 4x 35 4 x 132.5 4 x 116.5 364. 0
Total capacity (Nacelle) L40 530 466 364.0

Fillet tank (50% oil 50% fuel) 26 98 78 565.0

W/A injection fluid 4x 10 4 x 37.8b 4x 33 435. 0

Hydraulic fluid 5.4 20 L7.4 317.0

Anti-icing fLuid 16 60 47.7 570. 0

Fwd water tank 31 115 115 239.0

Pantry water tank I 30 30 592.0

Aft water tank 16 60 60 102,0

08. INDEX FORMULAS

(1) Bastc index:

I = Aircraft weight (STA - 450) + 100

20. 000

STA = Alrcraft C. G. - location ln inches

(2) Index of load items:
\
t = Wetght (STA - 450)
20. 000

STA = location of load ltem

09. RESTRICTIONS
(1)In order to check that the aeroplane is loaded withlnlimits prescribed, the following forms shall be used:

Fueltng Order
I
v Load Sheet
d
ro
and appllcable Balance Chart according to EWS.
;
6l
o
o
H
o
d
o

(more) Effective: May 15. S?

lssue N0..1
 WEIGHT, LOADING AND I'QUIPMENT

Weight and Balance - Limitations and data (conttd)

(2) On ralance Charts the loaded aeroplane balance is determined graphicsily. The bal.ance limits of
the C. G" - diagram have been adjusted to compensate for:
(a) Retraetton of landing gear.
(b) FueI and oil load.
(c) Crew movement in cabin.
(d)Four passengers to the aft lavatory and ladies, lounge or one passenger to each lavatory.
(e) unfavourab).e passenger seating varying with number of passengers.

(3) When baggage, cargo or mail is not avallable, ballast as necessary to load the aeroplane within
a1lowable limits must be camied.
l4)
(a) DC-6:
TEE?rt lavatory and ladies'lounge must not be occupied by more than four persons and the forward
lavatories by more than one person each.
(b) DC-68:
TEElSin forward and twin aft lavatories must not be occupted by more than one person per
lavatory.
(5)Make certain that the passengers do not move about or congregate in a manner
detrtmental to the
bal"ance of, the aeroplane.

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 nlOtturYrrlrr&lrlt:J.ilJfBt
AEROPI.AilT FTIGHT TTIAilUAI DC-6/6B
coilPAlrY rDllrolt

WEIGHT, LOADING AND EQUIPMENT APL 5. L.2.

Sheet 1
N- Welght and Balance - Fleet Weight/Index Calculatlon

01, DC-6 MODIFIED AIRCRAFT DC- 6

(1) Fleet Weight and C. G

Alrcraft Date Weighing Basic Empty weight/C. G. / Diff. from average

weighed Form No. Moment acc. to Aircraft wetghti C. G.
Weighing Form a

STA Weight kgs C. G. inches

kgs inches kg inches All + 181 AII + 0. 82
LN-LAG 3.5.57 1 193 24635 422.25 1 0402 1 85 +96 - 0.55
-LAH
-LMF
OY.KLO
-KLU L5.4.57 1197 24480 423. 55 1 0368 52 5 -59 + 0.75
.KLY
SE-BDD
-BDE
-BDF 6.3.57 1 195 2450t 422.62 1 0354579 -38 - 0.18
-BDL
-BDM
-BDO

Average Empty Weight/ Remarks

C. G. /Moment 24539 422.80 1 03 7 5096
To obtaln individual
W/A - injectlon fluid 73 383 27959 weight for a particular
aircraft proceed as
Engine oil Nacelle tanks follows. Corect the
140 U. S, Gallons (530 litres) 466 364 1 69624 Basic Weight acc. to
BWS by the diff, from
Standard Loose Equipment average as stated
acc, to API- 5, 4, 2, : above. Correction of
First Class vergion 308
1 70778t C.G. is necessary.
"L Tourist version L227 6483
6 6
De Luxe vergion L228 672291
Combined version 1234 672297

Fleet Weight/C. G. /tvtoment

First Class vereion 26386 .29427 tt27 4460
{\* Tourist vergion
De Luxe vergion
26305 .26427 11239162
26306 427 .47 L1244970
Combined vereion 26312 427 .37 t1244976

(2) Elget lndex

(a) First Claes version 26386 (427.29 - 450)
a

2 0000
+ 100 = 70.0

(b) Tourist version 26306 (427 .26 - 450)

+ 100 = 70,1
20000
I

C\
(c) De Luxe verslon 26306 (427.47 - 45O)
+ 100 = 70.4
20000
rO

;
6l
(d) Combined vergion 26312 (427.37
20000
- 450)
+ 100 = 70.2
o
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Effective: Aug. 19. 5?

APL/Rev 77
lssue No.. 2
 WEIGHT, LOADING AND EQUIPMENT

N - Weieht and Balance - Fleet Weight/ Index Calculation (cont'd)

02, DC-6 NOT MODIFIED AIRCRAFT

(1) Fleet Wei.ght and C. G

c-6
Aircraft Date Welghing Baeic Empty Weight/C. c. / Dlff. from avcrage
weighed Form No. Moment acc. to Aircraft wcight/C. G.
Welghlng Form

STA Wetght kga C. G. inches

kgs incheg kg inchee All + 17? A11 + 0.82

LN-LMF 25. 1.55 1 153 24338 422.8? 10291861 - 16 - 0.07

OY-KLY 2L. t2.54 1149 243L6 422.63 1 027 656 1 -38 - 0.31
SE -BDD 27 5.55 1 163 24375 423. 06 1031201 7 +21 + o.L2
.BDE 5. 1.55 1 150 24379 423.22 10317615 +25 + 0.28
.BDL 13.12.56 1 183 24348 422.79 10294113 -8 - 0.15
-BDO 13.12.64 1 148 24367 423, L\ 1 0309960 +13 + 0.17
Average Empty Weight/ Bemerke
C. G. /Moment 24364 422.94 1 03 003 55
To obtein lndivlduel
W/A - lnjection fluid 73 383 27 959 welght lor r putlculer
llrcreft procccd e6
Standard Loose Equipment followg. Comect the
acc, to LPL 5.4.2,: Beeic Wclght lcc. to
First Class version 1308 70L78L BWS by the diff. from
Tourist version L227 666483 average e,s Etrted
De Luxe verglon 1228 67229L above. Correctlon of
Comblned version 7234 67229? C. G. ls not neceesary.

Fleet Weight I C. c. /Moment

(excluding engine oil)
Firet Clase vergton 25735 428. 60 1 1030095
Touriet vergion 25654 428.58 1 94797
09
De Luxe version 25655 428.79 1 1 000605 ],1

Combined vergion 25661 428. 69 11000611

Engine oil Nacelle tanke

140 U. S. Gallons (530 litres) 466 C,G. chaugefrom oII
compeneatedfor on
Fleet Weight Balance Chut.
First Class version 2620r
Tourlet vergion 26L20
De Lure veraion 26t21
Combined version 26t27

(2) Fleet Index

(a) Firat Class verslon - 450) +
26?35 (428_ 60
-____2o000=- 100 = 72.5
I
p (b) Tourist vereion 26654 (428.58 - 450)
20000
+ 100 = 72.5
N
lo
(c) De Luxe verslon 25655 (428,79 - 450)
,;
N 20000
+ 100 = 72.8
o
o
(d) Comblned verslon 25661 (1?9._ge - 450) +
a
!a 20000 7oo = 72.7
a

(more)
 n/JDrt frrt rrrurt6:J ttt Bt
AEROPLAilE FTIGHI ThA}IUAI. DC.6/68
coilPll{Y tDrTr0il

WEIGHT, LOADING AND EQUIPMENT APL 5, 1.2

S heet 2
N- Weight and Balance - Fleet Wetght/ Index Calculatlon (cont'd)

03. DC-68 6B
(1) Fl.eet Weight and C. G.

Aircraft Date Weighing Basic Empty Weight/C. c. / Diff. from averege

weighed Form No. Moment acc. to Aircraft welght/C. c.
Weighing Form

L kgs
STA
inches kg inches
Weight kgs
All + 200
C. G. inches
A11 + 0. 82
LN-LML 9. 5.57 1 194 26049 4L3.7t 7077 6623 + 130 +0 32
-LMO L8.4.57 11 92 26050 4t3. 7 5 10778159 + 1 31 +0 36
-LMP 22. L\ . 56 1180 25816 473.22 10667629 1 03 -0 t7
-LMS 22. 2.57 1 187 25915 4L3.77 1072277 0 4 +0 38
.LMT 21.5.57 1 196 25987 413.10 1 07 3 5253 ; 68 +0 ,o
OY-KMA 11. 3. 57 1 188 25^14 4L2.95 10701222 5 - 0.44
-KME 21.3.57 1 189 25885 4L2.94 1 0688 93 I 34 - 0.45
-KMI 13. 1.57 1 185 25874 413.35 1 06 948 97 47 - 0.04
.KMU 9, 11.56 1179 25832 414.16 1 06 98650 87 + O,77

SE -BDP 20.12.56 1 184 2588S 413.64 1 0708 6 03 30 + 0.26

-BDR 31. 1.57 1 186 259L4 4L3.21 10707979 5 - 0.18
-BDS 26. I.57 1 160 2587 4 4L3.27 106 913 7 3 45 - 0.18
-BDT 5.12.56 1 182 25875 413.60 10701991 44 + 0.21
-BDU 30. 3.57 1 191 25 995 4t2.8L 10731150 ; 76 - 0.58
Average Empty Weight/ Remarks
C. G. /Moment 2 5919 413.39 1 07 1 4660

W/A - injectlon fluid L32 435 57420 To obtain indlvidual

welght for a particular
Standard Loose Equipment aircraft proceed as
acc. to APL 5,4.2,: follows. Correct the
\* Tourist-de Luxe verslon 1 653 839949 Basic Weight acc, to
Tourist verslon 1 645 8312s9 BWS by the diff. from
De Luxe version 1 730 904497 average as gtated
Combined verslon L727 9002 1 7 above, Correction of
Tourist-de Luxe-de Luxe version L712 87 4667 C. G. ie not necessary.
Tourist-First/ Lounge-steeper verslon 1 840 961895

Fleet Weightl C. c, /Moment

(excludlng engine oll)
Tourist-de Luxe verslon 27704 419.15 11612029
Tourlst vergion 27 696 418.95 60333
1 1 I
De Luxe verslon 277 8L 420.31 7L67 657 7
Combined version 27778 420.20 17672297

Engine oil Nacelle tanks C. G. change from oi1

14O U. S. Gallong (530 lltree) 466 364 169624 compensated for on aII
I Fil1et tanks Balance Charts exeept
N
26 U. S. Gallons (98 litres) 78 565 44070 Balance Chart No.505"
c\r 50% r'uel and 50% Oil
rO in Fillet tank.
t,
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o
d
6

Effective: Aug. 19.57

APL/Rev. 78
lssue No 2
 N-
WEIGHT, LOADING AND EQUIPMENT

Weight and Balance - Fleet Weight/Index Calculation (conttd)

DC- 68
Aircraft Date Weighing Basic Empty Weight/C. G. / Diff. from everage
weighed Forni No. Moment ecc. to Aircraft weight/C. G.
Weighing Form

STA Weight kga C. G. inchee

kgs inches kg inches Alt + 200 AlI + 0. 82

Fleet Weight/C. G. /vroment

Tourist-de Luxe version 28248
Tourist vergion 28240
De Luxe veralon 28325
Combined vergion 28322
Touriet-de Luxe-de Luxe version 28307 418.99 1 1 860441
Tourigt -First/ Lounge-Sleeper version 28435 420. L7 1 1 947669

(2) Fleet Index

(a) Tourist-de Luxe'version 2?704 (4t9,15 - 450)
+ 100 = 57.3
20000

(b) Touriet version 27696 (418.95 - 450)

+ 100 = 57.0
20000

(c) De Lure vereion 27781 (420.31 - 450)

+ 100 = 58.8
20000

(d) Combined version 27778 (42O.20 - 450)

+ 100 = 58.6
20000

(e) Tourist-de Luxe-de Luxe version 28307 (418" 99 - 450)

+ 100 = 56.1
20000

(f) Tourist-First/Lounge-Sleeper version 28435 (42o.17 - 450)

+ 100 = 57.6
20000

-oOo-

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 TEMPORARY INSTRUCTION
JAZDT/UrYrrl rrrurlEt tZtUE ,
AEROPTANE FI.IGHI TUIANUAT DC.6/68
COITIPAilY TDIIIOI{

File in front of
Temporary Instructlon APL/Rev. 55
WEIGHT, LOADING AND EQUIPMENT APL 5. 1.4.
Sheet 1
weieh! eqqEe!4gg Eelq4 e cherl

N- 01. MODIFIED DC-6 (ref. Temp. Instr. APL 5.1. 1. for list of A/C and new weight & C. c. limitations)
When checking the balanee for modified DC-6 use the following balance charts:
First Class Version Balance Chart No. 6 - 5, 1.4. (Temp. Inetr tr. APL 5. 1. 4 sheet 1)
Tourist rr rr rr rr " 6 - 5. 1.5, ( rr ', 5. 1.5 " 1)
DeLuxerr rr rr rr " 6-5. 1.6. ( rr rr
" 5.1.6 " 1)

02. DC-68 REVISED PROCEDIIRE REGARDING CARCTO CONTAINERS IN STATEROOM (Balanee Charts 501-505)

Upon request from OSI

From the beginntng of the summer traffic programme the followlng procedure will apply for check of A/C balance
when seats in stateioom are occupied by load.

(1) Load in cargo container(s) located in stateroom shall not as stated in the instruction be eounted as persons
when checklng the A/C balance.

(2) For load ln stateroom elther by means of cargo container(s) or seats removed use the compartment 1 and 2
scale on balance chart.

The above procedure applies to all DC-68 balance charts.

N
I

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6

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F
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Effective: Jul. 29. 5?

APL/Rev. 54 lssue No 3
 t

ffi

.i
 TEMPORARY INSTRUCTION
tanDrfryrrlrralrlcJturTail
AEROPI.AilE TTIGHI TilA]{UAT DC.6/68
COTIPAilY EDIilOT

WEIGHT, LOADING AND EQUIPMENT File in front of APL 5. 1.4.

S heet 1

Weight and Balance - Balance Chart No. 6-5. 1.4. First Class Version

01, GENERAL
-MODITIED DC_ 6
The chart should be used for check of loaded aircraft balance to be within limits prescribed. Figures
required for calculation are available from Load Sheet.

02. DIRECTION FOR USE

(1) Balance scales

(a) Start calculatlon on Basic Index-scale from number according to BWS.

(b)Mark off corresponding point on "Crew in Cockpit"-scale and count in arrow direction as many
segments as No. of crew members to be seated in the cockpit.
(c)From point obtained mark off corresponding point on next scale and proceed with the calculation on
this (pitch 100 kgs) and the following scales in the same manner.
(d) This part of calculation is finished by finding a Loaded Index which has to be entered on Load
Sheet.

(2) c.Q.4teclelq
(a)From Loaded Index obtained follow the black vertical auxiliary f.ine through the C.G. diagram
Observe location of intersection with estimated landing weight.
(b) Free seating is allowed whenthe intersectionfalls between forward (left) and rear (right)
applicable limit line:
- Applicable limit line is determined by adding aI[ persons on board cockpit cre w and infants.
- Two children in one seat are to be counted as one person.
-@distobe counted as one person.
(c) If intersection fall out of any of the limits (to the left of the forward timit or to the right of the aft
limit) mark off intersection and couni the number of index units to applicable limit line.
(d) Required seating restriction from front or from rear is to be obtained from the tables below the
G. diagram:
C.
- Observe intersection between actual no, of persons and required index correction.
(e) Show on Load Sheet anv seatinp restriction and inform Cabin Attendant for action.

<r
6

o.
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F

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@

(more) Effective.: Jul. 29 . 5 7

APL/Rev. 55 lssue No., 1
 Bolonce Chort No. 6-5.1.4.
DC-6
- First Ctoss Version - 48 poss. seots

ffiffii].-j !;

ar
]i

BASIC INDEX
acc. to BWS
CREW IN COCXPIT
I
15 50 5 ,ll l+ 6 7 ,ii l11 ) 85 90 95 100

(Max.see BWS) ( I

sEc. LocK.MAX. I 50 kg

l(
li
t00
@ urx. 6to ks
k

lli
t
@ r,lrx. 1825 kq I
I

@ uax. ri
l
t98oks i t iot )
J
i I

I f ,l IttttI l?,5 --t-r

l
I
LOADED INDEX 45 c 5 60
I
I € 7 90
-l I
-_l__t
1

l
I

I ll
F
E
I
I ll, , [,1], :
i

9 1 I
U

o l: : l
i
I

z -*|_
rlll 't L + -f
I
z
-tr
i

o
F
x I

- [J- T4/;+
t6
T
It rl
j
f-
( l 2

-
t# lr + + I1
i

\ I
l I

-f -1 -.]_
U ++ I

t\ i

F TI
rROM ITONT IROM IEA!
No. Required index correction - index unlt6 No. Required index correction - index units
I 10
No of seat6 to be btocked i;re
NA NA

5 12 NA
5 12 NA
7-8 8 16 NA 6 10 NA
9-10 6 14 t6 llA ? B 14 r6 NA
L1-f2 4 B a2 NA 8 7 t3 t5 15 NA
lt-14 4 6 9 12 L6 9 6 10 t) 14 t6 NA
r5-r5 1 8 10 12 15 NA LO 5 9 1l \J t5 t6 NA
17-18 2 4 6 f0 l2 14 16
B NA 11 8 10 12 IJ 14 i5 NA
19-2O 2 4 6 11 12 14
7 9 NA 12 7 9 I1 12 14 15 NA
2t-22 2 4 5 ? 8 9 10 I1 12 14 at 4 l2
6 B 10 11 T) 14 r5 NX
2t-2? 2 J 6 8 9 10 11 \2 14-15 ) 5 ? 9 10 12 1) 14 a5
28-n 2 J 4 4 6 ? 8 9 10 t6-t? 5 7 B 9 10 t1 12 L1
)4-r9 I 2 4 6 6 ? 8 9 t8-2, 2 3 4 6 9 10 11
4o-l+1 1 2 I ) 4 4 5 6 6 ? 24-rt 2 J 4 5 6 6 ? I 10
42-48 1 2 2 J 5 4 , 5 NA 32-J7 t 2 , 4 , 6 6 7 I 9
49 I 1 2 2 3 4 4 tiA B-46 1 2 1 4 6
5 7 NA
5a f I 2 2 NI I 2 ) j 4 5 6 6 NA
5t 1 1 2 2 NA 46 2 3 J 4 NA
5? 1 1 NA 1 2 J ) NA
51 NA 50 1 2 J J SA

51 I 2 NA

52 I NA

5) NA
 glOrtJtllrlrrerrlAJ.ilifiR7
AtROPtAilT T1IGHT IIA}IUAI. DC.6/68
coilPffiY tDlr!0ll

\TEIGHT, LOADING AND EQUIPMENT APL 5. 1.4

Sheet 1
Weight and Balance - Balance Chart, First Class version

01. DC-6 (BALANCE CTTART NO. 601) 6

(1) General

The chart should be used for check of loaded aircraft balance to be within limits prescribed, Figures
requlred for calculation are available from Loadsheet,

(2) Directions for use:

&\
Balance scales

(a) start caleulation on Basic Index scare from number according to Ews.
(b) Mark off eorresponding point on "Crew in cockpitrr scale and count in arrow direction as many segments
as No. of crew members to be seated in cockpit.
(c) From potnt obtained mark off corresponding point on next scale and proceed with the calculation on this
U' (pitch 100 kg) and the following scale in the same manner.
(d) This part of the calculatton is finished by finding a Loaded Index which has to be entered on
Loadsheet .

C. G. diagram
(a) From loaded lndex obtained follow the black vertical auxiliary line through the C. G. diagram. Observe
Iocation of intersection with estimated Ianding weight.
(b) If intersection falls to the right (towards aft limit) read off maximum number of persons allowed to
be
carried with free seating,
c)Should it faII to the left (towards forward limit) read off minimum (above 19) or maximum(below 19)
number of persons allowed to be camled with free seatiff-
d) When actual pEison number does not agree, ma;Foif intersectlor. Then mark off intersection between
the line for actual number of persons and estimated landing weight. Count the number of index untts
between the two points. (Eaeh segment between the btack vertical auxiliary lines represents one index
unit). This index difference must be compensated by shift load, ballast or seating restriction (blocking
of seats).
- Number of persons in this connection applies to all persons on board except infants and cockpit crew.
-
Two children in one seat are to be counted as one person.
Each seat oc&ffiad
- is to be counted as one person.
(e) Required seating restriction from front or from rear is to be obtained from the tables below the C. G.
diagram.
-
Observe intersectlon between actual number of persons and required index correction.
(f) Show on Loadsheet any seating restrictlon and inform Cabin Attendant for action.

(more)

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Effective: May 15, 57

lssue No.. 1
 &olonce Chort No. 6Ot
DC-6 Firslr cllossl terslion-48 lposs''seor,r

cmpt. Aft

o {L
@
{-_-t

I vv
CR S li/EIcHT LIMIEAIIONS3 lIE. take-off veight | 4)220 kS (Clxeck flight plu fe u5r restrictim)
Max. l"andi:rg refuht t 35r8O ks (AEck flight p1e fd ey restrictj-@)
!fax. zero rlrg fuel vei4ht, 31135 kB
i5055&6
t,,'i" v) o
i0 o I
lrrrrT' il11 ttrl
€
3TSIC INDIX 4
&@. to EWS ltlt ilililil1ilililil11 il1il tllt
icnsr rlr CsKsrT 'ru
( il
; (Ms. 8oa ElY5,

I
sEq.IocE. xar 150k
1 I

o r&x. 6lok )o! I

o u.oL I&rk
T
@ **. truo ou
E0 )

I,O.{D@ INNEI 43 50
I I
-l
60
I
I
_t
65
I I
5
I
I
BO
I
85
I
cb * rb
_ I + #+ I
t
lrDa_
.]- ++ -+ I
1# # +l1
t l T -:l
tir!
o ru@a rl'
!'
\ T T +
lt r,]o 2 ti
I
ttcQ \t'l+t \1\ 24
I
l
lll
f "i lll if
ts I

\ \ !r ,uhbbi

-l
.gl
H
H
120QO ,6 \l\ _t ilt I I

H
o ,r00o $ lr + ++ li t+
f I
\
,0000
1
\\ \' It I

trI
cH )l
\ lit
290@ ")
g 0 \
B
28o0o \
2Tmo \ I ilt

IROM I'NONT FROM REAR

No, x.eouired iad6x cmectim - bdox Bita No, Required. lrd€x cmecti@ ildex ueits
of I 2 4 5 6 B 10 of
pele. No, of eeats to be blocked frm fro3.t pers. rea
t-5 NA 14 NA
5 NA
I NA 6 10
_4a -16
7 s u L6 NA
12 I 't I6 NA
11-L4 4 c 12 L5 NA 6 10 NA
5 10 !2 Ib NA 10 5 tl NA
2 4 -t6 NA 11 4 t0 10 16
6 7 16 NA t2 L6
21
-)2 2 l0 t2 1' 4 6 IO 11 L2 16 NA
2 , B o IO 1t L2 , 5 L2 b
-ru 16-17 !2
I
t) 1
I -15:A --{b ---a Til
/ n-41 1 2 1 5 2 6 6
I 2 2 7 5 I 2 6 6 I
49 I 5 NA t 2
o I f NA 47 t 2 6 NA
2 4S t 2 , 6 b trA
4
I 5? NA 49 I 2 NA
o 51 NA 5O I 2 IiA
@

ro:: 54 NA 1 2
l 2 2
NA
8
>4 NA
3
@
 ttCr/C0rtl4Yrl,J rtn rlfj tzt En
AEROPI.ANE FIIGTIT ThANUAT D(.5/68
COMPAflY tDITIOlI

WEIGHT, LOADING AND EQUIPMENT APt 5. t.4.

Sheet 2
Ir anC Balance - Balance Char"t First Class version (cont'd)

02" DC-68 (BAL}-NCE CHART NO. 501) frC_ 6E

i 1 ) General

The chart should be used for cheek of loaded aircraft baLance to be within limits prescribed. Figures
required for calcuJ.ation are available from Loadsheet,

(2) Direction for" use

L Balance scal.es
(a) Start calculation on Basic Index scale from number according to EWS,
(b)Mark off corespondlng point on ilCrew in cockpitrtscale and count in arrow direction as many segments
as number of crew members to be seated in cockpit,
(c) From point obtained mark off corresponding point on next scale and proceed with the caLculation on this
and the following sca.Le in the same manner,
(d)When compartment 2 andlor 1 are used for cargo (seats removed and web-gate installed) continue cal-
culation on scale availal:le for these compartments.
(e) This part of the calculation is finished by finding a Loaded Index ivhich has to be entered on Loadsheet,

C.G diagrarm
(a) From loaded index obtained follow the black vertical auxiliary line through the C.G, diagram,
Observe location of intersection with estimated landing weight.
(b) If intersection faLls to the right (towards aft limit) read off minirnum (above 24) or maximum (below 24)
number of persons allowed to be carried with free seating.
(c)Shoula it falilo the left (towards forward limitfiiiiTfililinimum (aLrove 22) or maximum (below 22)
nggegl_glgg5gns allo.lved to be camieC withjl-je3[.&
(d) When actual person number does not agree ma-rk off intersection. Then mark off intersection between
the line for actual number of persons and estimated landing weight. Count the number of index units
between the two points. (Each segment between the black vertical auxiliary lines represents one index
unit). Thls index difference must be cr:mpensated by shift load, baltast or seattng restriction (blocklng
of seats).
- Number of persons in thts connection applies to all persons on board except infants and cockpit crew.
* Two children in one seat are to be counted as one person.
- Each seat occiffi-Effiad is to be counted as one person.
{e) Required seating restrictlon from front or from rear is to be obtained from the tabLes below the C, G.
diagram,
- Observe intersectlon between actual number of persons and required index correction.
Note: When blocking seats from front four seats tn stateroom (norma-11y reserved for crew) should not
be included.

(f) Show on Loadsheet any seating restriction and inform Cabin Attendant for actlon.

(more)

il
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@
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td

Effec'Jve: Ma;, 15. 57

lssue No. I
 w EC-6 B Fir:t

I@er c@pt.
clor veruion - i8 pot,c.lec*r

Aft L@or 9@pt.

Bolonce Chqrt No. 5Ol

Aratlalf6 &@ c@etat@ @

lo o d d
El [* | HHF

qo0 (}0 0
AEiLu.e u!@ @weBie

Se!ESjEIgg--@g9[E- !t&r. tskHff rotaht | 485Bo ka (oea< flrght pI& fd ary restrictiu)
l.ar' Ieiuls r 4oo4o ka (ch€ok flisht p1e fq &y 'e€tricti'@)
trlq.
'ei€ht
tir€ tu6l leiAht:
zeto ,8r?0 kA

I1IIEr I I tt I )_ I I
BASIC
scc. to ms
25
I
9I l, I
451
rl I
do
I
b)
I t+t I
80
I ll,
CRET IN MG I!
(Ua. cec EBS) l

@ rrx. 2490 k8 il
SC. I,oCE. xll. 40 kg

@ ux. zxo xs

@ uu. rro u
@ uor. rro *s

IO'DED INDEX
I
I
I
I +l itrl I
55
I
6
I
I
(
Iil +t I I+t Il' I

---t 40040
I .t_
I

-t. -L
I
I
(
,9ooo
,8ooo
I

j
N $ a
E.
\ -t\ -k
\l
*J" + nu
l\
t
lj;h
ll
ilt ilt
ill
ilt ill
ill
I

E
,7ooo
H ,d" \-
\ 1\
+a

+
ilt II lil
E ,60cD
N \ \k F \\. ilf ltl ilt il1 ilt
2 $ 1- : ilt Iil ilt ilt
z4
,5oo
,4q
\ + \\ h S ill itl Iti
H N $ ilt ill ilt
E
E
,ro0o
\N $ lil
I tl
I^t
,2@o
NN .N {ll l l l| ilt
)1OoO $i .1
,000
N N $ lri li ltl lil
29000 )ti N\ N' \l\ ,.N\ $J\ ill tii Iil llt lI
nr,6drTtrG OF SNA TS c0 0tr 0r !0 IDEN ItrDEX
"on FROT RE',N
FROTT
"ROI

-rL
-rt-zt-z -t -1 E 2 2 _-!
--T tt 2t ]E 2
d .E --r1
-I ltrdAt
,ii
A
6
B
I
 TEMPORARY INSTRUCTION
tChJDr/J,Yril rrmrflet tltf6 ,
AIROPIANT ILIGHI MANUAT D(.6/68
(0ttlPANY tDlTl0t{

WEIGHT, LOADING AND EQUIPMENT File ln front of dPl 5 5

Sheet 1
Weight and Balance - Balance chart no. 6-5, 1.5. lolr4qt Version

01. GENERAL ],TODIFIEDD C_6

The chart should be used for check of loaded aircraft balance to be within limits prescribed. Figures required for
calculation are available from Load Sheet.

02. DIRECTION FOR USE

(1) Balance scales

(a) Start calculation on Baslc Index-scale from number according to BWS.

(b) Mark off corresponding polnt on "Crew 1n Cockplt" -scale and count ln arrow direction as many segments
as No. of crew members to be seated ln the cockplt,
(c) From polnt obtalned mark off correspondlng point on next scale and proceed with the calculation on this (pitch
100 kgs) and the following scales in the manner.
(d) This part of calculation ls finished by finding a Loaded Index which has to be entered on Load Sheet.

(2) C. G, diagram
(a) From Loaded Index obtained follow the black vertical auxiliary line through the C. G. diagram. Observe
location of intersection with estimated landing weight.
(b) Free seating is allowed when the intersection falls between forward (left) and rear (right) applicable
limit llne:
- Applicable llmit line is determlned by adding aUgelggnq qn loardexcept cogkpit clew and infant5
- Two chlldren j.n one seat are to be counted aa one person.
- Each seat occupied by load 1s to be counted as one person.
(c) If lntersection fall out of any of the Iimlts (to the left of the forward llmit or to the right of the aft limit)
mark off lntersection and count the number of lndex units to applicable limit line.
(d) Required seating restrlction from front or frorn rear is to be obtained from the tables below the C. G.
diagram:
- Observe lntersection between actual no. of persons and required index correction,
(e) Show on Load Sheet any seating restriction and inform ,Cabin Attendant for action.

(more)

6
6
q

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Er

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6l
o
o
a
o

Effective: .IuI.29.57
APL/Rev 5b lssue No 1
 Bolonce Chort No. 6-5.1.5.
DC-6 Tourist Version - 60 poss. seots

..--1,- -
l/\
-r
L

BASIC INDEX
to 15
'll t+ lt+l
I

tiH
acc. BWS 6 80 I e's 90 r00
PI lt I
CREW IN COCXPIT
l l
(Mar.see BWS) l
i
I

sEc. LocK.MAX. I 50 ks l
l

urx. 6io ks
kol t1
@
@ vax. 12so ke
l

li I l I

@ nlx.
4,
I

ll
1980kq

I
IOADED INDEX 45 ,i. I I
5 65 70 l
I 8 90
I +l

o
I
F
x
o

o=
z
zo
o

G RE
IROtr FRONT IROU !EAR
Uo No. index co.rectior
of -
7 8 t 6 9 10
ro. ot seatE to be blocked Iron rear
1-6 NA

t2 NA
5 12 NI
B 10 20 NA 6 IO 16 NA
9 8 t5 NA 7 8 14 15 NA
10-11 6 t2 f8 NA B '/ IJ ti r6 NA
l?-tJ 5 10 1' 2A NA 9 6 10 15 L6 Nd
r4-r5 8 t2 r6 20 NA 10 5 9 f1 IJ r6 NN
15 ? 10 t1 15 a9 NA 1L 8 10 L2 14 t6 NA
17-18 1 6 9 L? t5 r.8 NA l2 4 9 11 12 t) t5 r6 NA
t9-24 J 5 8 10 r) r5 18 NA 13 6 B 10 1f 12 L5 t6 N4
?L-22 1 5 11 t1 75 17 t4-a5 )
7 9 19 NA 5 7 9 to 11 12 t) r5
21-25 2 6 8 10 12 i4 t5 a7 19 t6-t? J 5 6 ? B 9 lo 11 12 \J
?6-"9 ? 4 f1 t) t5
? B 10 14 2 ) , 6 7 I 9 10 11
1a-)5 2 J 6 ? 9 10 11 12 14 22-2? 2 J 5 6 B B io
9
36-4: 2 1 4 5 5 8 9 10 1] 12 28-)i 2 3 4 5 6 8
7 E 9
1+4-5a 1 2 3 , 7 8 9 lo l1 14-)z f ? ) 4 , 6 5 ? E E
54-5t 1 2 t 4 5 5 ? NA 38-45 1 2 4 4 6 6 B
59 1 2 1 4 4 6 6 NA 46-59 2 2 J 4 6 6 NA
6o 1 2 J 5 5 NA 5o 1 2 2 J 5 NA
6t f 2 1 J NA 61 1 2 ? ) 4 4 NA
6z 1 2 2 1 NA 62 I 2 2 {a
1
6J 1 2 ? NA 6) 1 2 2 NA
64 I NA 5a 1 N4
65 NA 65 NA
 %tot&t tild/Y urnlrYtit .iltTid J

AEROP[.A${E FE.IGTiT ffiA}IUAI. DC.6I6B

(0ffiPtltY lDlil0ll

WEIGHT, LOADING AND EQUIPMENT APL 5. 1.5.

Sheet 1
Weight and Balance - Balancg Clrg1:t, Tgillls_t version

01. DC-6 (BALANCE Cr{ART NO. 602) DC- 6

( 1) General

The chart should be used for check of loaded aircraft balance to be within limits prescribed. Figures
required for calculation are avallable from Loadsheet.

L (2) Directions for use

Balance scales

(a)Start calculation on Easic Index scale from number according to EWS.

(b)Mark off correspondlng point on "Crew ln cockpitl scale and count in arrow direction as many segments
as number of crew members to be seated in eockpit.
(c) From point obtained mark off corresponding point on next scale and proceed wtth the calculation on
thts (pitch 100 kg) and tire following scale {n the same marner.
(d) This part of the calculation is finished by finding a Loaded Index which has to be entered on Loadsheet,

C. G. diagram
(a) From loaded index obtained follow the black vertical auxili.ary line through the C.G. diagram. Obeerve
location of lntersec ,tlon with estimated land{ng weight
(b) If intersection falls to the rlght (towards aft lirnit) read off minimum (above 45) or maximum (below45)
number of persons allowed to be carried *tthjl-lggglg
(c)StrouldltE to iIe left (towards forward limtt) read off mtnimurn (above 20) or maximum (below 20)
number of persons allowed to be carried with free seating.
(d) When actual person number does not agree, mark off intersection. Then mark off intersectton between
the ltne for actual number of persons and esttmated landhg weight. Count the number of index units
between the two polnts. (Each segment between the black vertical auxiliary lines represents one index
unit). This furdex difference must be compensated by shift load, ballast or seating restriction (blocking
of seats).
- Number of persons {n thls connection applies to all persons on board except lnfants and cockpit crew.
- Two children;!1_g9gj are to be counted as one person.
- Each seat occupied by load is to be counted a6 one person.
(e)Required seating restriction f,rom front or from rear is to be obtained from the tables below the C.G.
diagram,
- Observe intersection between actual number of persons and required index comection.
(f) Show on Loadsheet any seating restrietion and inform Cabin Attendant for action.

(more)

rll
rJ)
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Effective: May 15. 57

lssue No.. 1
 Bolonce Chqrt No. 602
DC-6 Tourist vertion - 60 por. seols

frd

{7 vv
GR S ilEIcHT IJIMIT.qIIIOI{S: U8x. take{ff rejsht . 45220 ka (Cirecr fl:.eht p1e for {$r reetrioti@)
ldry. lqndjhg relght | 35r8O ke (ClBck fliSht pte for ey restricti@)
!14r. z€lo xirl8 fuel teigbtl ,lLr5 kg
4' n
3ASIC
ae. to
IIIIE(
E1[S ilillilillllll
5 )o.Jb
ililillll lrrrr'l' t'r'i
'CNET
D.I C&EPIT
(uc. aer EIIS) il

sxq,.rrcK. I[{L 150k

o uAx. 61olq il
o r{,lJL 1290 k€

!IAX. I9B0 ke )
ED

DTE 6t a': pI sb , eb d6 10o

LOIDSD 4i T 55 I

I +t
I I

:5rso- - .\ + r + + 1 l- 1t T-t
M
I
1460 ! \ \ I
Ei 11mO t\
o
H ,i c, 4 4Ql I 2

E l2oqg ( ''{* 4
o () \:
H
2 ,rooo \ \ 1:
I

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n
H
28000 \h t I 3

27@O {\ \\ \ \
SLOCf,INg OT SEA!S FOR COBBECTIOT OX LOADED IN'EX
.3ROX FROrr rBorl BEAR
no. f,o comatLcu - lndar
o, of
Dat!. f BeBtr to ba blocl!3d frw frot Per8. !8Al

il f,A 1J !{a
7 L2 f,A
8 XA
I fA
R
6
,o )
L2 lb IO
11
n
, f,A
I
, I LO trA
7 1t trA
2 6
2
2 5 6
2 , 4 lo 1I t2
It
44-fr 1 ,
1 6
7 6 6 f,[
a 5 XA I 2 2
-z2 _2 4 _T
4 ) u
I
q 4 g -z , 4 f,A
@ 2 , 'da I -a r{A I{A
2 2

I 56 It[
g
o
 sGJtDrtugrtt rtfrt tE tt Tdrl
AEROPTANT ITIGHT TNAilUAt DC.6/68
(oilPllrY EDlfloll

WEIGHT, LOADING AND EQUIPMENT APL 5.1.5.

Sheet 2
Weight and Balance - Balance Chart, Tourist version (conttd)

02. DC-68 (BALANCE CHART NO. 502) 6

(1) General

The chart should be used for check of loaded aircraft balance to be within limits prescribed. Figures
required for caleulation are available from Loadsheet.

(2) Directions for use:

Balance scales
(a)Start calculation on Basic Index scale from number according to EWS.
(b)Mark off corresponding point on"Crewincockpit'! scale and count in arrow direction as many segments
as number of crew members to be seated in cockpit.
(c)From point obtained mark off correspondlng point on next scale and proceed with the calculation on thls
and the following scale tn the same manner.
(d)When compartment 2 andlor 1 are used for cargo (seats removed and web-gate installed) continue ca1-
culatlon on scale available for these compartments.
(e) This part of the calculation is finished by findtng a Loaded Index which has to be entered on Loadsheet.

C, G. diagram
(a) Frorn loaded index obtained follow the black vertical auxiliary line through the C.G. diagram. Observe
location of intersec ,tion with estimated Iandlng weight.
(b) If intersection falls to the rtght (towards aft limit) read off mtnimum (above 26) or maximum (below 26)
number of persons allowed to be carried with free seating.-
(c) Should it fall to the left (towards forward fimiifT6liFilinimum (above 24) or maxtmum (below 24)
number of persons allowed to be carrted with free seating.
(d)WEen a;tu6lperson number does not agree mafErc=IEEi6iiection. Then mark off intersection between
the line for actual number of persons and estimated landing weight, Count the number of index units
between the two potnts. (Each segment between the black vertical auxiliary ltnes represents one index
unit). This lndex dtfference must be compensated by shtft 1oad, ballast or seatlng restriction (blocking
of seats).
-
L -
Number of persons tn this connection applies to all persons on board except infants and cockpit crew.
Two children in one seat are to be counted as one person.
Each seat occup6ffi]Tdad is to be counted as one person.
-
(e) Required seating restriction from front or from rear is to be obtained from the tables below the C. G,
dtagram,
- Observe intersection between actual number of persons and required index correctlon.

L Note: When blocking seats from front four seats in stateroom (normally reserved for crew) should not
be included.

(f) Show on Loadsheet any seating restriction and tnform Cabin Attendant for actton.

(more)

I
N
lrj
o
;
6tt
o
o
o
d
l!

Effective: May 15. 57

lssue No 1
 w DC-6 B Tourist vertion - 75 porr.Lredlr
iBolqnce Chorl_ No. 502'

Aft l@er
Acj"lable up@
o o o6

I o q o9
AveilabLe up@ c@versi@

Gfi.oSS ilrlcm LIlgtIAqICNSt I{s.. tah*off voight . 4S5BO kA (C*pa. fffeht pI& fd aEy re6trictj.@)
ilex. l-edilg ,elgtrt ; 4oo4o ks (ch;ck fl-ighf, ple fd srir reetricti@)
Ms. zero rilg fuel vei8ht, ,er70 kg

sASIC II{DUI I I I )_ L
o lr! 60 b) t,\
aco. to EfS. I +l I lr I I t+ ll I I l,i
c&nr I[ co(rEII ,L
(uar. ses ugs)
Y +t
@ MAX. 1140 Iq t

SEC, IOCK. UAX. 40 ks

*
t[tr[.
@ UoO lrg
T ?l i ll
@ lllx. rro r'. L _L
@ uox. r:.0 r.s

I ll I I I )
Itt+
I

Ilt I t+ b)
IO,ANEN I}IDM
I lri I I llr +t I t'i 50
t I llP t+t I l,l II
4q30 _

_-ry00r _ +
!4r
,8000
I at-
H
H
11oco
+
\-A
,6000

17mo
\
,4000
H

H
,1000 $
E
,2&O

- ,10oo

,oom

2gmo
R c IOll
FROM BEAR
No.
of 2
!€n. Per " xo. ot seate to be bl@ked ftm reer
trA 1 N1.
NA
,
5 6

8 B tt

,
10 12
u 2 to 11
-u t5
15T6-
E:I'-
2
2
9
8
-r E 10
-I1 !2 L' _11 14
6T --T
24-27
---d
.-T -T To
7
--, fr t2
It6- TI-
4u-4 / 'T2 4 , -66
48-5q
a64a 1
l J
5
64:1L 1 1 4 5
1 2 2 5
rI
m) _z
2 ), 2) M
, ) -4 --4
4 ) M ? z
,ii
-z2 ,, E E 75 2
8 -z E E
2 NA

I M
 I'ENlI'ORARY INSTRUCTION
tA/UDtil, Yrr,J UrRIrilEt tllI&n
ATROPTANE TTIGHI IUIANUAT DC.6/6B
(OIIIPAilY EDIIIOil

WEIGHT, LOADING AND EQUIPMENT File in front of APL 5.1.6

Sheet 1

Weight and Balance - Balance Chart No. 6-5.1.6. De Luxe Version

01. GENERAL
MODITIED D c-6
The chart should be used for check of loaded aircraft balance to be within limits prescribed. Figures required for
calculation are available from Load Sheet'

02. DIRECTION FOR USE

(1) Balance scales

(a)Start calculation on Basic Index-scale from number according to BWS.

(b)Mark off corresponding point on "Crew in Cockpit"-sca1e and count in arrow direction as many segments as
No. of crew members to be seated in the cockpit.
(c ) From point obtained mark off iorresponding point on next scale and proceed with the calculation on this (pitch
100 kgs) and the following scales in the same manner.
(d)This part of calculation is finished by finding a Loaded Index which has to be entered on Load Sheet.

(2) C. G. diagram
(a)From Loaded Index obtained follow the black vertical auxiliary line through the C.G. diagram. Observe
location of intersection with estimated landing weight.
(b) Free seating is allowed when the intersection falls between forward (Ieft) and rear (right) applicable limit
line:
- Applicable limit line_is determined by adding all persons on board except cockpit crew and infants
- Two children in one seat are to be counted as one person
- Each seat occupied by load is to be counted as one person.
(c)If intersection fa.I1 out of any of the limits (to the left of the forward limit or to the right of the aft limit)
mark off intersection and count the number of index units to applicable limit line'
(d)Required seating restriction from front or from rear is to be obtained from the tables below the C.G.
diagram:
- Observe intersection between actual no. of persons and. required index correction.
(e) Show on Load Sheet any seating restriction and inform Cabin Attendant for action

(more)

rO

A
fr
F,
;N
o
o
@
d
o

Effective: Ju1.29.5?
APL/Rev 57 lssue N0..1
Sf,S DC-6 De Luxe Version-40 poss. seots
Bqlonce Chort No. 6-5.1.6.

+-- - --\
fr

r..l
+.-'----r

BASIC INDE X
acc. to BWS 45 0 c 65
t,! 75 c I5 I 95 100
CREW IN COCXPIT I

(Max.see BWS) ( ,_ll

I

SEC. LOcK.MAX. I s0 kq

@ urx. 6to ke I
@ urx. r82s ke 1l
uax. ta
@ rsooke
_l
)
It
II l l
LOADEO INOEX II I
15 50 5 65 I )
.5 I
_i-r 5 95 )0

o
36290

35000 \i
I .

\
I

I
tl "l .t-
tt I
t- -1
i I I I
I
F 34000 \ \l I III I
I
u 33000 \ \ \i I
,45
)l N )f IS I
I I

=
o 32000 )b )a)A' l
I
Z
z 3l 000 sl \l \
l^
t' 4
I

a 30000 fr S I 2 ) I l 2 Ir t 4
U
ts
29000 4 \ \ il l l
I

I
l
=
F
U 28000 \ \l ll I I

!r
I

2704O i \ !i ill il ]I I

T E

FROM TRONT flROU RXAR

No
No.
of of
pers No of seats to be blocked fron frcnt No. of seats to be bf ocked froMear
NA
1-4 NA
5 f,o NA
5 12 NA
7 6 4 N} 6 10 15 NA
8 4 10 15 NA
7 B r4 l{A
9 4 8 t, 16 ,NA I 7 a3 t5 t5 NA
10 4 ? 1t 14 16 XA
9 5 10 14 r6 NA
11-12 , 6 9 t2 L5 16 NA IO 5 9 11 t5 16 NA
1 5 ? 10 t2 14 t5 16 Nl 11 8 to 12 t, 14 t6 ]A
15-15 2 4 6 8 10 11 12 r1 14 15 12 7 9 1f t2 t3 14 16 NA
2 6 ? 8 9 10 I1 12 t) 1l-14 4 5 8 10 i1 12 1' 14 15 r5
2A-22 2 1 5 6 ? 8 8 9 10 10 15-16 , 5 7 I 9 10 11 l2 t, 14
2t -26 2 j 5 5 6 7 a 8 \? -49 3 5 6 7 I 9 to f1 l2
2? -29 1 2 2 , 4 4 5 6 6 2A-?5 2 4 6 ? 3 8 10 l1
l0-40 1 2 2 - 4
3 NA
"6-29
2 J 5 6 ? I 8 9 10
41 I 2 2 ) J NA ,a-1t 1 2 4 5 6 7 8 8 9
42 I 2 2 J 3 SA
)6-J8 I 2 J 5 6 6 ? NA
4) t- 2 2 NA
19 1 ? J 4 6 NA
44 I ilA 40 1 2 ) NA
45 Nl 41 1 2 4 N.A

42 2 J NA
43 ,1 2
44 I NA

45 NA
 n/Jatfl ttTrlrrrutl$ililiat
AEROPI.A}IE FIIGHT ffIAilUAI. DC.6/68
coilP^lrY tDtTt0I

\MEIGHT, LOADING AND EQUIPMENT APL 5.1.6.

S heet 1
Weight and Balance - Balance Chart, De Luxe version

01. DC.6 (BALANCE CIIAHT NO. 603) DC- 6

(1) General

The chart should be used for check of loaded atrcraft balance to be withln limits prescribed. Flgures
required for calculation are avallable from Loadsheet.

(2) Directioris for use:

Balance scales

(a) start calcuration on Bastc rndex scale from number according to EWS.
(b)Mark off correspondi.ng point on t'Crew in cockpitt'scale andlount in amow dtrectlon as many
segment6
as number of crew members to be seated in cockpit.
(c)From potnt obtalned mark off corresponding potni on next scale and proceed wtth the calculation
on this
(piteh 100 kg) and the followtng scale ln the same manner.
(d)Thts part of the calculatton is flnished by finding a Loaded Index which has to be
entered on Loadsheet.

c.G. diagram
(a) From loaded index obtatned follow the black vertical auxlliary llne through the C. G. diagram. Observe
locatton of lntersection wtth estimated Iandlng weight,
(b)Ifintersecttonfal1stother1ght(towardsaft1tm1t)readoff*"*@a].1owedtobe
carried wtth free seattng.
(c) Shouldtt fall to the left (towards forward limlt) read off minimum (above 16 ) or maximum (below 16)
number of persons allowed to be carried with free seatinlf-
d)When actual person number does not agree, mark off intersection. Then mark off intersection between
the llne for actual number of persons and esttmated landing weight. Count the number of index units
between the two points, (Each segment between the black vertlca-l auxiliary llnes represents one
index
unlt). This tndex dtfference must be compensated by shift load, ballast or sea.ting res triction (blocking
of seats).
- Number of persons ln thls connection applies to a1J. persons on board except lafants and cockpit crew,
- Two chlldren in one seat are to be counted as one person.
- Each seat occillEE-Elil6ad is to be counted as one peraon.
.(e) Requtred
seating restrlctton from front or from re"r ls to be obtained from the tables betow the C. G.
diagram.
- Observe intersection between actual number of persons and requtred index correction.
(f) Show on Loadsheet any s restrtction and lnform Cabin Attendant for actton.

(more)

I
H
(o
ro
rll
6l
o
o
o
CI
o

Effective: May 15. S?

lssue N0..1
 Bolonce Chorr No. 603
OC-6 De Luxe vcrrion - 4O potr.f,ests

Fri, lder lr.ft

<7 v<7
GR S YTEIGET LIIIIATIOtrS3 !rar. takeaff r€lght . 4r22O kA (Orear fUeht p1e fc ary testrlcti@)
Uar. lrnding r€lght z t5r81 kg (Clock *i8ht ple fs eJ. restricti@)
l[u. z610 rlrg fuel retdft. ,rlt, kA

BTSIC INDEI , )5 t ) t, ,7! 80 ) c , loo '

a@. to EwS ilil

4
lilr )
ilil illl ilril llillr'! tr illl illl illillill
I}I c@rstr
cnEr
(
(us. mr ss9)
+t
sEq.IocK. fl;L rr\

I urx. ,tp\
r{c t825 kE
{ ffit
(i) unx. rgao kg
Eo E

6 ,l pt do t, eb rh
IOTDD IMET 4?
T t+ ht
,52o__
I
+ {+ r- --l
d
ti r4@0 4. I' JI I

I \l ) \I
H
u
rlm 4 lx t?
I
x .ilil
6
E ,2000
3
\I \ \\ I t+lll
H
E
3
JI000_ )t
I \
\ I
t1k
10@o \l { tt t0

$ t
EA
E
2qoo0 \ 1\t
Rti
E I

H 4 al
n r
-?9ooo- 'l \ 4. illt
27@O I i \ \ NI il ltt

slOCKINC OT SEATS FOB CORRECTIOtr OT LOADED ITDAX

FROU TBONI FROU NE}R
Xo. No,
of of 8
p8::3. pellr. tro. of Bsata to Ie }Iockotl fm Es
1-5 m 1-a I{
10
NA
I 16 l{a
l g I 7 16 I{A
7 11 _t4_ 16 6

3 3+ TdI
6 12 1E 5
12 4

a, J a
4
-T --v
---+
10
--E-
b
4
4
,
6 I 10 11 12
10 11 L2
16

i
a 5 5 t 6 8 10 11
I 2 4 6 5 2 l0 rl.
2 6 2
1 2 gA I
42 [A I 2 b b a I
4' I 2 L 2 5 l{A
1 2 6 trA
45 I trA 1 I 2 N[
4O xl 1 2 }Il
1 trA

I
.1,
@ 46 I{A

F
R

a
o
 fiAn0rhrlr0/J rrnt tE tAtfpt
AIROPIANE TI.IGHT TNAilUAI. DC.6/68
(oilPAltY rDlil0lt

WEIGHT, LOADING AND EQIIIPMENT APL 5.1.6

S heet ,
Weisht and Balance - Balance Chart, De Luxe version (conttd)

02. DC-6B (BALANCE CIIART NO. 503)

6
(1) General

The chart should be used for check of loaded aircraft balance to be withln limits prescrlbed. Figures
required for ca-Iculation are available from Loadsheet.

(2) Directions for use:

Balance scales

(a) Start calculation on Basic Index scale from number according to EWS.
(b) Mark off corresponding potnt on "Crew in cockptt " scale and count in arow dlrection as many segments
as number of crew members to be seated in cockpit.
(c) From point obtained mark off corresponding point on next scale and proceed w{th the caLculation on this and
the followtng scale in the same manner.
(d)When compartment 2 and,lor 1 are used for cargo (seats removed and web-gate lnstalled) continue cal-
culation on scale available for these compartments,
(e) This part of the calculatton is finlshed by finding a Loaded Index which has to be entered on Loadsheet.

C, G. diagram
(a) From loaded index obtained forlow the black vertical auxiliary line through the.c.G. diagram. observe
locatton of intersec tlon with estimated landtng weight.
(b) If intersection falls to the rlght (towards aft limit) read off mintmum (above 22) or maximum (below 22)
number of persons allowed to be carried with free seating.
(c) Should lt fall to the left (towards forward limi0-read offEinimum (above 20) or maximum (below 20)
number of persons allowed to be carried with free seattff-
(d) When actual person number does not agree maiE-6iiTGiEection. Then mark off intersection between
the line for actual number of persons and estimated landing weight. Count the number of index units
between the two potnts. (Each segment between the black vertical auxiliary ltnes represents one index
unit), . This index difference must be compensated by shift load, bqllast or seatlng restriction (blocking
.of seats).
\.- - Number of persons in this connection applies to all persons on board except tnfants and cockpit crew.
-
Two children ln one seat are to be counted as one person.
Each seat occffiffiffi-ad is to be counted as one person,
-
(e)Required seating restriction from front or from rear is to be obtained from the tables below the C.G.
diagram.
- Observe intersection between actual number of persons and required index correction.
L Note: When blocking seats from front four seats in stateroom (normally reserved for crew) should not
not be included.

(f) Show on Loadsheet anrr seatihg restriction and inform Cabin Attendant for action.

(more)

t
N
@
()
lrl
6l
o
o
o
d
o

Effective: May 15. 57

lssue No I
 wffi
-=aHs* Bolonce Chort No. 503

DC-5 B De [uxe vertion - 5Or Po...raoil3

Iid. loqer I.ft lover c@t.

o
oo
&?i1&1e w@ cw.rql@ @
0 o o

1@ker oos
A?a1161e [pe c@orsl^@
o oo
rc!--@-J:!, tgq- Md. ta]re-off vejght : 4S580 k\S (Check fllght pl'e fG aEv restricti@)
Irar. lmais *eisht r 4oo4o ks (cfrect tfight pfd fc ary lestricti@)
Md. zero qing fu61 uelghtt ,8170 kA

BASIC II{DET
sco, to EVfS
t
25
i
I
o
I
I
)5
I +t
I
,0
I
I
50
I
I
55
I
I
0
I I'illlli. I t+t
1
CREIY IT COGPTI
(Ms' eec Ef,S)

@ !{Ax. 2490 kg
1

sc. IrcE. l,Ilx. 40 k8

O uax. 25Bo ks

O ux' rro rc (
@ **, rro r*
I I I lt I I I I
LA!!D rrrm I
,a
I t
45t
rl t0
I
55
I
0
I
0
t+ll t 'l I l,l il
lgo -
$' \t lltll lil
Y \' "\
-z?oog_
lsooo _
\I\
rFF
\
>1, t4- N
tlllll Il
Lll
I
\ ,0 ll]t fl
H

B
,7000

,5ooo
ru \
I + \ $ t+
lI
,rm0 \ + \ TN H] tll
3
g
,4000 N' 'a\ \ \ \ $i t}i LI
PI
ill
3
tr
,1000 {\ .\ \ \ \ \ \)+ il lI I

a \ .
'I Itc
I ltl
ll I

lil
+
q 1!t
\L
\ \ $ f
E 12mo s 14 I

-fi
$ $ +
i\ + \-t\ $ $ $
,10oo JR 1 ililll lil ili
\. \
-N nFx

,00m \ $ t- lt1 lI
2g0oo Nr !' I lI ltl ili
E ON OF LOADED II{
I'ROM FROI{T r.ROM REAR
!{o. No. itB
of of TU
pes p€8. No. of Eeeta to be bIocIGd frcm lear
M I I6 rA

1.1 11" L5 NA ,
14-15 'l 10 l{A 6
8 10 12 15
6 I 10 12
q 6

2L 7

I lo 11 L2 9 10

6 2 6

6 I 2
6

1 2 2 4 a 2 2
48
2
,) -fr4
I 4 NA
3 5o 2
-"7
,i 1 2 NA
Io 52
')a M I )) s.
 firiJDnArYtUt rrmrrE tztmrl
AEROPIAI{T TTIGHT TNAilUAT DC.6/68
c0ilPAilY tDtTt0t{

\A/EIGHT, I,OADINC AND EQUIPMENT APL 5.r.7.

Weight and Ba-lance - Balance Chart , Combined version

01. DC-6B (BALANCE CITART NO. 504) 6B

(1) General

The chart should be used for check of loaded aircraft baLance to be within limits prescribed. Figures
required for calculation are available from Loadsheet.

(2) Directions for use:

Balance scaLes

(a) Start ca-Iculation on Basic Index scale from number according to EWS.
(b)Mark off corresponding point on "Crew in cockpit" scaLe and count in arrow direction as many segments
as number of crew members to be seated in cockpit.
(c) From point obtained mark off corresponding point on next scale and.proceed with the calculation on this
and the following sca.le in the same rnanner.
(d) When compartrnent 2 andi or 1 are used for cargo (seats removed and web-gate installed) continue
ca1-
culation on scale available for these compartments.
(e) fnis part of the calculation is finished by finding a !,oaded Index which has to be entered on Loadsheet.

C. G. diagram
(a) From loaded index obtained fo1low the black vertical auxiliary line through the C. G. diagram. Observe
location of intersection with estimated landing weight.
(b)If intersection fa11s to the right (towards aft limit) read off mintmum (above 26) or maximum (below 26)
number of persons auowed to be carried with free seating.-
(c) Should it fall to the left (towards forward li*iTi-i6Ef oT_*tqlqgm (above 24) or maximum (below 24)
number of persons allowed to be carried with free seatinll--
(d) When actual person number does not agree maiEEIiiEGection. Then mar:k off intersection between
the line for actual number of persons and estimated landing weight. Count the number of index units
between the two points. (Each segment between the black vertical auxiliary lines represents one index
unit). This index difference must be compensated by shift load, ballast or seating restriction (blocking
of seats).
- Number of persons in this connection applies to all persons on board except lnfants and cockpit crew.
-
Two children in one seat are to be counted as one person.
-
Each seat occupied by load is to be counted as one person.
(e) Requined seating restriction from front or from rear is to be obtained from the tables below
the C. G.
diagram.
- Observe intersection between actual number of persons and required index correctton

Note: When bloeking seats from front four seats in stateroom (norma1ly reserved for crew) should not
be included.

(f) Show on Loadsheet any seating restriction and inform Cabin Attendant for action.

(more)

F.
H
La

;
c{t
o
o
o
d
o

Effective: May 15. 5?

lssue N0..1
 Bolonce Chort No.5O4
DC-6 B Combinod version - 72 pols.3eoli
IH. l@er c@pt. Aft l@er
evai:.au:.e rlpo
o o
oo

Sec. lod<e! a 0 qqoa

AvEll,ab1o up@ c@Ei@

oRoss lErGErurMI.IATroNs: tr[ax. take-off {eight : 4BrB0 ka (check flight Ple fil aqv restf,icti@)
!Isx. ledila rsi8ht r 4oo4o kg (check fri€ht P1s fa ev restricti@)
M4. zero vilg fuel velght: 18170 lrg

II ll tt I
3ASIC I}IOEC
aco. to Ellts ilt l9
It
I
15
I
140
II +t
55
II
I
I
60
I
d5
I
15 80
I I t+t
,6
t

C!T'' IN
+l
COCETTT
(Mu. see EYS)

@ rAx. 2490 kB
lil H ll ll
SC. IOCK, lilAx. 40 kg
100

@ uri. rrm u
llt lil
O ruc. rro re
I

@ uox. rro r.s

I I I I It I I I
z'rll
],OADED INDU 25
r
30
'l 15
I
40
I loi I
,5
I
0
I
65
I lll +tIil+ II
40o40

_299_ * ( {[ \ * { + +fl. $ $.h rj-f !1 I i l fl, til, t1]tl Jt+t+ rlllr |r li

1A@O .)$ t 4W
E LlPr
\
)zl4
\lv \ !€F

'l$ N ll r'fli1li
ill
ili
il
1il
I

\ -4. $ + [ 4il il
H
,7000

6 f +, \' .\ LI
Ii
t
H ,6ooo HI lil lll
|il
s$
,5@o
lil ltl
{ ,4000 1.1 ltl ltl
a
5 ,1000
N$ ilT l|il
H ll ul
d
12coo { S 11 #ln ++ [h! l8 2

ro\ $ + ruru
,1000

,0000 N $ ffi $ $ $ # ffi fi#r lI

z9cm

No.
of of
trps IBF
NA 1 NA
2
L2 NA
TI
-8, -_2
1'
t, 11 , B
1i c 10
7 t-6
I , 16 NA
t0
11 2
5
10
t2

2 5 B

6
I 2 6

4
1 1 2 2 NA

I
a
N 1 2 2
,A I
I 't5 u
M
--EI
 miJOtAtn l,ererrl$.ilIrUt
ATROPLANT TTIGHI TUIA]IUAI. DC.6/68
COiIPANY TDIIIOII

WEIGHT, LOADING AND EQUIPMEN? APL 5.1. B

Wei and Balance - Balance Chart Tourtst/First Class (TFLS) version

01. DC.6B (BALANCE CHART NO. 505)

6
(1 ) General

The chart should be uaed for check of loaded aircraft balance to be within llmlts prescribed. Figures required for
calculation are available from Loadsheet.

(2) Di.ections fo.r use

I Balaace scales

(a) Start calculation on Ba6ic Index-Sca1e from number according to EwS.

(b) Mark off eorresponditrg point on "Crew in Cockpit'r- scale and count in urow directiou as many segmenta as
number of crew members to be seated in the cockpit.
(c) From point obtaiaed mark off corresponding poi.nt on next scale md proceed the calculation on this (pitch 100 kgs)
and the following scales in the aame manner,
(d) This part of calculation is firished by finding a Loaded Index whlch has to be entered on Loadsheet.

C. G. - diagram

(a) From Loaded Index obtained fo1low the black vertical auxiliary line through the C. G. diagrm. Obserye location
of lntersection with estimated landing weight.
(b) Free Eeating is allowed when the intersectior falls betweenforward (1elt) and rear (right) applicable limit line:
AppLicable limit line i6 determined by adding all persons on board except gor}lit_glS. 3Ig-Ufa$g:
Two children in one seat are to be counted as one pergon,
l

Each seaT;AupGaby ioad is to be counted as one person.

(c) If interEection faII out of any o! the limit8 (to t}re left of tl.e fomard Lieit or ta t}re right of t.Le aft limit) check the
balanee according to altemative 2.
(d) when usi.ng alternatiye 2 the limit lines 0 to the left and to the right wiU always apply.

(e) Check of foryarq liMt

- Calculate index correction for total number of persons (see (b) above) including 2 Cabin Attendants seated in
Tourist cabin.
- Calcuiate index correctlon for total number of persons (see (b) above) including 1 Cabin Attendant 6eated in
First Class cabin,
- Addlnd;;;eclions ag mentioned aboye and correct the Loaded Index,
- Check that the corrected Loaded Index falls to the right of the forward 0 Limit 1ine.
- In case the Loaded Index falls to the lelt of the forward 0 limit line reload the aircraft or use ballast,
(f) Check of aft limit
- Calculate index corrections for total nurnber of persons (see (b) above excluding Cabin Attendant seated ln tourist
99DE:
- CalcuLate index corrections for totaL number of persons (see (b) above) including 3 Cabin Attenduts seated in
First Class cabin.
- Add th" irrdffiections as mentioned above and correet the Loaded index.
- Check that the corrected Loaded Index faIls to the left of the aft 0 limit line,
- In c6e the Loaded Index fa1ls to the right of the aft 0 limit line reload the aircraft or uae ballast.
(g) Example 1

- Number of persons in Tourist cabin:

Number of persons ln First Class cabin:
Loaded Index: 76. 0
') Landing weight: 38000
- Forward limit
ffi*ifiuif,E*s.ry
- Aft limit
Gdi* urection for Tourist cabin (25) - 11.5
Index correction for First Class cabin (15+3)
Total index correct!on: + 10.?
Corrected Loaded Index: 86.7 (76.0 + 10, ?)
Allowable Loaded Index at landing: 90. s
{s Lelceqrllo! L41e!1-r!grirss
(h) q!a_!s!l9 I
- Number of persons in Tourist cabini
Number of persons in First Class cabiR:
Lcaded Index: 41.0
Landing weight: 38000
I - Forward timit
iia.ii6i;rctlo" for Tourist cabin (25+2): - 1?.6
@ Index correction for First Class cabln (15+1) + 13.0
n TotaI lndex correction: - 4.6
Corrected Loaded Index: 36.4 (41.0 - 4.6)
tO
crr A1lowab1e Loaded Index at lmding; 32.4
N'o reloading or bauast required

o
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(more) Effective: May L5. 57

lssue N0..1
 Sf,S Bolqnce Chort No. 505
DC-6 B Tourist/First Ctoss/Lounge/Steeper (TFLS) version - 57poss. seots

AFT LOWERCONJPT (
FWD LOWF:F COMPT,G)

+
AVAILAALE !PON CONVEFSlON

+ tl

ll
2
:
OALLEY

l I 'l I "r. ,
_r

5EC LOCIER

AVAILAELE !PON CONVEFS ON

+ + +
BASIC INDEX
acc, to EW S
30 10 15 55 0 .il II l,:l I i 1,.'l 85 90

CREW IN COCKPIT
( MAX. see EW S ) +it lrrli
@ urx zlso

SEC.LOCK,MAX.40 Kq
ro
I .-T
I
'r00 ko
I

ilil,il I

I
I

@nax. lzoo
r?\ 910 ks
ke 1+
I
llill l
I

I
l L-
v r',ux

@r.lrx. 910 ks i
f,'h l

I
;r
l

LOADE I] II.IDF X 30 35 ,tl I i l.: 50

I l,:l II I.il i l+l lll,ilill.P 90

{s!4!_*
!98!S_ -_

o 3!!9q_
I

*I 3i!.q!___
l

IU 36000
i

o= 35000
=
z 31000
_
,\$ l4 l6
+!l'+l-*-
I'pl I'i iI 'Pl L

o
u
31q00
_

rlil I
I
l ili lllli
F
: 3r00!_ *L it\i I i

F-
U qp_09_ x
\ illilli,lillli
29000 ri I \ \\\\N
BALANCE CHECK ALTERNATIVE 2.

CHECK OF F LIMIT.

No.of oersons
inct- 2 C/A
2 0
l: TouriEl
I I I cabin
lndex Corr 5 l0 -15 -t9,4
! I I

No.ol oersons 2 l I
incl.'l C/A First Class
I I I I cabin
lndex Cort. +5 I +15 +20 l,t
i I I I 1.,

CHECX OF ArT !!\,1.!I

No. ol oersons
excl C/A ll: l
I
t

I
Tourist
I
10 -15 I cabin
lndex Corr
I I I

;
No. ol oersons
incl 3 C/A
) l: 'l I

First Class
lndex Corr
I IIII
I I l+15 +25 +i I
cabin

l.ill +10
I IIII
-oOo-
 JA?DiIJ, YrnJ rrrurlEt tZJrEU
ATROPI.ANT THGHI TUIANUAT DC.6/68
COIIIPAIIY' TDIIION

WEIGHT, LOADING AND EQUIPMENT APL 5.2. 1,

Loading - Genera)

Noter This sub-section and the following ones, APL 5.2.2. through APL 5.2.4., only contaj.n informati.on and
characteristic ofthe DC6/68 aircraft. Generalloading instructions pertainingto all types of air
"eg.rlotio.r,
craft will be found in the Stations Manual. A thorough knowledge of the general loading instructions is a require-
ment for making correct use of the loading instructions givenin this Manual.

01. The DC6/68 aircraft are designed for transportation of passengers ald thei.r baggage and minor amounts of
mail and freight. It must be realized, therefore, that offered transports of iarge and hear,y pieces of freight
may often be refused or, if accepted, they will require considerable time and man-hours for making special
arrangements in the aircraft. Loading in the passenger cabins invoiving removal of seats will always require
special permission from Head Office, according to the routine laid down in Stati.ons Manual, SllA 7.2.3.

02. A1l cargo compartments, including the lower ones, are pressurized during flight. Utmost caution must there -
fore be taken when loading the aircraft, in order to avoid any damage to the wj.ndows or other parts of the pressure
skin. Of equal importance is proper stowing and lashing to prevent shifting of the load during flight, which might
result in structural damage, personne)- injury or an unbalanced condition of the aircraft.

03. .Although belng pressurized during flight, the ventilation of the lower cargo compartments is very poor" The
temperature in the lower cargo compartments varies with outside ai:'temperature as shown in APL 5.2.2.

A- 04. Cargo containers are provJ.ded for installation in passenger seats. By using such containers it will be possible
to carry minor amounts of cargo in the cabin without removing seats (ref. STA 7.2.3") On several routes cargo
containers are incluoed in the loose equipmant of the aircraft, see APL 5. l" 3.

CAUTION In the maj.n and aft caLrin seats at the emergency exists rnust not be used for loading. The two
emergency exits in DC-68 stateroom may be blocked by cargo provided there are no occupants.
One emergency exit in DC-6B stateroom may be blocked provided that not more than four= occupants
are carried in the stateroom.

05. l,oad must not be stowed irr toilets, berths, or any other place not provided for loaditrg purposes

06. The lower cargo compartments may be inspected during flight by a periscope viewer stowed in the cockp!.t.
For tl'ris purpose an inspection opening is provirled in the ceiling of each compartrnent. These openings must not
be blocked by cargo.

N
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Effective: May 15.57

lssue No. 1
)
 nChlzrtA,Yt J rrn rlEJ truriE1l

AEROPIANI FI.IGHT TTIANUAT DC.6i6B

(OTIPANY EDIIIOl{

WEIGHT, LOADING AND EQUIPMENT

APL 5.2.2.
Sheet
Loading - Cargo compartment data 1

01. DOOR,S AND DOOR SILL HEIGHTS

Each of the lower cargo compartments are accessible through a door on the right side of the aircraft. They open
outward-downward and on DC-68 they are provided with a hold-open mechanism and a foot-step to facilitate
Ioading.

The cockpit entrance door opens outward-forward and should be used when loading into the forward upper compart-
ments.

Approximate heights from ground to the various door sills will be as follows:
Forward lower cargo compartment door: 1.8 m.
A.ft lower cargo compartment door: 1.7 m.
Cockpit entrance door: to m.
Main entrance door: 2.6 m.

02, CARGO COMPARTMENT TEMPERATURES

The below diagram shows the approximate relationship between outside air temperature and the temperature in
the lower cargo compartments. In the upper cargo compartments and in the passenger cabin the air condition-
ing system will maintain normal room temperature under most conditions.

+
o
UJ +
E nr B C 1
3
E
g.
+ 2
/- / A ,T. 3
td
(L
+8
t! f T. 3
F
g +4
6 P A
F 0
zul
=
F
E
4
(L
-8
o
o
-12
-40 30 -20 -10 0 .C
+10 +20
OUTSIDE AIR TEMPERATURE

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Effective: May 15 . 5?
lssue N0..1
 WEIGHT, LOADING AND EQUIPMENT

lgltding - Cargo compar

03. DC-6 FORWARD LOWER CARGO COMPARTMENT (COMPT. No.3.)

52.5 60 52.5

REAR END SEEI]ON Ad

0 s0 100 150 200 cm

Atl dimensions in centimelers

Fie.1. DC-6 Forward lower cargo compartment (No,3. )

(1)Cqpgcity: 1825 kg. with fsnq sqleeEl seati.ng forward stati.on 412
1290 kg. with five abreast seating forward station 412,

Note: Forward station 412 means the four foremost seat rows in the main cabin.
(2) Max. area load: 366 kg. /m2

(3) Max. runnilg loa{ No restrictions

(4) Volume: 5.74 mB

(5) Lashing equipment (standard):

I
Tie-down fittings (eye -bolts): Number: 54 (for location see Fig. 1. and 2.)
Ultimate load all directiong: 225 kg.
.\l
6\
*Il) Separation nets: 4 each.
N

(more)
o
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 Mtotauytut rrat tft tztTail
AEROPTANT FTIGHT TTIATIUAI DC.6/68
(OTIPANY EDIIIOT{

WEIGHT, LOADING AND EQUIPMENT

APL 5.2.2
heet 2
Loading - Cargo ent data (cont'd) S

Note: Dotted lines show alternative locations

6f-separation nets. Same type of net can be
1
used for altr sections,

?
o
o
-6' '6/
9"
_e-
-o'-l
grl

I 0- -d6.2 -/o \
./ --o
4
-t-

99'

Fig.2. DC-6 Cargo sections, Compartment 3.

By means of the separation nets the compartment may be divided into cargo sections as shown in Fig. 2
Voi.ume, length and floor area of each section are given in the table below.

CATGO SECTIONS
DC-6
1 2 J 5 6

Volume - m3 1.23 0.65 0"54 0. ?0 1. 32 1. 30

I Length - cm. 105 53 44 58 111 1r" 3

N
AT
6r Floorarea -m2 1. 96 0.99 0. 82 1, 08 1.5 2. 10
6
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(more) Effective: MaY 15. 57

lssue No.. 1
 WEIGHT, LOADING AND EQUIPMENT

Loading - Cargo data (cont'd)

04. DC-68 FORWARD LOWER CARGO COMPARTMENT (COMPT. No. 3. )

rm

Sta 341 Sta 89

-o--

--+--
----e- - -----€-- - ----e-- - ---+- - ---€-, ---€- o

LO

FRONT END
REAR END SECTION A-A
q s0 100 1s0 2Q0
ffiffi

Atl dimensions in centimeters

Fig. 9. DC-6ts Forward lower cgrgo comlartment (No. 3. )

(1) Capacity: 580 Kg. with{gll e!{ggst seating forward of station 412
1700 Kg with five abreast seating forward of station 412

Note: Forward of station 412 means stateroom and the four foremost seat rows in the main eabin.

(2) Max. area load: 366 kglmz

(3)Max. runldng load; No restriction

(+) Yelqr"et 7.56 m3

(5)Lashing equipment (standard)

I Tie -down fittings (ey*bo1ts) Number: 80 (for location see Fig. 3. and 4. )
,o
N Ultimate load all directions: 225 kg.
N
(\:
6 Separation nets, 4 each
;
6t
o
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 ttOliJDrtJrYrrlrrRlrilEttllrEJl

ATROPIAI{E TTIGHT MAilUAt DC-6/68

(oillPAllY EDll!0tl

WEIGHT, LOADING AND EQUIPMENT APL 5.2.2.

S heet 3
Loading - Carqo c .t data cont 'd)

a
i. -l I /
J/
-a
(.t
-
--
-t- _-{
L-
-- -a
.,-a'
..?
",
-'-'n
,
/4

/a'
,/
-a'

L
Fig.4. DC-68 Cargo sectlons , Compartment 3,

By means of the separation nets the compartment may be divided into cargo sections as shown in Fig. 4
Volume, Iength and floor area of each sectionare given in the table below.

DC-68 CARCO SECTIONS

1 2 J 4 5 6 I o I
J
V OIUffr€ - m L.22 0.59 0. 57 0" ?5 0. 55 0. 54 0. ?0 1. 32 1, 30

I Length -cm 104 .18. 5 48.5 63 46 44 58 111 113

m
2
Al
6l Floor area - m 1" 95 0.91 0. 91 1.18 0. B6 0.82 1. 0B 1, 50 2. 10
ro
.;
{.1
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o
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(
(more) Effective: May 15. 57
lssue No.. 1
 WEIGHT, LOADING AND EQUIPMENI]

LoaQing - Cargo c_ompartment data (cont'd)-

05. AI'T LOWER CARGO COMPARTMENT (COMPT.4)

r
6

Sta 843 Sta 600

7 A 1

€
a
l-+ o
-o € o

. 'A

REAR END
0 50 100 i50 200 cm
B:=#:-:n=l---.=F,.::-! :FlliQliA-A FRONT END

Att dimensions in centimeters

Fie.5. Aft lower careo compartment (Compt" 4)

(1.) Capacitv: DC-6 (all versions): 1980 Kg

DC-68: 2490 Kg with four abreast seating in aft cabin
1540 Kg with TIve a6reast seating in aft cabin
I

(2) Max. area load:

,
366 kg/m

(3)Max. running 1oa4: No restrictions

(4) Volumqj 6. 85 m2

(5) Lashing equipment

Tie-down fittings (eye-bolts): Number: 76 (for location see Fig. i. and 6. )

I Ultimate load aI1 directions: ZZS kg.
-o
a
N Separation nets, 4 each
N
:o
6t
o (more)
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cd
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 tU/YOr/Y,YrUrJ rrrurlEt tWfE l
AEROPTANE FLIGHT TTIANUAT DC.6/6B
COITIPAIIY IDIIION

WEIGHT, LOADING AND EQUIPMENT APL 5.2.2

S heet 4
Loadinp - Cargo c da ta( cont 'd)

u a

a
-J'
--{
I
,,
/{
/
a-z
2 /4
/-a
a
.a //
-a
//
,1
,
-/
_4
/ .ta
/a
1- -,,
Foot-steP Provided __*+t-
on DC-68 only ___-___>

Fie,6, Cargo sections Com partment 4

L*' By means of the separation nets the compartment may be divided into cargo sections as shown in Fig 6

volume, length and floor area of each section are given in the table below.

CARGO SECTI9NS___=--_-
1 2 3 4 5 6 7 B

Volume -m 2. 05 0.6? 0. 43 1.19 0. 6-1 0. 59 0. 65 0.63

I Length - cm 213 61 38 101 52 49 53 I

t
51
$
2
cn
N Floor area - m 3. 48 1.11 0. ?0 1.23 0. 95 0. 92 0. 99 0, 95
6
;dl
o
o
o
d,
o

(rnore) Effective: May 15. 57

lssue No 1
 WEIGHT, LOADING AND EQUIPMENT

Loading - Cargo compartment data (cont 'd)

06. DC-6 FoRWARD UPPER CARGO COMPARTMENT(COMPT.1)

,85
\ 4z 42

-t 1

\o ir q .a
@ c0 (0 a
\ o

Io
3t
t22 ------.+
-

{1.
ro
-'t I

l s;
s,
I

I
I

?5
o s0 t00 t50 20O cm
cocKPtT €NTRnNcE DooR

AtL dimensior,s io centrynelers

Fig.7. DC-6 Forward upP er cargo compartment (No. 1)
(1)Capacity:

(a)No crew bunks installed: 610 kg.

(b) Top crew bunk installed: 500 kg.
(c) Two upper crew bunks installed: 400 kg.

(2) Max. area load: 732 kglrnz

(3) Max. running load: No restriction

(4) Volume:

(a) No crew bunks installed: 3.2? rq3

I (b) Top crew bunk installed: 1. 8 m"
.o
(c)Two upper crew bunks installed: 0.9 rnS
N
N
I (i) L""lr"g ("t.ta
6
"q"iP*""t
N
Tie-down rings: Number: 12 (for location see Fig. 7' and 8
o Ultimate load aI1 directions: 450 kg.'
v
d
m Web gate

(more)
 tZilOrl2rYt /J rrRlrli:t tznEt
AEROPLAilE TUGHT TTIAI{UAI. DC.6/68
c0illPtltY rDlil0l{

WEIGHT, LOADING AND EQUIPMENT APL 5.2 2.

S heet 5
Loqding - Cargo compartment data (cont'd)

(--_

Flg. B. DC-6 Perspective view of compartment No. 1

I
n
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rO

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o
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dt
E

(morc) Effective: May 15. 57

lssue No., 1
 WEIGHT, LOADING AND EQUIPMS.TT

Loading - Cargo compartment data (cont'd)

07, DC-6 MAIN CABIN To

.s E

I E
u
E
;l .E
o
c
.9
aEl
o
8
U
5
2
6
6 6 G
a .E F
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I o :-
cc
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oi !r6
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 fralzrmyttt rranoJEt tltmfl
ATROPTA]IE TTIGHT ThA]IUAT DC.6/68
(0mPAIY tDlr!0ll

WEIGHT, LOADING AI.ID EQUIPMENT APL 5.2.2

Sheet 6
Loading - Cargo compartment data (cont'd)

(1) Capacity:

Depends on area used for loading. Normally the max. load, which can be carried on a certain area,
will be limited by the number of tie-down fittings available for securing the cargo in upward direction.
(2) Max. area load: 268 kglrnz

(3) Ue"._lgl4lg-Ige9, 535 kg/m

I
(a) !'1q4qe.

Varies with area disposed for loading and may be determined from Fig.9. Considering lashing pos-sibilities
ordinary cargo can be loaded between floor tracks only and available volume will then be max. 1 mr per
running meter on each side. Max. stowage height is 1.25 m. Max, total volume is 2.25 mr on each side.

(5) Lashing equipment:

Tie-down rings for installation in floor tracks. Steel cables, ropes and nets. See APL 5.2.4, for capacity
of tie-down rings and floor tracks.

(0) EfgSglggns._q11! special regulartions

(a) The maia and aft cabins are normally to be used for passenger transport only. Exception from this
regulation, see STA 7.2.3. Loading on the floor after removal of passenger seats is permitted onJ.y in
the front part of the main cabia between stations 260 and 350, as shown in Fig.9.
(b) When Ioading in the cabin, wa1ls and windows shall be properly protected by means of plywood plates
or similar. Protection of the windows and the outboard walie requires special attention as a damaged
window may result in an exploeive decompression of the aireraft during flight.
(c) Emergency exists must not be blocked by cargo. Sufficient space shall be left free between the aisle
and each emergency exit.

L 08. DC-6 SECURITY LOCKER

A security locker for diplomatic mail and precious cargo is installed on the starboard side of the flight deck,
juet forward of the rear bulkhead. It is provided with bracket ears for padlock.

The locker has the following data:

Capacity: 150 kg.

Volume: 0.1 m3
Dimensionsr Height: 51 cm
Width: 30 cm
Depth: Bottom 66 cm, t9p ?8 cm.

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Effective: May 15. 5?

lssue No.. 1
 WEIGHT, LOADING AND EQUIPMENI

Loading - Cargo c ompartment data (cont'd,

09. DC-68 STATEROOM (COMPTS.1 and 2)

Olttine of R/O

Compi. l Loaker rack

4

;;;:/ \

Compt.2 A
I
CcckDit entrance door

0 50 100 150 200 cm

@_r

Ali dimensrons ra centimafers

Fis. to DC-6El floor area and door dimerisions, stateroom

N
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N

H
l:l
l:l
l-l
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Al
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Fie. 11. DC-68 stateroom. view from front

(more)
 MlJDr/UrYrriJ rrn tlet tZtTEU

ATROPTA]IE TTIGHT TNAilUAt DC.6/68

(ottlPAt{Y tDlTl0t{

WEICHT, LOADING AND EQUIPMENT APL 5.2.2.

Sheet 7
I-oading - Cargo compartment data(cont'd)

(1) Capacity:
6
(a) With web gates installed
Left side (compt. 1. ); 910 kg
Right side (compt. 2. ): 910 kg

(r ) w:lgs]gE_ ne!1ls@ligg
When web gates are not installed but the cargo is secured to thefloor tracks, the capacity will be
limited by the strength of the floor track attachments:
Left side (compt. 1. ): 455 kg.
L Rlght side (compt.2. ): 455 kg.

(2) Max. area load: 9?6 kg/m2

(3) I\{ax, running load: 10?0 kg/m

C (4) Vo).grne:
Left side (compt. 1. ) Right side (compt.2. )
Web gate installed ----7" e;3-
Web gate not installed
(lashing to floor tracks) 1. 6 rn3 1" 6m3

(5) Lashing equipment The following types of lashing equipment are available for installation in the
stateroom:

(a) Web gates

The web gates are designed to withstand the total compartment capacity, i. e" 910 kg. The floor carpet
must be removed to make web gate fittings in the fLoor available.

(b) Tie-down rings

tG:aown rings may be fastened in the floor tracks and the load secured to these rings by means of
steel cables or ropes, or by a combination of ropes and nets" See APL 5,2,4. for capacity of tie-down
rings and floor tracks.

a (6) Precautions and special regulations

(a) Stateroom is normally arranged for passenger and/or crew accommodatj.on. Regarding permission
and procedure for having the stateroom converted into a cargo compartment, refer to Stations Manual,
srA 7.2.3.
(b)The partitions between cockpit and stateroom are removable to permit loading of bulky cargo through
L the cockpit entrance door.
(c) When using the stateroom as a cargo compartment, the walls and the windows shall be properly protected
by means of plywood p).ates or similar, Protection of the windows requires special attention as a damaged
window may result in an explosive decompression of the aircraft during flight.
(d) When only one side of the stateroom is used for cargo transport, the upper berth on this side may be
occupied, even though the load is stowed below. It should be noted, however, that the berth canuot be
lowered when web gate is installed. There must be no occupants in the stateroom when both sides are
used for cargo transport, because both the emergency exits are blocked.

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Effective: May 15. 57

lssue No
WEIGHT, LOADING AND EQUIPMENT

6
O1O. DC-68 MAIN AND AI'T CABINS

!
s
,L

il
5
11

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ll [.=
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6
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9
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(more)
 tanzrarurrsrrrurtt:ttztTar|
AEROPI.A}IE TI.IGHT TTIANUAI. DC.6/68
(oilPAilY rDril0x

WEIGHT, LOADING AND EQUIPMENT APL

q1,
S heet B
Loading - Cargo data (cont'd)

(1) Capacity: NC- 68

Depends on area used for loading. Norrnally the max. load which can be carried on a certain area will
be limited by the number of tie-down fittings available for securing the cargo in upward direction.

(2) Max. area load

Between stations 260 and 412 268 ke/ m2
Between stations 412 and 500 85a kgi m2
Rear of station 500:
,
268 kgl rrt-

(3) ryIq{. running load:

A- Between stations 260 and 412 535 kg/m
Between stations 412 and 500 1430 kg/m
Rear of station 500: 535 kg/m

(4) Volume:

Varies with area disposed for loading and may be determined from Fig. ?. Considering lashing possibilities
ordinary cargo can be loadedbetween floor tracks only and availatrle volume will then be max. 1 mJ per
running meter on each side. Max. stowage height is 1.25 m.

(5 ) LqEl11g_eqgtplqg"t :

Tie-down rings for installation in floor tracks. Steel cables, ropes and nets. See APL 5.2,4. for capacity
of tie-down rings and floor tracks.

(6) Precautions and qpec111 qegulqtionq

(a) The main and aft cabins are normally to be used for passenger transport only. Exception from this
regulation, see STA 7 .2.3,
u- (b) Emergency exits must not be blocked by cargo. Sufficient space shall be left free between the aisle and
each emergency exit.
(c)WaLis and windows shai.l be properly protected by means of plywood plates or similar. Protection of the
windows and the outboard walls requires speciaJ. attention as a damaged window may result in an explosive
decompression of the aircraft during fLi.ght.

011. DC-68 LOCKER ON FLIGHT DECK

A locker incorporating four separate boxes is installed on the flight deck behind the radio rack. The lowest one of
these boxes is reserved for loadlng of di.plomatic bags and precious cargo. The box has the following data:

Capaci.ty: {0 kg.
^
Volume: 0.18 mr
Dimensions Height: 30 cm.
I
width: 49 cm.
co
Depth: 79 cm.
cn
N
r) The box may be locked by means of a pacllock.
;
6l {o1", The three ripper boxes are used for equipment stowage
o
o
H
o
d
o

-oOo- Effective: May 15. 57

lssue No 1
u

V:'
 WAOhJdUrrt,Ae,EM&/Fg"Silfiprt

ATROPI.AilT TI.!G}IT ffiAilUAI. D(-6/68

c0fttPt$tY tDtlt0N

WEIGHT, IOADING AND EQUIPMENT APt 5, 2,3.

5 heet 1
Loading - Support area requirements

General rules ae to the arrangement of various types of cargo suppcrts are given in the general loading i.nstruc-
tions in the Stations Manual, STA. ?. 2. 5" The below diagr:ams suppien-:ent the general loading instructjon with
regard to di.mension of the plank supports.

01. REQUIRED LENGTH AND WIDTH OF SItppORT AREA

VERTICAL I..INES REPRESENT MAX RUNNING tOAD

MAIN AND AFT CABIF{5 DC-68 MAIf! EABIN STA 412.5OO

( ExCEFT
STA 4i2-S00 till DC-6ts 0C-6 B $T,qrgR6OM I
I

1000
fi l

UI
v

=
lrJ
t
o
o
500
G
C)
lr-
o
F
I
o
UJ
;

L o
100CI

RUNNING LOAff. 9lrn

t500

50
€
(,

L B
I
DC.6 STATER1SOM
lrl 100
t
F
E PT 3 AND
o
o-
o- 150
:)
@
TL
o
:E
200
l-
o DC.6 COMPTl

q{t
H
tz 250
OC.6 B MAIN CABIN STA 412.50

50
N =
ro N AND AFT CABINS
CEPT SIA 412-500 tN DC- B)
#
6r 300
o
6 Th*.se curves represent rnax
H
@
area load in resp corrrpt
d
@

(more) Effective: May 15.57

lssue l{0.. I
.-
 WEIGHT, I'ADING AND EQUIPMENT

Loading - Support arg3 requirernents (conttd)

(1) Use of diagrarn

T'he diagram may be used in two aiternative ways:

(a) Enter upper part of diagram with aetual weight. Find intersection between weight and length of
support area" This intersection must fall to the left of the vertical line repreeenting max. running
load in the actual compartment or loading area. If it does not, the length of Bupport area mugt be
increased to avoid exceeding max, running load.

From intersection between weight and final length of support area, go straight down to the line t\
representing max.. area load in the act-iiif-Lompartment (lower part of diagram). Then go horizon-
(b)
tally to the left and read minimum total width of support area.
Enter lower part of diagram with a preselected width of support area (e. g. 30 cm when using two
I
15 cm wooden planks in a krelly compartment), Co horizontally to the right to the line representing
max. area load in the compartment. From there go vertically up to intersection with actual weight
and read min. Iength of support area. Check that max" running load, if any, is not exceeded.

Note: llhere is no running load limit prescribed for the bel1y compartments (No. 3 and 4) or for
fi
DC-b forward upper compartment (No. 1).

(more)

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 tanzttuut fl ,lrRltitEs tzmafr
AtROPtAilE FTIGHT IhA}IUAI. DC.6/6B
(oxlPAilY IDlil0ll

WEIGHT, LOADING AND EQUIPMENT APL 5. 2.3.

S heet 2
Loading - Support area re quirernents (cont'd)

02, THICKNESS OF TRANSVERSAL PLANKS

When according to the floor load chart in para. 01. it has been found necessary to distribute the ioad over a
greater floor area in -rder to not exceed max. area load, plank support should be used. The thickness of these
pmfi-s-a-ep-;a; ort the length pfotr-uAinfTrom the cargo item as shown in the below diagram.

3t/z

/
ttt
DC-6B STATEROOM --\,/
3
itr
illl tr/
DC-68 MAIN CABIN STA 412_ 5OO -
llll./ ,
tt
DC-6. COMPT. 1
a
lr -
7,/
21/z
t!
:tr
U ,/,
=
//
I

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V:
2

,4 '/

tr
a
ul

v
Z. <__
:<
/
9
=
F
11/z

1
I
z.
J
o_

z -/ Z 4
7
, -l I
COMPT.3 AND 4

M AIN AND AFT CABINS

ll
exce pt sto 412-500 in DC- 6B)

I 7 V/a
tu v
I
1/z

.r'

I
o 10 20 30 40 50 60 70 80 90 100
6t PROTRUDINO LENGIH (I ) OF PLANKS-CM
(D
N Usj olgllglgnq, Enter diagram with g?eatest protruding length of ptanks in cm. Go straight
rl) up to curve for actual
ut
compartment or floor area. Proceed horizontally to the left and find min. plank thickness.
6t
o
o
o
6,
o

(more) Effective: MaY 15. 57

lssue il0..1
 WEIGHT, I,OADING AND EQUIPMENT

Loading - Support area requirements (cont'd)

03. DIMENSIONS OF LONGITUDINAL PLANKS

When according to the floor load chart in para 01. it has been found necessary to distribute the 1o ad over a greater
lsr$!
planks
in order to not exceed oqq". qu4ning load, the cargo item should be placed on two or more longitudinal
The dimensions of these planks depend on the length protruding from the cargo items as shown in the
below diagram.

00

F,O
360
I
650
z
r4A
Lrl

(9

E30
f
F
o20
E
TL
l0

0 0
a
,5 l0
J
o- 20
(,l0
z
() i-so
J I
i
l! l5
o
I
Iro
t
e20 tso
F
B
J 60
f,fr
o
F 7A
301
-80
=inchag cm
I
!
6t
Use of Diagramr Enter diagram with protruding length (1) and find intersection between this length and an available
ca
N plank thickness. From intersection go straight down to the curve for actual cabin area. Then prceeed horizontally
to the left and read rnin. total width of the planks. Two or more planks may be used. For example, if the
rJtr

ro
AI required widthof planks has been found to be 30 cm. you may either use two planks with a width of 15 cm. (6t')
each or three planks with a width of 10 cm. (4'r) each, etc.

o -oOo-
!t
o
 wott St f utet tt:r.ilrran
AEROPTA}IE TTIGHI ilIAiIUAI. DC.6/68
c0ilPtl{Y rDtIt0lt

WEIGHT, LOADING AND EQUIPMENT APL 5.2.4.

Sheet 1
t e?dllg,- I-gEtltrtg

01. LOWER CARGO COMPARTMENTS

(1) CarEo secured bv m eans of separation nets

By means of the separation nets, the lower compartments may be divided into desired cargo sections as
shown in APL 5.2.2., Figs. 2, 4 and 6. Each of these sections is to be considered as a separate com-
partment as far as lashing is concerned.

The separation net is put into position by hooking its B snaphooks to the corresponding eye-bo1ts in the
ceiling, walls and floor. See Fig. 1.

i
tn
c\r
rO

rO
6a
o
o
a
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Fig, 1 Application of separation net

(more) Effective: May 15.57

lssue No.. 1
 WEIGHT, LOADING AND EQUIPMENT

Loading - LashinE (cont'd)

l2l La shing by means of straps and /or ropes

When the load for some reason cannot be secured by means of separation nets, the cargo items must be
securely lashed to the tie-down fittings by means of ropes or straps. The minimum number of eye-bolts
to be used for securing a cargo itern in each direction may be determined from the diagram below'

The diagram is based on a safety factor of 1' 5 in all directions'

1000

VALID FOR COMPTS. NO.3 AND 4ONLY

800

700
o
Y
I 600
F
I
o 500
IJ
=
o
---*
400
o
E
(J

I
I

,T

0 2345 6 7

REAUIRED NUMBER OF EYE.BOLTS IN EACH DIRECTION

Breaking strength of the eye-bolts is 225 lrgs. For lashing use straps or minimum 3/8" ropes, the
strength of which is 350 and 230 kgs respectively In each direc one or one
eve-bolt required. When using ropes of greater dimension than , the ropes must be to
pI tire eye-tolt bY means of tie-down hooks
rl
c\r
Example: Cargo weight = 425 kgs
n Minimum number of eye-bolts required for lashing:
6
c\r Sideward directions: 3 to the left, 3 to the right
o Backward direction: 3
Upward direction: 3
o
co Forward direction: 3
To facilitate laehing, it may be advisable to use 4 eye-bolts in each direction instead of 3

(more)
 tU/JDrtJrYrUrJrrrul/lEStAtf6il

AIROPLA}IE TTIGHT MAilUAT D(.6/68

(0ilPrilY EDlll0il

WEIGHT, LOADING AND EQUIPMENT APL 5.2.4.

Sheet 2

Loading - Lashing (cont'd)

02. DC-6: MAIN CABIN

DC-6B: STATEROOM, MAIN AND AFT CABINS

Two types of tie-down rings are available for installation in the floor tracks, see Fig. 2. As the load, which may
be secured to each tie-down ring, is limited by the strength of the floor supporting structure and not by the strength
of the tie-down ring itself, the tie-down m ust be mounted with a minimum soacins of 20" (L'r between track
holes). For the DC-68 stateroom, this means that not more than four tie-down rings can be mounted in each
track. When mounting the tie-down rings, make sure that they are properly fastened

Fie. 2 Types of tie -down rings approved for use in floor tracks

\-

Mln.20'

Fie. 3 Minimum tie-down rlng spaclng

With tie-down spacing = 20" the allowable (ultimate) load on each tie-down ring will be as follows

Direction of force Stateroom (DC-68) Main and aft cabins

Forward and backward 340 kgs 340 kgs

I
Sideward 170 kgs 170 kgs
N
UpwarC 3?5 kgs 96 kgs
N
n
The minimum number of tie-down rings to be used for lashing in the various directions may be determined from
;
6l the diagram overleaf. The diagram is based on the following safety factors:
o
o
a Forward forces b
!d
a Upward forces 2

Sideward and backward forces 5

(rrore) Effective: MaY l'5' 57

lssue No.. 1
 WEIGHT, LOADING AT.{D EQUIPMENT

Loading - Lashing (cont'd)

1000

900

800
q
700 \$/
O) \.
-v d
F 600 .(

T. (
,e9
lrj 500 \
3
O
atrl
t
() 300

200

i00 /,,,
,/
4
n b 4-
1 2 3 t* 5 6 7 8 I 10 11 12 13 14 15

RESU|RED NUMBER OF TIE DOWN RINGS ( 20"SPACING)

Note, Continuous Iines appty to atl ftoor tracks
As the allowable load on the tie-down rings varies wi.th force di.rection, the number of lashings to be made to
each tie-down ring will also vary:

(1) Using 3f B" ov lf 2" lglqp_rypgE strength 230 kgs iespectively 300 kgs)

- Make trgo i.-qshings to each tie-down ring for forward and backward forces and for upward forces in
DC-68 stateroom.
- Make glg-"lggl3ng to each tie-down ring for remaining force directions, i. e. sideward forces and
upward forces in main and aft cabins.

(2) Using straps (brealiing strength 350 kgs)

- Make two lashings to each tie-down ring fo r upward force s in DC-68 stateroom
- li{ake one lashir:g* to each tie-down ring for all remaining forces

9xample: - A piece of cargo weighing 400 kgs is to be loaded in DC-68 stateroom and secured to
the floor tracks. 3/8" ropes to be used for lashing:
- Required number of tie-down rings will be:
,.o
!
Forward forces I
N Backward forces 2
{.r
N Sideward forces 4 to the right and 4 to the left
n Upward forces 3
6
N
o
d
- Install 8 tie-down rings, 4 in each track, 2 with 20'r spacing.
o
- As 3/8" ropes are to be used, make two lashings to each tie-down ring used for forward, backward
d and upward forces. For siCeward forces, one lashing per ring will be sufficient.
o

(more)
 M/UPnArYrfit rlrurtat tzrrdn
AERCIPI.ANE TLIG}IT IhANUAI D(.6/68
COiIPAIIY TDIIIOII

WEIGHT, LOADING AND EQUIPMENT APL 5.2,4

Sheet 3

Loading - Ljrq_hlng (scnlljll

03. DC-6: FORWARD UPPER COMPARTMENT

Fixed tie-down rings are provided in the floor. The minimum number of tie-down rings to be used for securing
a cargo item in the varioris directionsmaytre determined from the diagram below. The diagram is based on the
following safety factors :
Forward forces 6
I
Upward forces
Sideward and backward forces
I

//
600 q

L 500
ol
J

F
I
&
'--7,
T 400
to(.
tlJ
.( d
= 300 o
o
o
E
(J 200
I
I
I
I I

100 I
I
I
I
J

2 3 186 7 8 I
REOUIRED NUMBER OF TIE - DOWN RINGS

Allowable load on the tie-down rings is 4s0 kgs in atl directions. To obtain equal strength with the tie-dow'n rings
make two Iashings to each rirrg if u sing ropes (3/8" or 1/2") or straps

\ Exary4g - A piece of cargo'weighing 450 kgs is to be 1oa<led in IIC-6 forward upper compartment. 3f8" ropes
to be used for lashing.
- Required number of iie-down rings as determined from the above diagram will be as follows:
Forward forces = 6
Backward forces = 2
Sideward forces = 2 to the right and 2 to the ieft
Upward forces -- 2
Make two lashings to each tie-down rlng in ali directions

-oOo-
I
(6

N
6

;6l
o
o
H
6
d
o

Effective: May 15.5?

lssue No 1
 ^1

t\

-\

i
 g/J0rtJr tTrl rr0n tJt:t .ilrrdt

ATROPTA}IE TIIGHI TA}IUAI. DC.6/68

c0tPlxY tDrlt0il

WEIGHT, LOADING AND EQUIPMENT APL 5.3. 1.

Tankage - FueI

01. FUEL TANKS

The DC-6 fuel system incorporates 10 fuel tanks while the DC-6I} fuel system incorporates 8 fuel tanks. In
tegral tanks and bladder type ce11s are used.
The maximum usable fuel tank capacity is
DC-6: 4248 US gls = 16080 ltrs (11414 kgs)
DC-68: 5512 US gls = 20860 ltrs (14811 kgs)

\- The tank capacities and minimum stick-reading quantities are evident from the proper servicing chart in
APL 5.3.3.

A2, FUEL GRADE

Ref. APL 3. 3. 1., 01

03. MINIMUM FUEL FOR TAKE-OFF

DC-6: 800 US gls = 3000 ltrs (21 30 kgs)

DC-68: 640 US gls = 2420 ltrs (1720 kgs)

04. ENGINE RUN-UP AND TAXIING FUEL

pt:6' 20 US gls = 80 ltrs (55 kgs)

DC-6B: 22 US gls = 85 ltrs (60 kgs)

This amount has to be addeC to the Ftight Plan fuel (take-off fuel) in order to obtain total tankage, and must not
be included when calculating aircraft gross weights.

05. REFUELING

(1) The fuel shall be distributed among the tanks according to the proper Servicing Chart, ref. APL 5. 3. 3.

L If after a refueling it would prove desirable to take rnore fuel and the servicing chart shows a reduction
of the quantity in a tank, no defueliag shal1 take place. In such a case the additional quantity is to be
put in the tank to be refilled next.

(2\ If the total tankage fa1ls between two fuel quantities on the ehart, the outer tanks are to be filled first
up to the arnount valid for the higher quantity provided several tanks are to be refuelled.
(3) For all tanks, fuel measurement by sticking is accomplished, through the filler necks. The DC-6El
main tanks No, 1 and 4 are provided with an additiona.l dipstick operdng with a special dipstickTitlEE-
to the cap. This additional opening and dipstick are used for stick-readings between 100 - 500 US gls.

CAUTION: Do not remove cap when tank contains more than 500 US g1s of fue1.

m
(4) For control of fuel tankage use Fueling Order. Directions for use, see FLO 5.8.9.
6
6 CAUTION: The fuel quantity, even if it is small. must always be properly entered in the Fueling
N Order.

a If the fuel quantity in a tank is too emall for dipsticking, it must be checked by readings
d of the aircraft fuel gauges (and fuel truck gauges).
o

APL /Rev. 79 (morer Effective: Aug. 19. 5?

lssue l{0. 2
 WEIGHT, I.OADING AND EQUIPMENT

Tankage - FueI (cont'd)

N- (5)At short stops (30 minutes or less) where no fueling is required, departure quantities may be baeed on
aircraft gauge readings provided that:
(a) Tne gauges have functioned normally on preceding legs.
(b)The total gauge quantity exceeds the minimum Flight PIen fuel by a safety margin equal to 50 kgs.
multiplied by the number of tanks to be used.

-ooo-

\-

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 MOOr/JrUlrl lrn tlEt tzt Pt
ATROPI.AilE TTIGHT TTIA}IUAI. DC-6/68
(oilPlxY EDlil0lr

WEIGHT, LOADING AND EQUIPMENT APL 5.3.2.

Tankage - Engine oi1 and fluids

01. ENGINE OIL

(1)Ttre DC-6 has 4 oil tanks, one in each nacelle

The DC-68 has 4 nacelle tanks and one auxiliary tank located in the left wing filIet, The auxiliary
engine oil tank and transfer system is installed to provide adequate fuel-oiI ratios when fuel quantities
greater than 4200 US gals, are carried. Oil can be transferred from auxiliary tank to any one of the
nacelle tanks.

Each nacelle tank contains 2.5 US gals. of oil for feathering purposes in addition to the dippable quantity
of 35 US ga1s. usable for the engine. A dipstick is installed within the filler opening.
The usable capacities per tank are evident from the proper Servicing Chart in APL 5.3.3.

(2) oil quaiity: Ref. APL 3. 3. 1. , 01.

( 3) Minimum oiI for take- off varies with fuel tankage as shown in the Servicing Charts. See APL 5. 3. 3
(4) Minimum oil for engine run-up 10.5 US gals/engine.

(5) Refilling:
(a) f'U nacelle tanks first, then auxiliary tank (DC-6B only)
(b)Refillirrg is not necessary unless the quantitiG-ii1I6-tIi-ks have dropped below the minimum amounts
according to the Servicing Chart. Ref. APL 5.3.3.
(c)When minimum amount in the DC-68 auxiliary tank is desired and the remaining quantity is above that
quantity the balance can be trailEEFed to the nacelle tanks by means of the oil transfer lines. Note
that this oiL contains 50/o gasoline. Therefore only the half amount of the quantity transferred is to be
considered supplied to the nacelle tank,
(d) The weight of oi1, 35 US gals. in each nacelle tank and 26 US gals. in the DC-68 auxiliary tank, is
included in the basic weight The oil in the auxiliary tank contains 5O% fi6l]_
(e) For control of oil tankage use Fueling Order. . Direction for use see FLO 5,8.9,

02. WATER-ALCOHOL INJECTION FLUID

(1) Supply tanks

The aeroplane has four W/A fluid tanks, one in each nacelle. The capacity per tank is 5.4 US gals
(20.5 litres) in DC-6 and 10 US ga1s. (3?. 85 litres) in DC-68

(2) Fiuid quality

For water-alcohol mixture see APL 3.3. 1., 01.

( 3) Refilling
Whenever W/A fluid is available, the tanks shal1 be filled to capacity for take-off,
I If lV/A fluid is not available at a station, it is
up to the Pilot-in-Command to decide wherner a wet take-off
N shall be made or not with due regard to the W/A quantity remaining in the tanks and the take-off and
slo landing requirements of the next 1eg, For required minimum W/A quantity per tank for wet take-off see
r.i!
APL 3.3.2., 02.
6l
o
o
o
d
o

(more) Effective: Mav 15. 57

lssue No.. 1
 LOADING AND EQUIPMENT

ANTI-ICING FLUID

The alcohol supply Before departure check supply tank for correct
fluid level and replenish as necessary with isopropyl aleohol.

-ooo-

N
m
6
rO
N

o
c
o
 n/JzrVrYrUl rrn rlEt tZiTEU

AEROPIAilE FTIGHI TNAilUAt D(.6/68

(oItlPt[Y EDlll0il

WEIGHT, I-OADING AND EQUIPMENT APL 5.3.3"

S heet 1

Tankage - Servicing cbart

01. US GALLONS, DC-6

6
(1) Fluid qualities
(a) Fuel: Normal Grade 100/130 (when not available ref. APL 3.3.1. 01. )

(b) Oi1: MIL-O-6082 Grade 1100 (Aeroshell Oil 100 or Esgo Aviation Oil 100). These qualities may
be mixed.

(c)w A fluid: Normal mixtures: 40% water and 60/o methanol or 5O% water and 50% rnethanol by
volume (Ref, APL 3. 3.1. 01. and 3.3. 2", 02).
(d) Anti-icing fluid Isopropyl alcohol.
(e) Hydraulie oil: AAF 3580 D (Aero Shel1 FI. 1 AC).

(f) Cooling turbine oil: Esso Univis Oil 4.

(g) Cabin supere*IarggI oil: Esso Univis Oil 54,

(2, Fuel table (US gallons to kiJ.os)

Fuel spec. gravity = 0.71 (1 US ga]. = 2.68? kgs)"

US gls 0 2A 40 60 BO US gls 0 ,A 40 60 80

0 0 54 108 161 2L5 2200 591 2 5966 6020 60?3 6L27

100 269 323 376 430 484 2300 61 81 6 235 62BB 6342 6396
200 538 591 645 699 753 24AO 6450 6503 6557 6611 6665

300 806 860 914 968 1 021 2500 671 B 6772 6826 6 880 6 933
400 10 75 tL29 11 82 1 236 1 290 2600 698? 704L ?09 5 7148 7242
500 L344 1397 1451 1505 1559 2700 7256 ? 310 ?363 7 4L7 7 4?t

600 1612 1 666 L720 L774 t827 2800 7525 75?B 7632 76 86 't7 40
700 1881 1989 196 2 2042 209 6 2900 ?793 7847 ?90t ?955 BOO B
800 21 50 2244 2257 23LL 236 5 3000 806 2 8116 81 ?0 8223 ozt I

900 2419 2472 2526 25 B0 2634 31 00 8331 B3B5 8438 8492 8546
1000 2687 2741 2795 2849 2902 3200 8600 8653 8707 B 761 881 5
1100 2956 301 0 3064 3117 31 ?1 3300 8868 8922 B9 ?6 I 030 9083

1 200 3225 3279 3332 3386 3440 3400 91 37 91 91 s245 929B 9352
1 300 3494 3547 36 01 3655 3709 3500 9406 9460 951 3 956? s621
1 400 3762 3 816 3B?0 3924 39?? 3600 9675 9728 9782 I 836 s 890

1500 40 31 4085 413I 4t92 4246 3 700 vv+J 999? I 0051 10104 10158
1600 4300 4354 4407 446 1 451 5 3800 ta2L2 10266 10 319 103?3 10427
i 700 456 I 4622 4676 4730 4784 3 900 10481 10534 10588 10642 1 0696

I 1 800 4837 4891 4945 499 I 505 2 4000 10749 10803 1085? 10911 10964
1 900 51 06 51 60 52L4 5267 532L 41 00 11018 tL072 11126 11179 11233
6/' 2000 5 3?5 5429 5482 5536 5590 4200 LT2B7 11341 11394 11448 1 1502
rJ!

.; 21 00 5643 5697 5 751 5 805 5858 4300 11556 11610 11664 1l ?17 11??1
6l 4400 11825 118?9 11932 11986 1 2040
<)
o
o
d (more)
o

[ffective: May 15.57

lssue No. 1

!ffi
 DC-6 Servicing Chort
W A Tank Filler Access. Capacity = 5, 4 U. S. Gallons

-A,lcohol Tank Filler

.4q!"""-Cepgg1tf:- l! U,S. Gallons

US OALLONS

!'u.eL and oli *, 6 iilr:ll,ll

Fuei tmkage F\re1 !istriltu+"10n ili::.I:9. oil distributio Ueight of fuel
and o11 in kgs

Eng. s,.,.sten 1&l+ ?13 ictal 11 2, 1 &t+

rJ-ni-mun 0aeh
Tank fiE1n I &4 flr-"1 &4 "{rx, L & R i.lain 2 & J engine nacel-10
Firel 0i1
oll sP.gT.
Capacity 3lfr q1q 214 Capaclty
50E

Min.dlpabJ-e 26A tau 1,0 au^ 20 1Cr) arv or88

800 zaa 130 100 z) 21/+9 333

onn 2,74 I
-1
80 lSJ 2/r18 333
I 000 270 I 230 I
1OrJ ?687 33i
I '100 )<
1100 270 ?956 333
1200 3?-O 280 I 100 )4 a)) I 333
300 335
B 315 1nn )E
1
L] 3/+9) 333
I
j6a
1
1
400
500 360
I
394
i. 10c
100
t)
?5
)762
4031
333
I
E 333
1 6C0 160 370 100 2<
1 ?CC 3zc 16a 371 '100 2E 1568 ,3
1 8C0 360 16A 330 100 L837 1?l
1 900 360 '160 laa 100 25 5105 333
2004 36a 1?C
'r
/*74 10c ,3
21 00 90 5t0 100 )AAJ 333
22AA ?12 5AA 100 25 5911 T3
2300 g a?a t7n 100 75 61 80 333
) l_aa 275 rF
)95 170 1t0 a< 64r,9 333
25At 1C) A2A i 00. 6718 333
2600 170 1C0 ?5 6986 333
2.700 350 4'74 170 100 25 n55 v3
28C0 375 ta\ 170 100 ??? '\
2900 /r00 508 1a 100 4) 7792.
SOOO /+i(, 202 "100 )x ilot 1
31Q0 tb 8330 3l+6

32OA
4o 1,80 I aca 108 8598 360
33oa il '110 1l t) 8B6V
545 Joo
d
3/r0A t1 i00 I
287 111+ 28r5 ,136 ?AN
I
3500 L7A 1m ,d 31? 118 )oq
4't) 9l*05 393
36c0 /o< 100 30 9673 4oo
3'.700 519 191 .H 362 )t 99/+? t+1 3
)ea" I
126 128 1) 11211 1,26
39oo (, 151 ti2 1)A 2)q /
2-, 104n
4000 ilo 176 /,37 12t ))t) 107/+8 u6
41 00 Ei 199 11 017 1160
42ta I ?.10 I 503 138 1 1286 460
/*2lrs 360 519 210 )\Jb 140 11416 too

I
.o (more)

e
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a

T
 t0n0r/ArYrrl rrRlrlEt tAtfd l
ATROPTANE TTIGHT TTIA}IUAI D(-6l68
COXIPAT{Y TDITIOII

WEIGHT, LOADING AND EQUIPMM{T APL 5.3.3

S heet ,
Tankage -fFervicing Chart (cont'd)

02. LITRES, DC-6

(1) Flutd qualittes

(a) 100/ 130 (When not available ref. APL 3. 3. 1. 01. )
Fuel: Normal grade
(b) Oi[- MIL-O-6082 Grade1100 (AeroshellOill00orEssoAviationOil 100). Thesequalitiesmaybe
mixed.
(c)W/A fluid: Normal mixtures: 40lo water and 60% methanol or 50% water and 50% methanol by volume.
(Ref. APL 3.3.1., 01. and 3.3.2., 02. ).
(d) Anti-icing fluidr Isopropyl alcohol,
(e)Hydraulic oil: AAF 3580 D (Aero Shell Fl. 1AC).
(f) Cooling turbine oil: Esso Univis Oi1 4.
(g) Cabin supercharger oi1: Esso Univis Oit 54,

(2) Fuel wetght table (Litres to kilos)

Fuel spec. gravtty = 0. 71. (1 Litre = 0.71 kgs. )

Litres 0 100 200 300 400 500 600 700 800 900

0 0 7L L42 2t3 284 355 426 457 568 639

1 000 710 loa 852 923 994 10 65 1136 t207 7278 1 349
2 000 1420 149 1 15 62 163 3 17 04 T,,D 1846 101? l9B8 2059

3000 2 130 220L 2272 2343 2414 2485 2556 2627 2698 27 69
4000 2840 291t 2982 3053 3t24 31 95 32 66 3337 3408 3479
5 000 3550 3627 3 692 3 763 3834 3905 39 76 4047 4 118 4 189

6000 4260 4331 4402 4473 4544 4 615 4686 47 57 482B 4899
trtto 5254 5325 5396 5467 609
7000 4970 5041 518 3 5 538 5

8000 5 680 575 1 5822 5893 59 64 603 5 610 6 61,7 7 6248 6 319

I 000 6390 6461 65 32 6 603 6 674 67 45 68 16 6887 695 I 7029

1 0000 7 100 7L7L 7242 7 313 7384 7 455 7526 7 597 768B 7739
1 1000 7810 7 881 7952 8023 8094 B 165 8236 8307 8378 8449

12000 8520 859 1 8662 B?33 BBO4 8875 8S4 6 90 17 9088 I 159
1 3000 92 30 I301 9372 9443 9514 s5B5 9656 9727 9798 9869

I 14 000

15
1
000
6000
9940

10650
1 1360
10011

L072L
11431
I 0082

L0752
1 1502
1015 3

10863
1 1573
t0224

10934
tL644
1029 5

11005
11?i5
10366

1107
11786
6
104 37

Ltt47
1185?
1 0508

11218
11928
10579

11289
11999
1?000 L2070 t2t{t L2212 12283 t2354 L2425 L2496 12567 12 638 127 09

(more)

I
N
(f)
o
6
14'
ct
o
o
o
d
o

Effective: May 15. 57

lssue No.. 1
 ffitr-& $erwieinng ehsrt
w1 A Tarik !'iLlc:r .Acce = 20 Litres
Alcohol 'Iank Filler
4gq"sq._ t"pqgily _= 9o*lIryq

LITRES

Itrel and, ci1 ln LlTPilS

llin,btrg. oii stributlon Height cf fuel

F?e1 "uankag< !\.rel" i) lst ri trLit J"on di
and oil in kgs
Eng. systeur 1elt a 9-I '_L otaJ. 1? 2, 3 8, /u,

uinimor Each
.kr*. L & B 2 A.l"t' 2 l I\:el nit
Fialn 1 & l+ ar-r. 1 & 4 Me'in &J 6r engine n&eeIl-6
Ep.gr. sp.gI.
Ca.pa*:lty 1 363 1 9S/+ 795 1923 1995 oil fiapacity

3efi 03 71 03 E8
ltin. d lJxbl"e 1 0c. €,00 150 5i{ 1C0

"i 00c I 511 :i$0 95 u3a

s5 x2. ).
340* 1 0*0 I
I
:SC
900 380 0e 2698 33t+
3800 1 OCC
I
I
{300 1 050 F, 1ft5{J 3Bo 'i5 2?8A
3s{i Ci 3266 ??r
,1.600 1250 g 1 1150

s000 1 3t$ ''tt00 330 1550

I
lXr }st) ,3:.i -j*3i
5lqfre 3&3
5*{x} 1 34)3 I 1 53? j*c 95 .411 11 1?1.

t:eSft 1 6m 1 5*0 +)
p, 380 rs il'02. 33r,1
H
r'l
&6oo 1 28e 600 1 ]e0 ?5 &CDC 33/+
?$*$ 1363 600 1 5?t? 380 95 1,97t3 331+
?l+ft] 600 73"i 380 95 5?5j+ 331
!+
7600 650 8*? 380 95 5538 33t{
&00 E1.tt+
B
rn 1 >L) 380 ,5 ((r, 334
S6o0 s8"t 400 u)u 380 95 61 06 33t,

9000 9Ay 'I 5[B 3Eo 95 $9a

9400 108? 1 6Cc biu 380 95 66't& ))4
118? 650 Jo(r 95 6958 2aJ.
9600

1moc 28? 1 6rxl 65a 95 'n&2

1060{1 ,# '1900 {r5o 3EA 95 7526 11t
x923 aa)
1 !000 51& 700 38a 95 781 0
I
1 1400 1 614 I 8cro 380 cri 80% a1t
1 1800 1l.rl'14.
I
I 9{i0 396 99 83't?, 3l*B
122m] d 1er,4 000 Llo 1 63$5 8662 3a
il0
i
:
.-l
.A i
?6cr tq 1911" i
'i100 Ul+ 106 8946 3"t3
3000 "1?14 4fro d
'1100 lr36 1W .n3b 3u
1D
3tucfr {"00 ."i 1?00 &52 113 9514 398
"d
1 3e00 I 91/r 40r) 1 300 116 9?98 40s
142ffi I 9€4 4.50
I
1400 4?6 11? 1 0082 ll c
qrifr I
'l cnr) ta) 123 1 a366 t+) )
1 4600 I I
I \
!
d 65a 600 504 126 1A65A 444
1 5000 0 I 1
15/.+00
d 754
I
'i?00 516 129 1A93!+
d ?95
I
855 q{R 132.5 11218 466
1 5800 Er I 1
t
i
'r 60*0 13(t3 961, 795 Jilt i 1yi5 530 1 1416 4bb

I
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N
( i.r ore )
m
f.
6
N
O
r3
 NttorurarulJ rtrufiuEt triTael

AEROPTA}IT TTIGHT TUIA]IUAT DC.6/68

(oilPtllY tDlrl0ll

WEIGHT, LOADING AND EQUIPMENT APL 5 3. 3.

Sheet 3
- Servic chart cont'd

03. U.S. GALLONS, DC-68

6
(1) Fluid qualities
(a) Fuel: Normal grade: 108/135 (Whennot available ref. APL 3 3. 1", 01. )
(b) Oil lftl-O-6082 Grade L100 (Aeroshell Oil 100 or Esso Aviation Oi1 100). These qualities may
be mixed.

In auxiliary oil tank: 50% oil and 50% fuel.

(c) WETulA;-mrmA-mixture: As/o water and 60% methanol or 5O% water and 50% methanol by volume.
(Ref. APL 3. 3. 1., 01,and 3.3.2. 02" )
(d) Anti-iging flqrcl: Isopropyl alcohol.
(e) Hydrarilic oil: AAF' 3580D ( Aero Shell Fl. 1 AC)
(f) Cooling turbiLe oil: Esso Univis Oil 4.
(e) Cabin Superchar ger oil: Esso Univis Oii 54

(2) Fuel weight table (US gallons to kilos)

FueI spec. gravity = 0. 71 (1 US gal = 2.687 kgs).

US gls 0 20 40 60 80 US gls 0 20 40 60 80

0 0 54 108 161 91 q 2900 7 7b3 7 847 7 901 ?955 800 B

100 269 323 3?6 430 484 3000 B0f]2 81 16 81 70 8223

200 538 5S1 645 699 7tr4 31 00 8331 8385 843 B 8492 I54{i

300 806 860 9t4 968 1 021 3200 8600 8653 8707 B?6 1 BB15
400 10 75 11 29 1182 1 236 1 290 3300 B868 8922 89?6 9030 9083
559 3400 9137 9245 9298 o?(D
500 t344 1397 1451 1 505 1 91 91

600 t6L2 166 6 L720 t77 4 L827 3500 9406 9460 951 3 956? 96 21
700 I 881 1 S89 1962 2A42 2096 36 00 96 75 9728 97 82 9836 I 890
800 21 50 2204 2257 23i 1 236 5 3 700 9S43 9997 10051 10104 10158

t- 900 2419 2472 2526 25 B0 26ts4 3 800 t02L2 10266 10319 103?3 L0427
1 000 2687 274L 2',1s1 2849 2902 3 900 1 0481 10534 10588 10642 10696
1 100 295 6 301 0 3064 311 ? 31 ?1 4000 10749 10803 10857 1091 1 10964

1 200 3225 3279 333 2 3386 3440 41 00 11018 tto72 111 26 11179 11233
1 300 3494 3547 360 1 36 55 3709 4200 LL28'I 11341 11394 11448 11502
1 400 3762 381 6 38?0 3924 39?? 4300 11556 11610 1 1664 tt7L7 Lt77t

1 500 4031 4085 41 39 4t92 4246 4404 11825 118?9 11932 11986 12040
1600 4300 4354 4407 446L 451 5 4500 L2094 1,2L47 t220L t2255 12309
1 700 4569 4622 4676 4730 4784 4600 L2362 t24L6 L2470 12524 12577

1 800 483? 4891 4945 499 I 505 2 4700 1 2631 l126Bs 1 2739 1 rno, t2846
1 900 5l uo 516 0 52L4 5267 5321 i 4800 12900 I rzos+ 1 3007 1 3061 13115
2000 5375 5429 5482 5536 5590 4900 13169 t3222 1 32?6 1 3330 1 3384

21 00 5 643 5697 5 ?51 5 805 5858 5000 1 3438 1 3491 13545 13599 13653
I
2200 591 2 5966 6020 60?3 6t27 5100 1 3706 13760 13814 1 3868 13921
crJ 2300 61 81 6235 6 28B 6342 6 396 5200 1 3975 14029 14083 14136 14190
(t,
ctJ
6 2400 6450 6503 655? 661 1 6665 5 300 L4244 14298 143 51 1 4405 1 4459
6933 5400 L45t3 4566 t4620 t467 4 t4729
;
cl|
2500
2600
6718
6987
o I ta
7041
6826
7095
6
7t48
880
7202 5 500 14781
1
14835 1 4BB9 1 4943 14996
o
o
o 2 700 7256 731 0 7363 7 4L7 7471, 56 00 15050 15104 15158 t52t2 I 5265
(, 7632 7740 5?00 15319 1 53?3 t5427 5481 1 5534
o 2800 7525 7578 76 86 1

(more) EffectiYe: May 15. 5?

lssue No 1
 DC-68 Servicing Chort

.dtlo M46
1
SGA S

F\iel" snd oil ia lX neight of fuel

I\eel" and. oil i:r kgs
Frc.], dietribution lfird:sum engj,m oi] tank&,ge ed &istri]utioor
ftei. .\Lt" $aifi t1+
Tank AlteraailYe I nlterBtive II Iuel 0il_
1&4 t&d 2&.3 2E"\
Capeci! 695 580 719 762
Itj"atmrr
q.ce
)istlibutim
e I I\'1
ffi r1j mutr Distributi m
Nacel'l c I Ii 1 1ei;
sP"gx.- sp. g. = o. 88 ,\
?ankege Tan<age
trtrin r Capacil Y Calacitv
diEeblB 100 224 IOU J.00 'b 3F: | 26 Alt. II
640 160 150 i"of, 114 22 26 u20 ,11 17t
700 190 IDU 100 D\ u4 26 }BB1 ez i ) tL
8oo ?N 180 1"00 u4 26 2L5A 111 17L

900 245 245 100 tf+ 22 26 24LB 111 1U

10@ Zrc z3o 10c 114 )A 26a7 17L
L1@ 295 lCO 25 114 22 26 zg55 ) tL

1200 ?BO Lo0 25 TT4 ?,?, 26 iz"z4 113 17t

1)40 )D5 100 i14 2? 26 aiqv
1400 41o 114 100 at4 22 26 1752 171

r_)w 400 )50 i00 u4 22 401L 531 11L

1.600 425 !5
100 tu 2?. ?6 4299
r?00 450 1.00 100 -5 LL4 26 4r6B 111

1800 475 425 100 25 rla 25 4837 )31 17]

190O 505 445 F! 100 25 LU 22 26 5Lo5 31'
r"I t14 cA 5374
2Wl 5ro 4?0 4r 100 21 111
A )7\
?].00 495 100 2-a 114 22 ?6 )o4)
2?AO 580 i 520 100 ?5 L14 26 59.tL 11' ) tL
r,I 1'71
z)40 5ro I

I
*a 100 114
rlo
22 26 6tBo 1i3 .d

2400 615 563

I
}CC i,1,1 22, 26 6449 111 )tL 13

250o 660 I 590 I

100 25 Lu B
d ?2 26 6?lB 17L o
b9t i"14 2? 26 6986
2500 I 605 i
l-00 .ii
2?00 495 224 o)) 11t
tr
22 25 fit {
d
2800 520 220 oov 100 zb u4 d 26 1524
L

1@ rll ! t1z 11' ) tL

290O )4) 685 I 25 77- ZO

,ooc) 56t 2?O 7!9 I 1r)O + tM 2?- 26 B05l" 17t rl t

,1oo 591 b), L00 104 rg & '22 ?-6 8110 )4t) ) lL
6za 220 66a 108 2V g 114 26 s19B )ov 17r
)204 1"00
rc
)r00 545 224 6a5 100 I10 27
"5 u4 22 26 8657 )55 17L oc
,400 661_ ?'t q 100 M aa, 5 tU ?-2 25 9L36 180
211
29.5 tL4 aa 94a5 191
35ao 695 2?0 116 ?-6
o

,60r) 245 141 7Zfr 1C 114 22 26 9671 400 11L

60
i700 270 Iirb Lz4 l1 1,1"4 22 zo 994? 4t) s
1800 295 191 32 t1/ 22 ?6 102I1 426 711

,900 )20 216 110 Lu 7-2 ?6 L0479 431

4ooe 345 ,41 ,1.5 114 22 26 10748 446 t tL
410O 17c 266 rl8 1I6 26 r1017 460 178
4zco jq5 29L ]4c 15 21 26 7L28i 465
$oa 420 ,r5 2) 26 tL154 19s
44ff) 445 54r L4+ 25 LL123 o 405
d
€ €q ,d
rz5 ]-2092
'd
4r00 470 & 366 o 26 o 411
4('OO 6 495 19t L28 25.5 26 L?16o d 418
I
4?00 >20 4L6 17) ?5.5 26 tz629 ft 411
.Q d
d d
H .a 134 26 t2898 418
4800 545 44L ?-7
o
.d fq a o t36 26 T3L66 * 445
n 4900 580 4>6
al
5000 ll 3a5 H H 1,8 2A L1435 H 45L
-a
N
51oO iJ I 556
606 "d
6
d
t42
tA4
,a
29.5
26
26
737C!-
L1972
465
471
52OO o I
a d 1424t
d floa .d I o)o
,r g
lLb )0 26
k 478
e i o
i L4s )A 14r10
5400 ?06
c6l, 695 1io ',1
4 152 )L"5 ?5 1481I 498
580 762

( nore)
 gilDrflr1rrt rlan lt:i tzrTE J

ATROPTAI{T ITIGHT TAilUAL D(.6I68

cotPAlrY tDliloil

WEIGHT, LOADING AND EQUIPMENT APL 5.3.3

S heet 4
Tankage - Servtcing Chart (conttd)

04. LITRES, DC-68

(1) Flutd qualities
Normal grade: 108/ 135 (When not avallable ref. APL 3. 3. 1. , 01. ).
(a) FueL:
(b)OiL MIL-0-6082 Grade 1100 (Aeroshell Oil 100 or Esso Aviation Oil 100).
TE6se qualitles may be mtxed.
In auxillary oil tank: 50% oil and 50% fuel
(c) w/A fluid: Normal mixture: 40% water and 60% methanol or 5A% water and 50% methanol by volume.
(Ref. APL 3.3.1., 01. and 3.3.2. , 02,\.
(d) Anti- fluid: Isopropyl alcohol.
(e) 3580 D (Aero Shell Fl. 1 AC)
(f) oil Esso Univis Oi1 4.
(s) oil: Esso Untvis Oil 54,
L
(2) Fuel weight table (Litres to kilos)
Fuel spec. gravity = 0. 71 (1 Litre= 0. ?1 kgs. )

Litres 0 100 200 300 400 500 600 700 800 900

0 0 ?1 t42 2L3 284 355 426 497 568 639

1 000 710 781 852 923 994 1065 113 6 1207 t278 1349
2 000 t420 149 1 t562 163 3 t7 04 t77 5 184 6 19 17 1S 8B 2059

3000 2 130 220t 2272 2343 24L4 2485 2556 2627 2 698 27 69
4000 2840 2911 2982 3053 3L24 319 5 32 66 3337 3408 3479
5 000 3 550 362 1 3692 3763 3834 39 05 3976 4047 4118 4189

6 000 426A 433 I 4402 4473 4544 4 615 4686 47 57 4828 4899
?000 4970 5 041 5ttz 518 3 5254 5325 5396 5467 5538 5 609

L 8000 5 680 5 751 5822 5893 5964 6 035 6106

816
6t77

87
6248

6958
6

029
319

9000 639 0 6461 6532 6 603 867 4 67 45 6 6B 7

10000 7100 7t7t 7242 ? 313 ?384 7 455 7526 7597 7688 7739
11000 7 810 7 881 7952 8023 8094 B 165 8236 8307 8378 8449

L 12000
1 3000
852 0
9230
859
I301
1 8662
9372
B?33
9443
8804
9514
BB75
9585
8946
9656
9017
97 27
9088
9798
10 508
9159
9869
14000 9940 1001 1 1 0082 1015 3 t0224 1 0295 10366 10437 10579

15000 10650 L072t 10792 10863 109 34 11005 1107 6 ttL47 11218 11289
16000 1 1360 11431 11502 1 1s73 11644 11? 15 1 1?86 11857 1192 8 1 1999
1?000 t207 0 t2t4l 12212 12283 L2354 L2425 t2496 L2567 l2 638 t21 0s

18000 t27BA L285L 12s22 12993 13064 13135 13206 t3277 13348 13419
1 9000 13490 13561 13632 13?03 t3774 1 3845 13916 1398? 14058 L4t29
20000 14200 t427 t L4342 L44L3 t4484 14555 L4626 1469? 147 68 14839

15336 15407 15478 15549

I
2 1000 14910 | 14e81 1 5052 1512 3 15 194 15265
16188 162s9
\t 22000 15620 15691 t5762 15833 15904 15975 16046 161 17

d)
e
1ll
(more)
;
6l
o
o
E
(,
o

Effective: May 15. 57

lssue No.. 1
 DC-68 Servicing Chort

w A TankrFiller Access = 39 Litres

w res
0

1 A4o M{o

LITRES

Feol and oiI ln LIIR89 Weight of fuel

FueL
Fu61 dlstributlon Vrininurc engine oii ta.rkagle &1'.i Jistribution and oll in kgs
tarkage
\_ i
Main ALt. I,lala Alternative I Alternative II
Tsrk 1&L 1&.L ) 9.4 2 &1
Dlstri!:uti:n Dlstribution FueI 011
Capaeity 2630 2195 2721 288i. 1,11ninum Ili.ni-mun
lfaae'l I e I'Jllet ]l4 I la{
gr.= 8S
ts-r-kage tw talkage Caomi
sp.
Mln. /io0
C
Aft. r AIt. rr
dlpabLe
760 6oo 300 1i2 98 YU orv 'n--.

2l+oo 6oo 6oo 38a 95 tia 83 98 17Ol+ 33A 370

2800 750 650 3BC 95 lr3O 83 1 9BB 33/+ 370
3200 A<n 750 380 95 L3o 83 2272 33L 370
950 850 )ov 95 lrSO Q2 )<EA 370
36oo
/r3O 83 1at
4000 1 050 950 380 95 281+O 3?o
Mao 11 50 1 050 380 95 /r3O a) 3121, 331+ 370
aa )
/+8oo 1250 1150 180 95 l+3O 83 )lroa 3'.70
5200 1350 12ro 380 95 /t3O 6) 3692 331, 71n
560a 1 500 1 300 380 9' /r3O 83 )'1 to 331+ 170
6000 1600 F 1 400 +
g 380 95 430 dJ t260 33lr 370
6400 1 700
€' 1 5CO
r.I
180 95 tia 83 /.5lrlr 370
6800 1 800 1 500 380 95 l*3O 83 lrg28 331+ 370
83 c1, 370
72AO 1 900 1700 J80 95 430 5112
7600 2000 1 800 ,80 95 /r3O 83 53% 331+
.11,
370
8000 21 00 1 900
206 95 lr3o 6J 5680 )70
d .d
8400 2200 2000 380 95 l+)O 83 g 596/+ 331+ 3'.74 o
8800 2350 2O5O 380 95 /+30 83 621r8 331+ 370 .da
q20a 2454 2150 380 95 /r3O 83
E 65n 334 370 o
J
d
9600 2550 380 95 L30 83 6816 370
1 0000 2650 2350 380 95 /r3O 83 E
d
7100 Yl+ 370 t4
o) aat B
1 0400 1 900 8r0 u50 380 95 lr3O
d
73e/" 370
'rl
1 0800 2000 850 2550 380
q6 /r3O 83 o 7668 14, 370 + o
iC
1'1200 2@9 650 2721 380 95 +tst /+3O 83 o
il B 79y- aa,
370 i
.r{
11600 2200 A(O 2350 /+00 396 99 ts l'3O a3 d e236 3lr8 370 q4
F] .rt
E{ q
1 2000 2300 85C u5a LAO l*1o 1 A215 l*3O 83 q 8520 361 370 n
121+OO 2400 850 2550 400 ta4 106 $o 83 qJ 88c/+ 373 370 a
1 2800 25m 850 2650 /ro0 l+36 109 43o 83 d
o
o
9088
oa6
3A+ 374 o ,,
qq
\--
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AEROPTA}IT FI.IGHT TUIA}IUAI DC-6/68
COTIPAIIY TDIIIOTI

WEIGHT, LOADING AND EQUIPMENT APL 5. 3. 4.

S heet 1
Tankage - Specific eravity correction

01. GENERAL
Conversion factors and tables used for fuet load calculations are based on a specific gravity of 0.71^ (i. e. 0.71 kgl
Iitre - 2.68? kg/US gals), which is the average specific gravity of aviation fuel at a temperature of LSoC' As
fueling is always measured in volume, the weight of the fuel load will. obviously only be correct if the actual
specific gravity of the fuel equals 0.71. However, specific gravity varies with temperature - the higher the tem-
perature of the fuel the lower its density. Furthermore, the specific gravity may vary within certain limits
irrespective of temperature (approximately 0.69-0, ?2 at 1SoC) even with fuel supplied by the same company.
In order to ensure that the weight of the fuet load wiil truly correspond to the required quantity in kgs calculated
in the flight plan it is, therefore, necessary to make a correction based on the actual specific gravity ol the fuel.

02. DETERMINATION OF SPECIFIC GRAVITY

The specific gravity of the servicing truck will normally be measured and provided by the local fueling agent.

UsuaIIy, the specific gravity of the fuel rernaining in the aircraft tanks may be considered equal to that of the
refilled fuel, In exceptional cases, however, when there is a large quantity of fuel left over in the tanks compared
with the total flight plan requirement, the specific gravity of the residual fuel must be checked and taken into
account as well. Such a situation may for instance occur subsequent to an interrupted flight, particularly if the
aircraft then remains on ground in hot weather causing the fuel in the tanks to expand.
Note: In order to measu,re the specific gravity of fuel in the aircraJt tanks when required, all stations will be
fr6iriaea with special aerometers (hydrometers). They shall also be used for spot checks of the figures supplied
by the fueling agents.

03. CALCULATION OI" FUEL VOLUME

The obj ect is to calculate the correct fuel volume (to be entered in the Fueling Order) with regard to the actual
specific gravity of the fuel. For this purpose the diagram shown ove rleaf shall l:e used a-s illustrated by the
following examples.

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Effective: May 15.57

lssue No 1
 WEIGHT, LOADING AND EQUIPMENT

Tankage - Specific gravi ty cr:rrection (cont'd)

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AtRoptAilt FUGHT IhAl{UAt DC-6/6B
(oilPAIY tDlil0il

WEIGHT, LOADING AND EQUIPMENT APL 5, 3.4

Sheet 2
Tankage - Specif ic glevilX_eelre c!!en,Gen!' cll

Example No, 1

Datg: Flight plan fuel requirement: 9000 kgs

Remaining fuel in aircraft tanks (gauge reading) 1350 kgs
Specific gravity of servicing truck fuel: 0.695

Note: In this case the specific gravity of the remaining fuel need not be taken into account
Caleulation: (1) Convert 'flight plan fuelr' (9000 kgs) into volume, using the standard conversion factor of 0.71
t<g/Iitre, which gi ves the uncorrected fuel volume: 12675 litres (3350 US gals)
(2) Enter diagram with "flight plan fuel " weight figure (9000 kgs) and go vertically up to the line
corresponding to the specific gravity of the refilled fuel (0.695), Then go horizontally to the
Ieft and read the specific gravity correction: 270 litres (70 US gals).
(3) Add this specific gravity correction to the uncorrected fuel volume:
126?5 + 2?0 = 12945 litres
(3350 + 70 = 3420 US gals)

d fuel volume: 12945 litres 3420 US

Example No. 2

Data Flight plan fuel requirement: 9000 kgs

Remaining fuel in aircraft tanks (gauge reading): 6875 kgs
Specific gravity of servicing truck fuel: 0.695
Specific gravity of remaining fuel: 0.680

Note: In this case the specific gravity of the remaining fuel must obviously be taken into account.
Calculation: (1) Convert 'rflight plan fuei" (9000 kgs) into volume using the standard conversion factor of 0.71
kg /litre, which gives the uncorrected fuel volume: 12675 litres (3350 US gals)

(2) Subtract "remaining fuel" from ilflight plan fuel" thus obtaining fuel quantity to be refilled:
L- \
9000 - 68?5 = 2125 kgs.
(3) Enter.diagram with thie "refilled fuel" figure (2125 kgs) and find correction 60 litres (15 US
gals) corresponding to its specific gravity (0.695).

L (4) Enter diagram with 'rremaj.ning fuel" figure (6875 kgs) and find correction 420
gals) corresponding to its specific gravity (0.680).
litres (110 US

(5) Add the two speeific gravity correction figures thus obtained to the uncorrected fuel voiume:

126?5 + 60 + 420 = 13155 Iitres

(3350 + 15 + 110 -- 3475 US gals)

C orrected fuel volume: 13155 litres (34?5 US eals)

Note: If the two examples are compared - the flight plan fuel and the specific gravity of the servicing truck fuel
GIQ tire same in both cases - it appears that the actual fuel load in the second case would have been approximately
I

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150 kgs (210 litres) too low ii the specific gravity of the remaining-fuel had not been taken into account.
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(rnore) Effective: May 15.57

lssue No 1
 W.IIIGHT, LOADING AND EQUIPMENT

Tankage - Spgci4g_greyity corre ction (cont'd)

04, APPLICATION
(1)Except for the case stated in (2) below a specific gravity correction shall be a.pplied on the Fueling Order
in accordance with para 03. above, whenever the specific gravitv is below 0.71
Note: It is the duty of the station to keep cumently informed about actual specific gravitv and to apply the
correction,ortoadvisethecockpitc'e*incasetheFue1ing
Order is made up by the crew.
(2)If the total fuel tankage exceeds the minimum flight plan requirement by minimum 510 - f.or instance due to
economical tankage - no specific gravity corection is required, even if the specific gravity is below 0.71.

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ATROPtAilt TTIGHT MAilUAI. DC.6/68

coilPANY tDtTt0lt

WEIGHT, LOADING AND EQTIIPMENT APL 5.3. 5.

S heet 1
Tankage - Recommended tankages

01. GENERAL
Fuel prices may vary considerably from one station to another, and great savings can, therefore,be made by
taking this into account when deciding the actual uplift of fuel from different stations.

For this purpose, the recommended tankages tabulated below shall be adhered to as far as possible withogt
reducing the qclu3tl loqd !o be cqgqre{

For legs not mentioned below, fuel loads shall be in accordance with Flight Plan requirements.

02. TABLE OF RECOMMENDED TANKAGES

Place of Tankages desired Approx. savinge on

additional Tankages desired 2nd leg per 1000 kgs
Line SK ies 2)
tankage
for legs below 1) DC-6 DC-68 add. fuel Sw. Crs.3)

863 ABD ABD-BSR-ABD 2.800 3.050 50:-

961,963 ATH-KRT-NBO 11 . 414 14.811 35:-

874, 864 ATH.VIE-DUS 8. 200 8. 850 60:-
964 ATH ATH-ZRH-FRA 8. 200 9. 000 10t-
962 ATH.ZRH-HAM 9.200 10.250 10:-

864 BEY-ATH.VIE.DUS tt.4t4 1 2. 800 20|-

871 BEY BEY-CAI-BEY 4. 600 5.000 351-

872 BEY-IST-VIE.DUS L't .4L4 1 2. 600 65:-

302 BOO BOO.BDU-BOO 3.850 4.200 30:-

971 BKK-CCU.KHI 11.414 13. 500 7 5|-

970 972,974 BKK BKK-MNL-TYO Lt.4t4 14.811 135:-
975 BKK.RGN.CCU-KHI 11.414 13.300 180:-
973 BKK-RGN-KHI 5) 5) 180: -
\*
552 BRU BRU-AMS-CPH 4. 150 4. 500 30:-

955,957 BUE-SCL.BUE I 000 10.000 30:-

956 BUE BUE-MVD-RIO 7 050 7.850 110: -
958 BUE-MVD-SAO 6 500 7.200 110:-
L CCU.RGN-BKK 6. 400 7. 100 50:-
974 CCU

551 CPH-AMS-BRU 4.200 4. 600 25|-

565 CPH-PAR-CPH 7.200 7.800 30: -
583 CPH-STR.NCE 6.200 6.800 40: -
585 CPH.NCE.BCN 7. 950 8. 800 20:-
601 CPH-ZRH-CPH 6. 900 7 .700 7 0:-
636 CPH.OSL-CPH 4.250 4. 600 55:-
635 CPH-FRA-MUC.FRA 4) 5. 600 6.200 20:-
643 CPH-IIAM-BRE.HAM 4) 3. 600 3.300 30:-
6.1 742 CPH.HEL.CPH 6. 300 7.000 165:-
I
841 CPH-DUS-GVA-TEIR 5) 5) 35:-
(O 843 CPH CPH-STR-GVA-ROM 4) ?.900 8.700 40|-
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845 972 CPH-DUS.GVA.ROM 4) 8.200 9.050 35:-
; 851 ,865, CPH.DUS.\rIE-IST 4) 10. 300 11.200 35:-
ar!
o 867 CPH-MUC-VIE-IST 4) 10.000 10. 850 80:-
o 8?1 CPH-DUS-BUD-IST 4) 10. 200 1 1. 000 3(:-
o 8?3 ,863 CPH-DUS.VIE.ATTI 4) 9. ?00 10. 500 3 51-
d
o B?5 CPH-PRG.VIE -IST 4) 9. 000 9. ?50 165:-

(more) Effective: Oct. 6. 57

APL/Rev.119 lssue No.. 3

AFH/Rev. 578
 WEIGHT, LOADING AND EQUIPMENT
Tankage - Recommended tankages (contrd)

Place of Tankages desired Approx. savings on

Line SK additional Tankages desired
for legs below 1)
kgs 2) 2nd leg per 1000 kgs
tankage DC-6 DC-68 add. fuel Sw. Crs. B)

s11,913 CPH.HAM-PIK 5. 450 5.850

931
3 0:-
CPH-SFJ-YWG LL.4L4 11.811 335:-
955 CPH-PRG-GVA-LIS 4) 10.450 1 1. 400 165:-
95? CPH-FRA.ZRH-LIS 4) 9. 900 1 1. 050 20:-
961 CPH-HAM-ZRH-ATH 4) 9. 500 1 0. 700 30:-
963 CPH-FRA-ZRH-ATH 4) 9. ?50 1 0. 900 20:-
970 CPH-HAM.ZRH-ROM 4l 7. 100 7.850 30:-
974 CPH.DUS-ZRH-ROM 4) 7. 600 8.250 35:-
All lines CPH.STO-CPH 4.200 4.500 20:-
845 DAM DAM-BGW-THR 6.300 7.300 175:-
871 DUS-BUD-IST 8.500 9. 100 110 :-

845,972 DUS-GVA-ROM 6. 500 7.200 20:-

841 DUS-GVA-THR 5) 5) 20:-
974 DUS DUS-ZRH-ROM 5. 800 6.400 25:-
873,863 DUS.VIE.ATH 8.000 8.700 5:-
851, 865, DUS-VIE-IST 8.500
6
9.300 65: -
635 FRA-MUC-FRA 3.750 4.100 55:-
963 FRA.ZRH-ATH 7.850 8. 800 40:-
957 FRA FRA-ZRH.LIS 8. 000 8.900 40: -
956 GVA GVA-PRG-CPH 5.,900 6.450 80: -
643 HAM-BRE-HAM 2.700 2.300 60:-
961 HAM HAM.ZRH-ATH 8. ?00 9. 800
970 25:-
HAM-ZRH.ROM 6.200 6. 950 25:-
865,867 IST-ANK-BGW-ANK 5) 170:-
872
876 IST. VIE -PRG-CPH 8. 900 9.700 100:-
868 IST IST-VIE-MUC 7. 800 8.400 10:-
852, 866, 872 IST.VIE-DUS 8. 700 9.500 10: -
970 KHI-CCU-BKK tL.4t4 L2.700 1351-
974 KHI KHI-CCU-RGN-BKK LL.4L4 12.850
972
135: -
KHI-RGN-BKK 1 1. 000 12.300 200:-
932 LAX LAX.YWG-SFJ IL, 4L4 14.811 80:-
956 LIS-CVA.PRG.CPH 9. 600 10.450 65:-
584 L$ LIS-MAD-NCE 5. 900 6.450 50:-
958 LIS-ZRH.FRA 7.400 8.000 65:-
522 LON-GOT-OSL 5. 550 6. 000 30:-
5L4 LON LON-SVG-OSL 5.450 5. 900 135:-
867 MUC MUC-VIE-IST 7.500 8.200 30: -
A11 flights NYC NYC.YQX-PIK LL.4t4 14.811 80:-
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302 osL OSL-TRD-BOO-BDU 5. 750 6.250 30:-
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 ntzrt yrrt rtrurt$.ilJrBil
ATROPIAilE TilGHI TIANUAT DC.6/68
coilPtilY IDtIt0il

WEIGHT, LOADING AND EQUIPMENT APL 5.3. 5

Sheet 2
Tankage - Recommended tankages (cont'd)

Place of Tankages desired Approx. savings on

additional Tankages desired
Line SK kgs 2) 2nd leg per 1000 kgs
tankage for legs below 1)
DC.6 DC-68 add. fuel Sw. Crs. 3)

914 PIK-BRE-CPH 5 550 6.050 90:-

914 PIK PIK-HAM-CPH 5 300 5.700 50: -
916 PIK.OSL-STO 5 800 6.350 90:-
955 RIO RIO-MVD-BUE 6. 800 ?. 500 130: -
957 RIO-SAO-MVD-BUE 5) 5) 601-

846,9?3 ROM.GVA-DUS 6.zbo 6.900 40:-

844 ROM-GVA-STR-CPH ?. 900 8. ?00 40'-
9?5 ROM ROM-ZRH-DUS 5.950 6.600 35:-
9?1 ROM-ZRH-HAM 6.250 6.900 3 5:-

957 sAo SAO-MVD-BUE 6. 200 6.800 60:-

Al1 lines STO-HEL-STO 4.250 4.650 125i-
481 I 52t STO-OSL-GOT 3. 750 4. 050 25:-
481 I 513 sTo STO-OSL-SVG-LON 7. 050 ?. 850 25:-
915 STO-OSL-PIK 6.100 6.500 25;-
846 THR THR-BGW-DAM 6. 050 6. 600 250:-

971,973,975 TYO TYO-MNL-BKK Ll,4L4 14.811 130: -

B?6 VIE VIE-PRG-CPH 4.7 00 5.100 25:-

932 YWG YWG.SFJ-CPH LL,4L4 14.811 320:-

E)<PLANATIONS

1) This column shows the legs for which additional tankage can be made with an economical advantage.
2) This column shows the maximum tankage desired from the plaee of additional tankage shown in
column 1. However, it involves a loss to take more fuel than required for the legs under column 1-
i. e. to exceed the tankage under column "Tankage desired" during normal weather conditions.
T?re caleulations of these figures are based upon average wind conditions and with normally used
alternates and holding.

3) When calculating the revenue, the increased fuel consumption during climb and cruising as a result
of the increased gross weight has been taken into consideration.
4) Before refueling in CPH, contact shall be taken with Load Planning Centre, CPH, to get information
about the load to be put on board at the next station to avoid defueling at this place.

5) Max. fuel shall be taken with regard to the landing weight at next station, In order to avoid defueling
in DUS see prescription under 4).
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Effective: Oct. 6. 57
APL/Rev. 120 lssue l{0.. 3

AFH/Rev. 579
 WEIGHT, LOADING AND EQUIPMENT
N - Tankage - Recommended tankages (cont'd)

Tankage Iimitations:

Tankage desired for 2 legs: On the first leg the landing weight will normally timit the tankage. Defueling
first stop will not be required.
at the

Tankage desired for 3 legs: On the first leg the landing weight will normally limit the tankage. In order to
avoid defueling at the first stop, check that the Ioad on the second leg is not greater than:

The load carried on the first leg

+ the weight of fuel calculated to be congumed on the second leg

+ the eventual difference between maximum permissible landing

weight at the second stop and the actual landing weight at the first
stop.

Tankage desired for 4 legs: The riek for defueling at the first stop shaU be calculated as for 3 legs tankage.
In order to avoid defueling at the second etop use the method for 3 legs tankage above where the station of
the first stop is applied as station of origin.

03. OIL AND W/A

Tankage of oil and w/A to be made to maximumcapacitybeforedeparturefromlaststationbefore pRGandWAW.
For economical reasons tanking of oil shall be made in BKK, LON, pIK, SFJ and Sweden and avoided in
ABD, THR, Norway and Switzerland.

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 Mtott yrrt rtan tat tzJTEfl

AEROPLA}IE TTIGHT IhANUAT DC.6/68

COiIPAIIY TDITION

WEIGHT, LOADING AND EQUIPMENT APL 5,4.I

Equipment Lists - Basic Specification

The Basic Specification states the fixed equipment of the DC-6/68 aircraft. The weight of items in the Basic
Specification is shown on the Empty Weight Statements (EWS) either as B-ASIC EIVIPTY WEIGHT or FLEET
nltpfy WEIGHT. (Fleet empty weight is an average of the individual basic empty weights of the aeroplanes
plus the weight of standard equipment, (ref . APL 5. 1 . 2. ) ).

When an aircraft is weighed, it should be equipped in accordance with the specification above' If this is not the
case, differences should be noted and weight correction made accordingly so that the final result on the Weighing
Form will show the basic empty weight of the aircraft'
{ The Basic Specification is shown in "UnderhSllsbok DC-6" or "Underh&llsbok DC-68".
\*

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Effective: May 15. 5?

lssue No.. 1
 E tort urrtrtQ2rlE tzt En
ATROPIAilE TUGHT MAilUAI. DC.6/68
COiIPAIIY :DITIOI

WEIGHT, LOADING AND EQUIPMENT

Equipment Lists - Loose equipment nc- 6 S
API,
heet
5.4.2
1

N - 01. DC-6

This list specifies loose equipnrent carried on board DC-6 aircraft. The items position in the aeroplane is stated
with reference to the respective aircraft station (st.. )l-

Aeroplane sketches with Sta. scale are shown overleaf.

A11 the different items used as loose equipment in SAS' aircraft have been provided with their own code number
and all DC-6 loose equipment is shown in this Iist. Consequently certain code numbers will not be shou/n in this
Iist.
\*. The equipment is divided into different groups and the table below shows the weight in kgs and corresponding
moment of standard loose equipment with reference to aeroplane version.

Weight/Moment of Standard Loose Equipment

L
1st Class (S) Tourist (T, NT) De Luxe (DS) Combined (TS)
W eight Moment Weight Moment Weight Moment Weight Moment

A. Aeroplane equipment 945.86 5 219 81 B60.56 4843 31 845. 1 6 47 8269 860.56 484331

C. Cabin equipment l7 4.82 92017 16 8. 01 897 32 201. 53 10 I 092 17 5. 17 95546

L. Loading equipment 28.20 13294 28.20 L3294 28.20 L3294 28.20 73294

P. Parts equipment 14.97 3072 14.97 3072 14.97 3072 t4.97 3072

S. Safety equipment 1 34. 34 6941? 145.00 7 4054 L27 ,7 B 66564 145.00 7 4054

T. Tool equipment 10.00 2000 10.00 2000 1U" UU 2 000 10.00 2 000

TOTAL 1308.19 701781 1226.7 4 66 6483 1227 .64 67229t 1233.90 67 2297

The total weight and moment of standard loose equi.pment are included in the Fleet Empty Weight Calculation, ref
APL 5.1" 2. and is shown on the Empty Weight Statement (EWS).

Route equipment required on different routes wi.ll be shown in APL 5.4.3. and the weight of this route equlpment
will be shown on the Empty Weight Statement.
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Effective: May 15.57

lssue I'lo.. 1
 WEIGHT, I,OADING AND EQUIPMENT

Equipment Lists - Loose equipment .(cont td)

Sta.
0 50 100 150 200 250 300 s50 400 450 500 550 600 650 700 ?50 800 8S0 900 9b0 1000

1st. (
48 E

/.

Touris
Combir
60 Pasr
Seats

De Lu>
40 Pas
Seats

0 50 100 150 200 250 300 350 400 450 500 550 500 550 700 ?50 800 850 900 950 1000
Sta,

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AtROPtAilE FUGHT mA]'[UAt D(-6/68
(omPINY t0lll0l{

APL
WEIGHT, LOADING AND EQUIPMENT S heet ,
Equipment Lists - Loose equiPm ent (cont't1)

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 WEIGHT, I.OADING AND I]QUIPMENT

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lssue No. 1
 WEIGHT, I,OADtrNG AND EQUIPMENT

Equipment Lists ' Loose equipment (cont'd)

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 tanortuurilf ttrurtt:t tE En
AEROPI,AI{E TTIGHT ilA}IUAt DC.6I6B
(0ilPAlrY tDtlt0[

APL 5.4.2
WEIGHT, LOADING AND EQUIPMENT

Equipt!eq! Lists - Loose equipment (cont'd)

6 Sheet 7

N - 02. DC-6B
This list specifies loose equipment carried on board DC-68 aircraft The items position on the aeroplzrne is stated
with reference to r;he respective aircraft station (Sta t-
Aeroplane sketches with Sta. scale are shown overleaf.

A11the different items used as loose equipment in SAS aircraft have been provided with their own code number
and a1I DC-68 loose equipment is shown in this ti.st. Consequently certain code numbers will not be shown in this

The equipment is divided into different groups and the table below shows the weight in kgs and corresponding
moment of standard loose equipment with reference to aeroplane version.

Weight i Mome nt of Standard Loose Equipment

tt--

Tourist-De Luxe Tourist-De l,uxe- Tourist-Fj.rst /Lounge-

Grcup (TD) Tourist (T) De Lwe (DS) Combined (TS) De Luxe (TDD) Sleeper (TFLS)
W eight Moment Weisht Mom ent Weight Mom ent Weight Moment Weight Moment Weight Moment

A. Aeroplane eriuiPment 1228 .7 rl 1219.41 633643 1296.0? 701996 1300.6? ?01746 1255. g1 65I717 1398.4? 756808
l

C, Cabin equipment 115380 21S. B3 1i0265 250.80 12 5834 zzc, t I 114449 2 60. 33 1334?0 248. 30 t246s',t

L. Loading.iluipmeat 19.20 7294 19.2f) 7294 19.20 7294 19.20 '1294 19.20 't294 19.20 7294

P. Parts equipment 406 3 4063 40 63 406 3 406 3 4063

S. Safety equipment 145.13 68041 1 53. 33 7 3994 131.19 ri 32 60 148.41 I UDbD 142.95 68123 1,11. 03 670?3

T. Tool equiTrment 10.00 2000 2000 10. 00 2 000 10.00 2000 10. 00 2 000 10.00 2 000

TOTAL 1653.49 839949 1644.99 8312sS 1?30.48 90 44 97 240277 171r..61 87466? Itl,40.22 961895

'Ihe rotaL weight and moment of standard loose equipment are inclucled in the Fleet Empty Weight Calculation,
ref. APL 5.1.2. and is sholv'n on the rlmpty Weigtrt Statement (EWS)'
L Route equipment required on different routes will Lre shown in APL 5.4.3. and the weight of this route equipment
'rit1 be shown on the Empty Weight Statement.

(more)

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Effective: May i5. 57

lssue No. 1
 WEIGHT, LOADING AND EQUIPMENT

Eqql!r3_en! Lists - Loose equipment (contrd)

Sta

-63 0 100 200 300 400 500 600 700 800 900 1000

Tourlst-De Luxe (TD)

Sta

-63 0 100 200 300 400 500 600 700 800 900 1 000
Tourist (T)

Sta

-63 0 100 200 300 400 500 600 700 800 900 1 000
De Luxe (DS)

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Combined (TS)

.63 0 100 200 300 400 500 600 ?00 800 900 1000
Tourist-De Luxe
De Luxe (TDD)

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o
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o Sleeper (TFLS)
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AEROPTA}IT TTIGHI ilIA}TUAt D(.6/68
(OTIIPA}IY TDIIIOX

WEIGHT, LOADING AND EQUIPMENT 5.4.2

6
APL
S heet I
Equlpment Lists - Loose equipment (cont'd)

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(more) Effective: May 15.57

lssue No.. 1
 WEIGHT, LOADING AND EQUIPMENT

Equipm ent Lists - se equipment (cont'd) 6

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 tQrJOrmYrrl rrmrlA tAt Et
AEROPTA}IT TTIGHI ilIANUAI. DC.6/68
(ortl?ANY rDlll0ll

WEIGHT, LOADING AND EQUIPMENT 5.4.2

6
APL
S heet o

Equipment Lists - Loose equipment (cont'd)

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(more) EffectiYe: MaY 15' 57

lssue No.. 1
 WEIGHT, LOADING AND EQUIPMENT
Equipment Lists - Loose equipment (cont'd)

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ATROPIAilE TUGHT TA}IUAI DC.6/68
(otP xY [Dllrox

WEIGHT, LOADING AND EQIIIPMENT APL 6.4.2,

Sheet 1O
Equipment Ligte - Loose equipment (cont'd)

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(norc) Effective: May 15. 57

lssue llo.. 1
 WEIGHT, LOADING AND EQUIPMENT

Eqqipment Lists - Loose equipment (coat'd)

*:cq F

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AEROPTAilE TUGHI TTIANUAI. DC-6/6B
(0ilPA1|Y EDlTl0ll

WEIGHT, LOADING AND EQUIPMENT 5. 4.2

6
APt
Sheet 11
Eguipment Lists - Loose equipmeqt (qontld)

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(more) Effective: May 15. 57

lssue No.. 1
 WEIGHT, LOADING AND EQUIPMENT

Equipment Lists - Loose equipment (cont'd) 6

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AEROPTAI{E TTIGIIT TIlAl{['At DC-5/68

(OMPAHY TDIIIOT{

WEIG}{T, LOADING AND EQUIPMENT APL 5.4.2

Sheet Lz
Fquipment LlsE - Lgqls eq,rllrq!"t ("q!d)

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(more) Effectjve: May 15. 57

lssue No.. 1
 WEIGHT, LOADING AND EQUIPMENT

Equipment Lists - Loose equipment (cont'd)

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 n/JDrtJr Url rrn tlt:t .ilrrU),
AEROPTAilT TUGHT ffIAilUAI. DC.6/68
(otPAltY tDliloil

WEIGHT, LOADING AND EQUIPMENT APL 5.4.2

Sheet 1 3
Equipment Lists - Loose equipment (cont'd)

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(more) Effective: May 15.57

lssue No. 1
 WEIGHT, LOADING AND EQUIPMENT

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 M/JOrtU tllrl rrnlrryCJ tUtf&rl

AEROPTANE II.IGHT ffIAT{UAt DC.6/68

coilPl]lY IDtTt0lt

WEIGHT, LOADING AND EQUIPMENT APL 5.4. 3.

Sheet 1
N - Equipment Lists - Route equipment

01. DC-5
SK No CI Destination Quantity Name Item NormaIIy loaded
001-830 All Interscandinavian 1 Navigation kit, small A. 13a Flight deck
and European lines 6 Cargo containers L. 5b Aft cabin
55 Blankets (Night Tourist only) C.5a Aft cabin
831 /832 TS Beirut 1 Navigation kit, small A. 13a Flight deck

\* 851 /852 TS Tel Aviv 1 Driftmeter A. 10 Flight deck

87t1876 TS Cairo 1 Driftmeter cover A. 26 Flight deck
, DDT-bornbs c.14 Coatroom
I Newspaper pouch c.35 Coatroom

L 45
16
6
Blankets, Tourist
B1ankets, First Class
Cargo eontainers
C. 5a
c.5
L. sb
Aft cabin
Aft cabin
Aft cabin
1 Canvas cover L.4 Compt. 3

843-846 TS Tehera-n 1 Navigation kit, Iarge A. 13a F1ight deck

1 Sextant, periscopic 4.12 Flight deck
45 Blankets, Tourist C. 5a Forward cabin
, DDT-bombs c.14 Coatroom
1 Newspaper pouch c.35 Coatroorn
1 Berth Iadder A. ?5 Coatroom
8 Passenger bed equipment c" 39 Aft cabin
6 Cargo containers L. 5b Aft cabin
1 Canvas cover L.4 Compt. 3

Rome-Teheran v.v.
1 Navro stool A.7 7 Flight deck
1 Driftmeter A.. 10 Flight deck
1 Diiftmeter cover A. to F1ight deck

Beirut /Damascus -Teheran v. v

1 Survival equipment box s. 20 Li.fe raft compt,
1 Water preserved in tin s. 21 Life raft compt.
1 Emergency equipment box s.23 Life raft compt.
1 Emergency tranemitter s.24 Life ra-ft compt.
863 1864 TS Abadan .L Navigation kit, large A. 13a Flight deck
I Sextant, periscopic A. L2 Flight deck
45 BIankets, fourist C. 5a Forward eabin
1 Passenger bed equipment c. 39 Forward cabin
2 DDT-bombs c. 14 Coatroom
1 Newspaper pouch c. 35 Coatroom
1 Berth ladder A.75 Coatroom
8 Passenger bed equipment c. 39 Aft cabin
6 Cargo containers L. 5b Aft cabin
1 Canvas cover L.4 Compt. 3

Rome-.A.badan v. v.
1 ffir"."1
.1 - 4.7 7 Flight deck
I
I Driftmeter A. 10 Flight deck
m
1 Driftmeter cover A. 26 Flight deck
1 Crew bunk (3 beds) A. 60 Flight deck
rl'
6ra
o I)amascus-Abadan v. v.
1
1
ffi
Water preserved in tin
s. 20
q tI
Life raft compt.
Life raft compt
o
d
E I Emergency equipment box s.23 Life raft compt
1 IJmergency transmitter s. 24 Life raft compt
(more) Effective: May 15.57
lssue N0..1
 WEIGHT, LOADING AND EQUIPMENT

N - Equipment Lists - equlDm ent (c ont'd)

SK No ci Destination Quantity Name Item Normally loaded

865 /866 TS Baghdad 1 Navigation kit, large A. 13a Flight deck
I Sextant, periscopic A. t2 Flight deck
1 Navro stool A.7 7 Flight deck
1 Driftmeter A. 10 Flight deck
1 Dri{tmeter cover A.26 Flight deck
1 Crew bunk (3 beds) A.60 Flight deck
1 Survival equipment box s. 20 Flight deck
1 Water preserved in tin s. 21 Flight deck
1 Emergency equipment box s.23 Flight deck
1 Emergency transmitter s.24 Flight deck
45 Blankets, Tourist C. 5a Aft cabin
16 Blankets, First CIass c.5 Aft cabin
o Cargo containers L. 5b Aft cabin
1 Canvas cover L.4 Compt. 3

02. DC-68 6
SK No cr D estination Quantity Name Item Normally loaded
001*830 A11 Interscandinavian 1 Navigation kit, small A. L3a Flight deck
and European lines 4 Cargo containers L. 5a Stateroom
70 Blankets (Night Tourist onty) C. 5a Aft cabin

B3t lS32 TS Beirut 1 Navigation kit, smsll A. 13a F1ight deck

4 Cargo eontainers L. 5a Stateroom
85 1 l8sz TS Tel Aviv 2 Household rolls c.24 tr'orward cabin
2 DDT-bombs c.14 Coatroom
l, Newspaper pouch c. 35 Coatroom
45 Blankets, Tourist c. 5a Aft cabin
.ttl Blankets, First Class c.5 Aft cabin
1 Canvas cover L,4 Compt. 3

843 /846 TD Teheran 1 Navigation kit, Iarge A. 13 Flight deck

1 Sextant, periscopic A.. L2 Flight deck
1 Web gate L.19 Stateroom, star-
board side
1 Plywood ptates (3 pieces) L. 10 Stateroom, star-
board side
o Tie-down ropes L. 17 Stateroom, star'-
board side
1 Tie-down net L.15 Stateroom, star-
board side
2 Passenger bed equipm ent c. 39 Stateroom
2 Mattresses c.30 Stateroom
45 Blankets, Tourist C. 5a Forward cabin
2 Household rolls c.24 Forward cabin
t DDT-bombs c.14 Coatroom
1 Newspaper pouch c.35 Coatroom
I
,.o
1 Berth ladder A. ?5 Coatroom
B Blankets, First Class c.5 Aft cabin
$?
$ 4 Passenger bed equipm ent c. 39 Aft cabin
*
rO
I Canvas cover L.4 Compt. 3
N
Damascus /Beirut-Tqheran v. v.
1 Survival equipment box s. 20 Life raft stowage
6 Water preserved in tin s. 21 LiJe raft
c 1 stowage
o 1 Emergency equipment box s.23 Life raft stowage
1 Emergency transmitter s. 24 Life raft stowage

(more)
 frl/JDrorat lJ rtRIrtJEs ttt afr
AEROPTA}IE TTIGHT ThA}IUAI. DC.6/68
cottPAltY tDtlt0N

WEIGHT, LOADING AND EQUIPMENT APL 5.4. 3

Sheet 2
N - Equiprneq! Llstq- R9ule qqllpryent (cont,d)

SK No. C1 Destination Quantity Name Item Normallv loaded

863 /864 TS Abadan 1 Navigation kit, large A. 13 Flight deck
1 Sextant, periscopic A.12 Flight deck
4 Cargo containers L.5a Stateroom
3 Passenger bed equipm ent c.39 Stateroom
, Mattresses c.30 Stateroom
45 Bla.nkets, Tourist C. 5a Forward cabin
, Household rolls c.24 Forward cabin
150 Wash-'n-Dri c. 64 Forward cabin
1 Berth ladder A.7 5 Coatroom
2 DDT-bombs c. 14 Coatroom
1 Newspaper pouch c.35 Coatroom
I Passenger bed equipment c. 39 Aft cabin
1 Canvas cover L.4 Compt" 3

\- Damascus-Abadan v. v
1 rvival equipment box s. 20 Life raft stowage
1 Water preserved in tin s. 21 Life raft stowage
L Emergency equipment box s.23 Life raft stowage
1 Emergency transmitter s.24 Life raft stowage

Rome-Abadan v. v.
1 ci& r"ntTI n"asl A. 61a Stateroom

86s /866 TD Baghdad 1 Navigation kit, Iarge A. r-3 Flight deck

1 Sextant, periscopi.c A.12 Fiight deck
4 Cargo contai.ners L. 5a Stateroom
1 Crew bunk (2 beds) A.6l"a Stateroom
2 Household rolls c.24 Forward cabin
1 Survival equipment box s. 20 Life raft stowage
I Water preserved in tin s. 21 Life raft stowage
1 Emergency equipment box s.23 Life raft stowage
r Emergency transmitter s.24 Life raft stowage
2 DDT-bombs c. 14 Coatroom
) 1 Newspaper pouch c.35 Coatroom
L. 1 Berth ladder A" ?5 Coatroom
4 Passenger bed equipm ent c. 39 Aft cabin
45 Blankets, Tourist C.5a Aft cabin
8 Blankets, First Class c.5 Aft cabin
1 Canvas cover L.4 Compt. 3

L 8?1-876 TS Cairo 1
4
Navigation kit, small
Cargo containers
A. 13a Flight deck
L.5a Flight deck
45 Blankets, Tourist C.5a Aft cabin
16 Blankets, First Class Aft cabin
1 Canvas cover 1-" 4 Compt. 3
901-910, 924 T New York 1 Navigation kit, large A.13 Flight I
deck
1 Sextant, periscopic A. 12 FlightI deck
1 Crew bunk (2 beds) A.61al Stateroom
4 Passenger bed equiprnent c. 39 Stateroom
, Mattresses c. 30 Stateroom
, Cargo containers L.5a Stateroom
I
, Household ro1ls c.24 Forward cabin
N
m
, DDT-bombs C. L4 Coatroom
<r
r) I Newspaper pouch c.35 Coatroom
; 1 Emergency transmitter s.24 Coatroom
ol
o 4 Life rafts, 20-men s. 16 Life raft stowage
o 70 Blankets, Tourist C. 5a Aft cabin
o
d
6

(more) Effective: May 15. 5?

lssue N0..1
 WEIGHT, LOADING AND EQUIPMENT

N - Equipment Lists - Route equipment (eont,d)

SK No CT Destinati.on Quantitl Name Item Normally loaded

911-916 TFLS New York 1 jNavigation kit, large A. 13 Flight deck
1
lSextant, periscopic Flight deck
1 Crew bunk (2 beds) A.61a Stateroom
4 Passenger bed equipm ent c.39 Stateroom
2 Mattre sses c. 30 Stateroom
2 Cargo containers L. 5a Stateroom
1 Berth Iadder A. ?5 Coatroom
3 Life rafts, 20-men s. 16 LiJe raft stowage
1 Emergency transmitter s.24 Life raft stowage
o Passenger bed equipment c. 39 Aft cabin
931 /e32 TFLS Los Angeles 1 Navigation kit, large A. 13 Flight deck
1 Sextant, periscopic A 11) Flight deck
1
Bendix Polar Path system 4.. 93 Flight deck
2 DACO double chairs, reryoved A.50 Stateroom port side
1 Hardman First Class A.51 Stateroom port side
(
1 Box D?^ Stateroorn port side
1 Eox s.2?b Stateroorn port side
1 Saek s.27d Stateroom port side
2 Sacks S. 27e Stateroom port side
1 Sack s.27f Stateroorn port side
r Crew bunk {2 beds) A.6la. Sta.teroom star-
board side
jPassenger bed equipment L. JY State roorn
2 iMattresses c.30 Stateroom
1 lBerth iadclen A.75 Coatroom
Li.fe rafts, 20-men s. 16 Li{e raft stowage
1 Ernergency transmitte r s. 24 Life raft stowage
8 Passeager bed equipment c. 39 Aft cabin
955 /958 TDD Santiago 1
.ltlavigation kit, large A. 13 Flight deck
1 Sextant, periscopic A. t2 Flight deck
4 Cargo containers L.5a Stateroom
4 Passenger bed equipm ent c.39 Stateroom \-
z Mattresse s c. 30 Stateroom
1 Berth ladder A. ?5 Coatroorn
? Life rafts, 20 -men s.16 Life raft stowage
1 Emergency transmitter s.24 Life raft stowage
4 Passenger bed equipment c. 39 Aft cabin
Lisbon-Rio de Janeiro v. v.
1 Crew bunk (2 treds) A. 61a Stateroom

96L lS62 DS Johannesburg 1 Navigation kit, large A.13 Flight deck

1 Sextant, periscopic A. 12 Flight deck
, Cargo containers L. 5a Stateroom
Passenger bed equipment c. 39 Stateroom
, Mattresses c. 30 Stateoom
1
Berth ladder A. 75 Coatroom
B Passenger bed equipm ent c.29 Aft cabin
r1 Canvas cover L.4 Compt. 3
Rom e - Johan4eeburg,l{. y:
1 Crew bunk (2 beds) A.61a Stateroorn
1 Survival equipment box s. 20 Life raft stowage
1 Water preserved in tin s. 21 Life raft stowage
1 Emergency equipment box s. 23 LiJe raft stowage
1 Emergency transmitter s.24 Life raft stowage

(more)

T:*l:.-i-;:ffiI:!
 tailDrtuyttt rran /fEt tlrran
ATROPIAilE TUGHT ITIANUAT DC.6/68
(0ilPlilY IDlTl0il

WEIGHT, LOADING AND EQUIPMENT APL 5.4.3

Sheet 3

N - Equipment Lists - Ro ute equipment (cont'd)

SK IrIo C1 Destination Quantity Name Item Normallv Ioaded

963 /e64 TD Nairobi 1 Navigation kit, large A" 13 Flight deck

1 Sextant, periscopie A. 12 Flight deck
2 Cargo containers L.5a Stateroom
Passenger bed equipm ent c.39 Stateroom
2 Mattresses c. 30 Stateroom
45 Blankets, Tourist c.5a Forward cabin
2 Household roIIs c.24 Forward cabin

L ,
1
1
DDT-bombs
Newspaper pouch
Berth ladder
c.14
c.35
A.75
I

I
Coatroom
coatroom
Coatroom
4 Passenger bed equiPment c.39 laft cabin
1' Blankets, First Class Aft cabin
1 Canvas cover L,4 Compt. 3

L 1
Rome-Nairobi v. v.
CrewEunt< (2 beds) A. 61a Stateroom
l- Survival equipment box s. 20 Life raft stowage
1 Water preserved in tin s.21 Li-fe raft stowage
1 Emergency equipment box s.23 Life raft stowage
I Emergency transmitter s. 24 Life raft stowage

9?0-9?5 TDD Tokyo 1 Navigation kit, Iarge A.13 Flight deck

1 Sextant, periscopic a 19 Flight deck
4 Cargo containers L.5a Stateroom
4 Passenger bed equiPrnent c. 3s Stateroom
t Mattresses c" 30 Stateroom
45 Toilet kits c.52 Forward cahin
200 V'/ash-'n-Dri c.64 Forward cabin
1 Berth ladder A.75 Coatroom
4 Passenger bed equiPm ent c.39 Coatroom
1 Canvas cover L.4 Compt.3

Stockholm-

1 L -men s. 16 Life raft stowage

Rome-Bangko.k v. v.
1 Survival equipment box
1 Water preserved in tin
1 Emergency equipment box
Rome-Tokvo v. v.
+
l" Crew bunk (2 beds)
1 Emergency transmltter
s. 20 Life raft stowage
J. Zl, Life raft stowage
s.23 Life raft stowage
A.6l.a Stateroom
s.24 Life raft stowage

Balgkok-Tokyo v. v.
e Life rafts, 20-men s.16 Lile raft stowage

*o()o -

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Effective: May 15. 5?

lssue No.. 1
 n

"tr
 nlJzrmtrrfl rrAItlE tArlZ J

ATROPTANE TUGHT ilIA}IUAI. DC.6/68

(oilPAltY rDrr0ll

APL VI
CONTENTS

6. EMERGENCY PROCEDURES

6,1. General

6. 1.1 Cockpit Check List II

6"t.2 Emergency Equipment Chart

6. 2. Emer Ianding

6.2.1 General
dTl-Eilorming ground stations
02. Informing crev/ and passengers
03. Seating accommodation during Ianding
04. Seating position during landing
05. Preparation for Ianding
06. Specific duties
07. Landing at night uslng parachute flares

6. 2. 2. t-g,1di.!Cg! Eg+
01, General
02. Preparation for ditchirrg
03. Ditching the aircraft
04. Opening cabin door and emergency exits
05. Launching and boarding the Iife rafts
06. Situation after ditching
0?. Ditching procedure summary when life rafts are carried
6.2.3. Lgndiqg.g4land
01. General
02. Landiag with gears retracted
03. Landing with nose gear up and both mairr gears down
04. Landing with one main gear up - nose gear and one main gear down
05. Personnel evacuation
a\

6, 3. Fire Control
General
Engine firg
01. General
02. Induction system fire during starting
03. Engine fire on ground - Away from Blocks
04. Engine fire in flight
6.3,3. Compartment smoke or fire
01. General
02. Compartment smoke or fire
03, Underfloor inspection
04. Miscellaneous cabin or flight compartment fire
I
6.3.4. Heater fire
o Ot. C.erlerat
(o 02. Wing heater fire
.; 03. Cabin heater fire
6tl
o 04. Tail heater fire
o
o
r!
6.3.5, Electrical fire
o N- 01 Known source
02 Unknown source
(more) Effective: Nov.L.5?
APL/Rev.95 lssue No.. 2
 CONTENTS (cont'd)

6. 3. 6. Smoke.evacuation

6.4. Miscellaneous

6.4.1, Fuel dumping

01. General
02. Dumping procedure
03. Dumping rate
04. Remaining usable fuel
6. 4, 2. Emergency descent \-,)
01, At high speed
02, At low speed

6.4.3. Emergency operallon of lan{ing gear

01. Uplatches fail to release the gear
02. Hydraulic system failure
03, Downlatch fails to engage
6,4.4, Emergency brake operation
01. Emergency hydraulic braking
02. Emergency air braking
6, 4. 5" Pressurization failure
01, Action in case of a broken window panel

-oOo-

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 TEMPORARY
mDrlurUlrt rrnzlft -ilt iBrl

AEROPTANE TTIGHT TTIA}IUAL DC.6/68

cotPAilY IDlTl0tl
File in front of
APL 6.1.1.
EMERGENCY PROCEDURES

General - CockPit Check List II

ENGINE FIRE CHECK LIST

The present wording of item 6 in the engine fire check list ie

CowlFIaPe. .'OPEN

This shatl not be interpreted to mean FULL OPEN, but the cowl flaps shall be placed in position
+ 40 OPEN

which is the position used in take-off. 40 OPEN is also the optimum position to obtain maximum air flow
through engine zone 1 in the event of a fire in thie zone in which case it is desirable to cool this area as
rapidly as possible.
The above change in the engine fire procedure should also be remembered when reading APL 6. 3. 2. 04. (1) (f)

9.
l,)
C\I
o
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to
d
qt

Effective: Apr.10.5? '

lssue No
 tCl/JDr4, Yrrfl ,rR tlEt tzt7Art
AEROPI.AiIE FI.IGHT TilIA}IUAt DC.6/68
(oitPAilY tDtlt0I

EIVIERGENCY PROCEDURES APL 6

Sheet 1
General - Cockplt Check l,ist II

FEATHERING
lr Feather lo.-- t{0.-- TEATHERED

2.
[HEil PROP. ROTATIOIi STOPPED:
Fire Selector llo.-- ........'. FULL OUT
ENGINE F!RE
3. Corl Flaps llo.-- .....,....... CLOSED & OFF
1,. Feather t{o. IIO. ___ FEATHERED
{. Sooster Puops on I ive engines ,. 10il
lz, Fire Selector lio. ....,.... FUIL OUT
Fuel Sei ectors llAilt TAill(s ---
Discharge flandle ..,....,....... FULL OUT
6. Fue I Se I ector llo.-- OFF 1,.
lq' Smoke lasks (lnternhone) ,...... 0lt
Cross-Feed OFF
5. Corl Flaps llo. .....,..,,., +[o
8" l{ixtu re lio,-- OFF -*-
6. Gear and Flaps CHECl(ED
9. Prop. Marter Switch ............ SET
Eoo6ter Pumps on live engines.. L0w
10. Booster Pump tlo.--- .,......... OFF
8, Fuet Selectors MAIll TAill(S
il. }'lag, No.-- OFF
Fuel Selector lio, --- OFF
12. Geoerator llo.-- OFF
t0. Cross-teed Selectors OFF
13, 0i I Cooler ilo.-- ..,,....'.... CI0SED & OFF
il. Xixture l,lo, OFF
I
Eooster lio.---. ".,.....,,,
Pump OFF
lote: lf prop. still rotat66 after item Prop. l{aster Switch .......,.... SET

-l{ixture llo"-- ........ OFF t4. Ylindshieid Alcohol ",.,........, OFF

-Prop. No. __ DECREASE, LI6HT OI{

t5. Proo. De-icer Circ, Breaker llo. OFF

-PR0P, FEATIIER CB lio.,- cfiEcl( t6, Heaters .....,... OFF

-Feather Eutton llo, 17. Nag. io. OFF

PUSH AGA I ll -__,..
18, Generstor llo. _ _, 0rF
Complete ch€cklist' but if Prop. still rotatet 19. Carburetor Air llo. OLD
pull Fire Selector to detent position onlr, 20. 0il Cooler lio. *--
--...,.... C

CLOSED I OFF
21, lnspect Engine
UNFEATHERING IT SECOIID OISCIIARGE TECESSARY:
!. Start reducing airspeed to..'... 135 (xoTS Fire Selector Xo.
--- FULL OUT AGA I II

2. Fire $elector .. FULL ll{ Second Discharqe Handle FULL OUT

3. Carburetor Air ...,............., CoLD
l+.Mixture ...'....oFF rHEll FrRE 1! lUI
5. Throttle ....... CLoSED zrt. Cill Flaps |lo. . CLoSED & oFF

6. Prop... DECftETSE, LIGIIT Ol( 25. lleaters .,..... AS REoUIRED

7, Fuel Selector 0ti
8, Cowl Flaps P0s. & closED ilotet lf inpossible to stop prop. rindmiliing
9. 0i I Cooler AUTOTAII C push fire selector in to detent position
t0. Prop. l2 blades with 6tarter,... TURIIED (provided fire is oUT)
lt. Booster Pump. LOU
12, Airspeed aax.135 knots CHECXEO

Unfeather llo.--max. 2 sec. ..... UTIFEATHERII(G XO._-

{Release button rhen prop. starts to rotate)
tq. 0i I (and SuDercharge.) Pressute . UP

\- $!.tlifl_!
ia!_!!iz!-s_tr
15, l.lag .......'.....'.'.........'...
{LL&__L?_q!,!,S!j
80Tli
16" liliiture ..."".. AU10 R ICH
17, Generator .....' 0ll
18, Warm up enqine tl2OO RPM/liax. 80 BilEP)

USE OF PRIORITY SIGl(ALS

DISTRESS SIGIIAL URGEIICY S I GIIAL SAFETY SIEflAL

fo be used only when the aircratt is To be used to i nd icate that the To be used to i nd icate that the

threatened b, grave and immi nent danger a i rcraft has a verl urgent message aircraft is abo!t to tran6mit
end request immediate assittance. to transmit concerning the safety a me6sage concerning ihe safety
of a sh i p, a i rcraft or other oi navigation or giving impor-
O ! STRESS CALL veh ic le, or of some person on tait meteorolog ical xarninqs.
(Produce the 6iqnal.lSS by a whistls board or Hith in s i9ht.
or other suitable means) SAFETY CALL
MAYDAY l,{AYDAY this is SCAilDI-
XIYDAY URCEXCY CALL SECURITE SECURITE SECURITE
flavtar .... scallDlNAvlati .... scAtlDl- PAfl Plll PAll Stockholm this i6 St@kholn Control this is Scan-
ltav IAN .. .. . Scandinavian,.... dinavian..,. .
This call shall be followed bY a This call shall always be adre5sed Thi6 call @y be adressed to
6 either one or more tpecifio
i DTSTRESS l{ESSAGE sivinqi P0SlTlOt{ (Time' to a specific station and be fol-
TH. lAS, Alt., Type of a/c). xlTuRE 0F lowed by a message giving further stations or to ALL STATlois.
0lsTREss. cAPTAlrl's lltTEl(Tl0I i nformat i on.

€
;
6l
o
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Note 1: Feathering for practice shal1, if possible, be avoided because of the risk of liquid lock rrghen unfeathering
a
d ffiil[ feathering has been made, unfeather as soon as possible.
o
Note 2: Marked items shali be learned by Leart
(more) Effective: Nov.1.szl7
APL/ Rev 96 lssue No.. 7
 EMERGENCY PROCEDURES
N- Ceneral - Cockpit Check List II (cont'd)

DC_ 6
HEATER FIRE
Wing
SMOKE EVACUATION
ll. H"ut"rs ,...... oFF
2, Selector Button ..........,.,... PUSHED l. Smoke Masks .;.........i........ 0ll
3. Bank Selector . CHEC(ED 2. Emergency Descent or l,lax. Speed
l+. Smoke l.{asks (lnterphone) ....... 0ll 3. Cabin Superchargers,........... DECLUTCIIED
5. l0 6ec. - Discharge Button rt sec.PuSHED q, Emergency Rel ief Valve ......... 0PEll
6. I nd icate Bank used by pu I I i nq 5. Door Cockpit-Cabin ....,........ CLoSED
Discharge tlandle ..,,...........
7, Discharge Button ...............
FULL oUT
PUSHED AGAlll \
8. I nspect l{ i nq COMPARTMENT
Cobin SMOKE OR FIRE
lleat e rs ......,.r..r,..,......., oFF l. lleaters ........ OFF
Smoke tlasks (lnterphone) ....... 0ll 2. Smoke Masks .... 0ll
ORDER C/A HEATER CIIECl(TIST 3.0RpER C/A...... HEATER CIlECl(LI ST
. Cockpit Temp. .................. N 0 Rl'ra t {. Cockpit Tenp, .. XORI,IA L
OFF 5. Ii ndshi eld ileat OFF
6. Cooling Turbine OFF 6, Cool i n9 Turb i ne OFF
7. Cr06s-Sh i p Cross-Feed OFF 7. cross-Shi p cross-Feed OFF
8. Iindshield Alcoho] ........,.... OFF 8, Ii ndshield Alcohol ... OFF
9. Hydraul ic Systen .....,........, OFF 9. (ydraulic System ...,. OFF
t0. Door Cockpit-Cabin ....,,.,,.,.. CLOSED 10. Door Cockpit-Cabin .,. 0t0sED
il. or l.{ax. Speed
Emerqency Descent I l. Emergenc, Descent or l,lax Speed
Cabi n SuperchargeE ............. OECLUTCHID 12. Cabin Supercharqers DECLUTCfIED
t3. Emergency Rel ief Valve OPEII 13. Emergency Rel ief Yalve .,......, 0PEN
14. Selector Button PUSHED
t5. Ditcharge Button I sec...,..... PUSIIED I F Ft RE |iARX I ilG oil
t6. I nspect Heater Compt, l[. Fi re Selector ..,. FULL OUT

15. Discharge Handle. FU LL OUT

IF FIRE PERSISTS:
17. H€ater Compt. Fire Selector.... FULL 0UT I F llo FI RE IIARIII IIG OR
18. Discharge tlandle .....,......... FULL oUT IfttEi FtRE lrARIttlc oUT
19. I nspect Heater Compt. I 6. I nspect Affected Compt

Toil
t. Heaters . ... ... .. OFF
Selector Button PUSHED
l0 sec.- Discharge Eutton I sec, PUSHED
{. I nspect Tai I Conpt.

ELECTRICAT FIRE
l(ilowil 0RtGtr{
l. Affected Ci rcuit Ereakers OFF I 0. Troub I e Shoot i ng r
a) lnspect l,(ain J!nction 3ox
uilxilol{ti 0Rt Gt N b) All CBs incl. radio, pantry & oven ,...0tF
I. RPM ( 8l owe16 may go to L0r') AS REQU I RED c) Battery-Generators,... 0ll
2. Emergency Power .., 0il d) Fire l{arnings CBs .,,.0t{ (one at a time)
3.8attery-Generators OFF e) Generator Field & Generator Control Panel
@
I
{. Smoke Masks......, 0t{ (if required) CBs ..., 0I (one at a time)
5. Fuel Selectors,... MAI11 TIfl(S f) Either lnverter .... otl
"o
6. Cross-Feed...,.... OFF g) Voltage Requlator Cool inq !1orer, llain,
7. Hydraulic System., OFF Power a Control CBs....oli (if installed)
L Blowers... LOYJ h) Heaters .,.. 0FF
9. 0enerator Field CBs .........,.. oFF i ) Remaining CBs .... 0l (one at a time) ln the
ro order of importance as requi red
o j ) Emergency Power ,... 0FF

o
d
a
Nole: Marked items shall be learned by heart

(more)

f.
 MtDrmtrrl.ttzlrtE tzrnat
AEROPIAilE ITIGHI TIIANUAT D(.6/68
(oilPA[Y IDtTt0lt

EMERGENCY PROCEDURES APL 6.1.1.

Sheet z
N - qgt3lgl_:-_9_99kpl! !!99E t-*,"tll_!qg,r9l
DC- 6
FEATHERING
ll. Feather llo,- ...........,.... llO.--
I

I{HEil PRoP. RoTATl0x SToPPEDT

FEATHERED
ENGINE FIRE
2. Fire Selector llo.-- .......... FULL oUT
lr.
3. Cowl Flaps llo.-- ...........,. CLoSED e oFF
Festher No. IIO.
- _- FEATHERED
lz. Fire Selector llo. -- - FULL OUT
[. Booster Pumps on live engines.. Loti
Discharge tlandle .,.....,...,... FULL OUI
5. Fuel Selectors ..........r...... MAIll TAI{XS
t;: Smoke ttasks ( I nterphone) . ... ... 0tr
6. Fuel Selector Io.-- ...,......0FF +40
7. Cro66-Feed ..................... 0FF
Coil Flaps llo. ---
..,............. 6. Gear and Fl aps CHECXEO
8. l{ixture llo.-- oFF
9. Prop. l{aster Sritch............ SET
Eooster Pump6 on I i ve eng i nes .. 10f,
c.. Fuel Selectors HA I il
10. Eooster llo.-- ...........0FF
Puop
9. Fuel Selector llo.
TA|(KS

ll. l,laE. ........,..........

io.-- oFF --- OFF
10. Crogs-Feed Selectors
12. oenerator llo.-- .,............ 0FF
OFF

13. 0i I Cooler llo.-- ............. CLoSED & oFF

il. Xixture llo. OFF
t2. Booster Pump llo.-__ ........... OFF

u iglgi lf prop, still rotsto! after item l:

+ixturo llo.-- ..........,.. 0FF
-Prop. llo.-- DECREASE, LIoXT 0ll
-PRoP. FEATIER C8 ilo.-_ .,.. CHEC(
t3. Prop. Naster Sritch .........,..
t|l. tlindshield Alcohol .............
t5. Prop. De- icer tlo. - - .. .. . ... ..
t6. lleaters . .... .. ..
-
SET
OFF
TIAXUAL
OFF
-Feather Button llo.-- ...... PUSH lGAlll t7. naq. llo.
-__... OFF
t6. Generator llo.
Complete checklist, but if prop. still rotates pull --- ......,.,....
t9. Carburetor Air llo.
OFF

Fi re Selector to detent poeition qnlr. ---........ COLD

29. 0il Cooler llo.
--- CLOSED ! OFF
2t.
UNFEATHERING I ns pect Eng i ne

I F SECoilD D ISCHARGE ilECESSARYT

l. Start reducinq airspeed to.....135 |(I0TS 22. Fire Selector llo. --_......, FULI OUI AGAIIi
2. Fire Selector . FULL lll 23. Second Discharge Handle...... FUtL OUT
3. Carburetor Air ..............,.. CoLD
{. Iixture .......oFF THTT FIRE IS OITTI
5. Throttle ...... CL0SED 2lt. Cdl Flaps io. .... &
6. Prop.,....... . DECREASE, LlGllT 0ll --- CLOSED OFF

7. Fue I Se lector ........ ..... .... . oli 25. Heaters .... AS REQUTRE0

6. Cwl Flaps .,., PoS. & CLoSED !g!g: lf impossible to stop prop. rindnilling push
9.0i1 Cooler .... IUToIATIC fire selector in to detent position (provided
10. Prop. l2 blades xith starter... TURXED fire is oUT)
ll. Booster Pump. .......,.,........ LoX
12. Airspeed max. 135 knots........ CHECI(ED
13. Unfeather llo.--mx.2 sec. .... UllFE^THERlllc ll0.--
(Relea8e button rhen prop. starts to rotate)
14. 0i I (and Supercharger) Pressure ' IJP
rHEil RPX STAEILIZED AT APPR. I2OO RP'{:

17, Generator 0t(

16. l{arm up englne (l200RPH/llax.80 B},lEP)

USE OF PRIORITY S.I GII ALS

L DISTRESS SIGIIAL

To be u6ed only Hhen the aircraft is

URGEIICY S ICTAL

To be u8ed to icate that the

i nd
SAFETY S IG}IAL

Fo be used to indicate that the

threatsnsd by grave and im[inent danqer a i rcraft has a very urgent message aircraft is about to transnit
and reque6t iomidiste a6sistance. to transnit concerning the safety a message concerning the safety
of a ship, aircraft or other of navigation or givinq impor-
DISTRESS CALL vehicle, or of some person on tant neteoroloqical warninqs.
(Produce the signal !!! by a whistle bmrd or w it h in s ight.
or other suitable means) SAFETY CA LL
I{AYDAY I{AYDIY IAYDAY this is SCAIDI- URGEllcY CAtL SECURITE SECURITE SECURITE
llav rail . .. . scAllD r riaY rail .. .. scaxD r- PAll PAx PAll Stockholm thi6 is StGkholn Control thi6 is Scah-
xat, taI .. ... . Scand i nav ian .... . dinavian.....
Thi6 cal I shal I be fol lowed by a This cal I shal I be adres6ed Thio call shall be adre36ed to
(o to a specific station and be fol- either one or frore specific'
I
DISTRESS ilESSAGE sivingr PoSlTl0i (Tifle,
N TH, lAS, Alt., Type of a/c). IIATURE 0f lded by a resiage giving lurther 6tat ion8 or to ALL STITlois.
DISTRESS. CAPTAIIi'S IXTEIITIOII. i nf ormt ion.

rll
6ia
o Noje l: Feathering for practice shall, if possible, be avoided because of the risk of liqutd lock when
o
H unfeathering. If such feathering has been made, unfeather as soon as possible,
a
(,
a Note 2: Marked items shall be learned by heart.

(more) Effective: Nov.1.57

APL/Rev. 97 lssue No. 7
 EMERGENCY PROCEDURES

N- General - Cockpit Check List II ( contrd)

DC- 68
THEATER FIRE
Wing
SMOKE EVACUATION
lleaters ......,......,..,..,..,. oFF
,
Ir
Selector Eutton ................ PUSHED l. Smoke l,lasks (lnterphone) ..,,... 0ll
3. Bank Selector . CHECI(ED 2. Erergency Descent or l,tax. Speed
[. Snoke Xasks ( I nterphone ) .. .... otl 3. Depressur. Lever ..........,.... UP
5. l0 sec. - Discharge Button 4 sec.PUSHED u. Door Coockpit-Cabin .......,.... CLoSED
6. lndicate Bank used by puiling
Discharge Handle ............... FULL oUT
7. D ischarge Button ..........,....
8. lnspect Uing
PUSHED AGA lil
COMPARTMENT
SMOKE OR FIRE
Cobin
lr. Heaters,...............,..,.... oFF l. lleaters . . OFF
12. Snoke Mask6 (lnterphone) ..,..., Oll 2. Smoke Hasks (lnterphone) ,oti
3. ORDER c/ A HEATER. CHECl(LI ST 3. ORDER C/A . HEATER CHECI(LIST
4. Cockp i t Temp. IIORl.lAL [. Cockpit Temp. ........., , i0RnaL
5. Iindshield Hoat,.............., OFF 5. Iindshield Heat,,....,. . OFF
6. Cool ing Turbine OFF 6, Cool i n9 Turb i ne , OFF
7. Cross-Sh i p Cross-Feed OFF 7. Cross-Ship Cross-Feed .,. . OFF
8. l{indshield Alcohol .....,....... OFF 8. lind6hield Alcohol .,,... . OFF
9. tlydraul ic System .,...........,. OFF 9. Hydraul ic System .,,..... . OFF
t0. Door Cockpit-Cabin ..!...!.a.... CLOSED 10. Door Cockpit-Cabin ...... . CLOSED
il. EDergency Descent or Max, Speed il. Emergency Descent or Max. Speed
t2. Depre36ur. Lever .............., UP t2, 0epressur. Lever ........
t3. Selector Button PUSHED
t[. D i scharge Button 4 sec, .. ,,. .. . PUSHED I F FI RE TARilIilG Oll:
t5, I nspect Heater Compt. 13. Fire Selector,..... . FULL OUT
!U. Discharge tiandle .,. . FULL OUT
IF FIRE PERSISTS:
16. Heater Compt. Fi re Selector . FULL OUT I F I{O FI RE YARIII tlc OR
17. Discharge Handle .......... . FULL OUT THEI FIRE BARilIIiG OUT:
I 8. I nspect Heater Compt. 15. lnspect Affected Compt.

Ioil
I . fleaters
l .. ... ., oFF
2, Selector Button ....,..,....,... PUSHED
3. l0 sec. - Di6charge Eutton q sec.pUSHED
l+. lnspect Tail Cof,pt.

ETECTRICAT FIRE
l(ilorl 0RtGIil
t. Affected Ci rcu it Breakers . ... oFF I 0. Troub I e Shoot i n9:
a) lnspect l{ain Junction Box
uNl(ltoIil 0RI0tt{ U) ltt CAs incl. radio, pantry & oven..0FF
t. RPt'l (Blowers may go to L0H) r..,, AS REQUTRED c) Battery-Generators .. Oll
2. Emerqenc, Porer,.......... d) Fire farning C86 .. oil (one at a tine)
3. Battery-Generatora ... .... r ., .. oFF
. e) Generator Field & 0enerator Control Panel
[. Smoke I'lasks .. ... 0ll ( i f requ i red ) CBs.,0t{ (one circuit at a time)
5. Fuel Selector ..... r{Attl TA}l(s f) Either lnverter..oil
6. Cros s-Fegd . .... oFF g) Heaters..0FF
l]rdraul ic System ....,..... h) Remaining CBs..0ll (one at a time) io the order
pI . .. .. Lol{ ot i mportance as requ i red
N
9. Generator Field CBs. i ) Emergency Power ,, 0FF

;
N
O
O
6
ol
o

Note: Marked items shall be learned by heart.

-ooo-
 MID'IU"I"I"NI'It:J'Z"E'J
ATROPI,ANE FTIGHI TIAilUAt DC.6/68
(otPAllY IDlr!0il

EMERGENCY PROCEDURES APL 6.1.2

General - Emergency Equipment.Chart (Tourist Version shown)

+
DC_ 6
0)(YGEtl 8oTTLE Portable
3::0(r: i.ias(s

sit0(E FLASHL I GHTS

:
V I EWER
0,!YGEP 80TTLi. stat ionarY

FIRST AIO KIT

::O(E i{ASKS

IIIERTIA LIGHT
S I GIIAL LAMP

FIRE EXTIIIGUISHER C02

o FLASHLIOHi

LI FE VESTS i)XYGEt llltSKS, 0isoosarle, in iox

6 ei on front side of door
lxE
{ ea beto{ navro table
I}lERTIA tI
I \
LIFE VESTS 2 ea {or 3 ea)

FIRE EXTIxGUISnER H20

PARTS 0F THE F0LLoWtfC ADDtTtoilAL EQUtpMEtIT

ARE CARRIED 0|'CERTAIt' R0UTES (ref. ApL S.4.3.)

3 or q 20-nen LIFE RAFTS in life raft comr.

IIIERGEfTCY TR' ISi,IITTER in I ife raft comp. or coat roon.
StjRVlVAL EoUIP. B0I.EtiERGE"Cy EqUtp. BO)( and
P;IESERyED llllER in life raft comD.

FIRS' AID (IT

oXYGEll BoTTLES Portable Ll ea

FLASHLIotIT in LIFE SAFT CoilP
0XYGEtt MASKS passengers
(behind hat rack)
IIIERTIA LIGHT FIRE EXTIIiGUtSHERS H20' C02

FLASHTIGHT

F
EMERGEI{CY LADOER

FI RST AI D o

t EI,IERGEIICY EX I T

{ ETlERGE}iCY ROPE

LIFE VEST
N
\o
V I EWER HOLE

r,) II!ERTIA LIGHT

c{
o
o FIR-ST AID (ITS
EXTET{Sl0H BELTS, .} ea
o
dl
o
0BSERVATt0ll tilDolt

more) Effective: Apr. 10,5?

+ lssue No.. t
 EMERGENCY PROCEDURES

General - Emergency Equip.mgnl Chart (c9ln'1 3)

C- 68 -I

0XYGEil 00TTLI. portable

sir0(E MAst(

r]RST iID X]TS

FLASHL I 6HT
Sl:a(. MASX

S),:OKE MASX 0XYGE! fl0TIL!. stat ionary

, I EifER

lLi SilL I 6riiS

INERTIA LI

GIIAL LAMP
S I
EXTEIISIOil NELTS 3
") : !:i: I:is(s

LltE VTSTS 6 ea
Flfii IxiirGUtsHiR c02
_lIy'jir i:rtsr1s. !r3r,,r.rrt.r. in "cr
LITE VESTS I+

L,FE VESTS 4 ea

FIRE EXTIIIGUISHER

AXE
LlrE VESTS 3 ea {or 2 ca)

LIFE vESTS 2 ea
INFR]Ii i IGHTS

PiRTS OF THE FOLLOI]I!G AO}ITIOIAI. EgUIPi{EIII

ARE ClRillED 0I CERTAII i?or,rTES (ref. APL 5.4.3.)
: or I i0 nen Ltf[ R,iF]S in I ifc raft conp.
EI|IRGEICY TnIfSlillIIil in I ifc rJft conn. or coat room.
SURVIVIL tVUlP. 30X. E:En(jEfCy EVIJtp. A()X and
PRESt,IVE! lfl:IR if I ife rafl conp.
ARCTIC SAFETY EVUtP. in I ife raft comp, and state room.

0XYGEli B0:TlE, portaSl

in hat rack

FIR! EXTIilGUISi]ER CO.

in hat rack fIRST AID XITS in hat rack

I}IERTIlA LICHTS
FL,{SHLIGHT in LIFE RAFT COI.IP,

FLASHL I
EI{EBGE}ICY LADDER

LIFE vESrS 3 ea (or 2 ea)

LIFE VESTS 2 ea

t{ ETIERGEIICY EXIT

EMERGEI{CY ROPE

LI FE VEST
FIRE ExTltlGUlSflER H, O
6l VI EIIER }IOLE

@ 0XYGEli B0TTLE, stat ionarY

rjl OXYGEII EOTTLE,

6l 0XYGEll MAS(S, disposable
o ItIERlIA

o FIRST AID (ITS

d
o ITSPECTION lllI

-ooo-
,t
 fr rtJNtru'rUl UtnUtJfi .ilt X
AEROPTA}IT TLIGHT TIA}IUAL DC.6/68
(orPrlrY IDtfl0t{

EMERGENCY PROCEDURES APL 6.2. t.

Sheet 1
Emergency Landing - General

The various situations which may arise in connection with an emergency landing or ditching are so varied and
unpredictable that it is impossibte to prescribe methods for coping with all of ttrem. In the following subsection
those emergencies most likely to be encountered are indicated and dj.rections given on how to cope with them most
effectively. It is essential that all operating personnel thoroughly familiarize themselves rffith these procedures.

01. INFORMING GROUND STATIONS

Since ground radio stations are continuously guarding the appropriate air ground route frequencies, an almost
immediate contact with a ground station is normally possible. In addition, in order to facilitate establishment
of comrnunications under adverse situations, a priority call may be made. As a general rule, sueh a priority
call should not be used unless really demanded by the circumstances. It is the reiponsibitity of the piiot -in-'
Command to state the degree of priority to be used. Details about distress, urgency and safety communications
are to be found in Section 3.3. of the Communications Manual.
A summary of the use of priority signals is given in the cockpit Check List II, (AI2L 6.1.1. )

02. INFORMING CREW AND PASSENGERS

(1) If a forced landing has to be made, the Pilot-in-Command, if not present on the flight deck, should be
called immediately. He will then inform the Cabin Attendants, who in turn will warn the passengers
and alert them for an emergency landing. If possible the PiLot-in-Command or the Second pilot should
personally give the first information to the passengers. After this initial warning which must be given
to the passengers in a concise, but discreet manner, the Pilot-in- Command will decide whether to use
the public address system for further instructions, if he finds this in good working order and appropriate
under the prevailing circumstances.

N919i If the public address system is used talk calmly and distinctly to avoid confusion and panic among
the passengers,
(2) It is essential that order be maintained in the cabin as one can demoralize a la
a must be

03. SEATING ACCOMMODATION DURING LANDING

(1) Crew

When makingan emergencylandingthe crew members shatl be seated as shown in fig. 1.

N/R 1 refers to the N/R or R/O on duty as Radio Officer until contact.
CAUTION: When using seats in DC-6 ladies lounge or DC-68 aft toilets the doors to the cabin riust
be fastened open.

(more)
I

N
o
;
c!
o
o
o
d
o

Effective: Apr. 10.5?

lssue I{0.. 1
 EMERGENCY PROCEDURES

Emergency Landing - General (cont'd)

DC-6 xtra crew members

2lP r{/R AIP A/n

-:rt

I lP il/ R 2 F/E Al P

DC-6 B 2lr AIP llu

tle Unl r{/R 2 FIE A/s

Fig. 1. Seating plan (Tourist versions shown)

Note: Dotted lines show seating aceommodation if passenger seats can not be used

(2) Passengers

(a)If there are anyvacant seats in cabins the passengers (and crew members) should be seated in the
rearmost seats
tU) if passengeiTerths are bedded and occupied at night, they should be collapsed if time permits and the
passengera seated. If such an arrangement is impracticable or even impossible, the passengers
,I

shall remain in their berths.

\o
6 (more)
N
o
ID
c
o
 fiJtUtUDlUlrrmrltiJ.ilfriBQ
AEROPTA]TE TTIGHI IIIA}IUAL DC.6/68
(otPAilY EDlll0x

EMERGENCY PROCEDURES APL 6,2,1

Sheet Z
Emergency Landing -General (cont'd)

04. SEATING POSITION DURING LANDING

(1) Seating position in seats

Seat belt fastened and strapped around the hip-bones. Arms crossed, resting on knees. Head against
arms. Feet apart.

L
Fig 2. Siltingpor1llgn 14 seEqs facilg forward

€N
;
6l
o
o
u
d
a

(more) Effective: Apr. 10.5?

lssue l{0.. I
 EMERGENCY PROCEDURES

Emergency Landing - General (cont'd)

(2) Sittine position on the floor rnd ln seats facing aft

Take position on floor with back up against bulkhead,

Have a pillow or blanket behind head and sit as illustrated in fig. 3.

In seats facing aft, have the seat backs as far "back" as possible, and take position as when sitting on
fIoor.

Fig 3. Sitting position on floor

05. PREPARATION FOR LANDING

(1) Crew and passengers shall remove ties, glasses and sharp objects and loosen collars.
(2) Cushions, blankets, overcoats etc. , which can be used ag proteetion during landing shall be distributed.
(3) A1I loose equipment, cargo, hand baggage, ete. should be securely stowed and if possible tied down.
(4) AIl crew members rnugt realise that other members of the crew may be unconscious or injured when
making a forced landing. If the Pilot-in-Command has been injured it will be necessary for the senior
surviving crew member to take command at once, and reassign duties to other surviving crew members

06. SPECIFIC DUTIES

Note: In this paragraph N/R refers to Navro or Iladio Operator.
I

.o
N

N
(1) Pilq!-in-Command (1/P)
.o
6 (a) order N/R 1 (2/P if no N/R on board) to inform ground stations when trouble starta and order him to
N
o start his emergency procedure when an emergency landing is imminent.
(b) Direct the aircraft towards nearest airfietd or other suitable landing place, or if over water,
towarda
o
dl
nearest land or ship.
o (c) Inform crew and passengers as stated in para. 02. , giving approximate time remaining.

(more)
 g/JaaSrtTrl rrrurlE .ilt E;
AEROPTA}IE TTIGHT TIA}IUAT DC.6/68
(otPtlrY tDrTl0ll

EMERGENCY PROCEDURES APL 6.2.r

Sheet 3
Emergency - General (cont'd)

(d) Seat himself in the left pilot eeat and fasten his seat belt securely. Have the chair as far back as
poEslble with regard to control wheel and pedals.
(e)Order the F/E to dump ag much fuel as possible before landing.
Nole: If time permlte leave the dump valve eontrols in DRAlN-position for about 5 minutes before
closing the valves. This is especially important when a forced landing on land is to be made.
Always close the valves before landing.
(f) Turn off eabin and airfoil heaters,
(g) Turn on the AVQ-6 radio altimeter and instruct the 2lP to read off the altitude during descent.
(h) At1000ft. warntheCabinAttendantsovertheP.A. systemorflashthecabinsignsaeveraitimes

(2) Second Pilot (2/P)

(a) Seat himself in the right pilot seat and fasten his seat belt securely. Have the chair as far back
as poeaible with regard to control rntreel and pedals.
(b) Transmit distress call and message in accordance with COM 3. 3. when ordered by 1/p. Keep
continuoua radio contact with the appropriate ground radio stations advising them how the situation
develope.

Note: If N/R on board, the radio shall be operated by him.

(c) Declutch both cabin euperchargers.
(d) Rotate cabln altitude control crank fully counter-clockwise

CAUTION: In DC-68: Do not pulI the master emergency depressurization lever if ditching appears
imminent. If the lever has been pulled or if a release of CO2 has been
made to any of the lower fuselage compartments, it is necessary to use a
screwdriver to lower the stub lever below the two cabin supercharger dis-
connect levers in order to close the two cabin pressure emergency relief
valves and the cabin emergency manual depressuri2ation va1ve.
(e) Assist 1/P
(f) Read off altitude during descent, if practicable.

(3) Flight Englneer (F/E)

(a) Try to find the source of the failure"

(b)Dump fuel upon order from 1/P.
(c) Make sure that flashlights, hand axe and fire extinguisher in cockpit and on flight deck are seeurely
stowed and immediately available.
(d)DC-6: Remove the radio receiver behind 2f P's eeat and stow it securely.
(e) Stow and tie down other loose equipment on flight deck.
(f) Assist on flight deek as long as required.
(g)Inform 1/P when all is set for landing.
(h)In case of darkness switch on inertia light at cockpit door.
(i) Upon order from 1/P move to cabin carrying his flashlight if required.
(j) Switch on inertia light at cabin door, if required.
(k) Seat hlmself at cabln door according to fig. 1,

(4) Navro (N/R)

(a) Remain in hie regular geat on flight deck.

I
(b) Transmit distrees call and message in accordance with COM 3. 3. , when ordered by L le . Keep con-
m
tinuous radio contact with the appropriate ground radio stations advieing them how the situation
N
\o
develops.
.; (c) During descent make everyeffort to establish an accurate fix.
ct (d)Inform 1/P about course and wind velocity and also direction and distance to nearest boat or 1and.
o
o
E
(t
o

(more) Effective: Apr.10.57

lssue l{o 1
 EMERGENCY PROCEDURES

EmergencyLan@

(e) Immediately before a forced landing the transmitter shall be set for continuous ernission on an MF
frequency likely to be guarded by DF stations in the area.
(f) As ).ate as poseible before landing he will secure his chair, and proceed to the passenger cabin carrying
his flaehlight, if required.
(g) Seat himself according to fig. 1.
(h)After landing he will open the door to the fLight deck and ascertain that the Pilots are atright. If
necessary use the hand-axe to get them free.

Note: If a N/R 2 ie carried he shall perform items (c) and (d) and then assist N/R 1 as required before
taking position in cabin according to fig. 1.
Before ditching with life rafta on board N/R 2 is resporrible for stowing required navigation equipment
in the coat room,

(5) Purser (A/P)

(a)Remove cover pldes for emergency exits in main cabin and inDC-6El stateroom
CAUTION: DO NOT OPEN EXITS
(b) Instruct passengers how to be seated during landing and how to evacuate the aircraft after landing.
(c) Check that passengers remove ties, glasses and sharp objects and loosen collars.
(d) Distribute cushions, blankets, overcoats etc. among the passengers.
(e) Select capable passengers to assist in evacuation. When a landing on land is to be made thege
passengers ehould be seated at the emergency exits and instructed to open the exits upon order,
When a ditching is to be made two passengers should be seated in the rear seats of main cabin and
two in the forward seats of aft cabin and instructed to help keep the main entrance door free of
passengers until life rafts have been launched.
(f) Check that safety belts are fastened and strapped around !.p:!gSq before landing. He will first
take charge of the stateroom (DC-68_ only) and then continu-Elnltre main cabin, working from
forward part and aft.
(g) Stow and tie down any loose equipment in the cabin.
(h) Instruct the passengers that they shall brace for impact when cabin signs are flashed or when they
are warned through the pubJ.ic address system. warn of two or more shocks.
(i) In case of darkness ewitch on inertia lights in stateroomlDef 6B-oilff anflmain cabin.
(j) Seat himself according to fig. 1.

(6) Hostess (A/H)

(a) Remove cover plates for emergency exits in aft cabin.

CAUTION: DO NOT OPEN EXITS.
(b)Instruct aII passengers how to be seated during landing and how to evacuate the aircraft after landing
(c) Check that passengers remove ties, glasses and sharp objects and loosen collars.
(d) Distribute custri.ons, blankets, overcoats etc. among passengers.
(e) Check that safety belts are fastened and strapped around hip-bones before landing. She will first
take charge of the aft cabin and then continue in the maintEEfnJi6-m the back.
(f) Stow and tie down any looee equipment in the cabin.
(g) Instruct the passengers that they shall brace for impact when cabin signs are flashed or when they
are warned through the public address system. warn of tlro or more shocks.
I
(h) In case of darkness switch on inertia lights in aft cabin
,o
m (i) Seat hereelf in DC-6 ladies Iounge or in DC-68 starboard aft toilet with the door open or in an
unoccupied paes-enger seat in aft cabin lrEGi-io fig. 1).
N
\8,

,;
N
c) (7) Steward (A/S)
o
o (a)Prepare for evacuation of first aid kits, food and liquids, blankets, coats, cigarettes, etc.
c (b) Assist A/P and A/H in aI1 their duties.
a
(c) Seat himself in DC-6 ladies lounge or in DC 68 port aft toilet with the door open or in an unoccupied
passenger eeat i;;ftcabin (refer to fig. t.l-
(more)
 gtJUJrmrlJOITCJilt D;
AEROP1AilE TUGHI TA}IUAT DC.6/68
cotPtxY tDln0x

EMERGENCY PROCEDURES APL 6.2. 1

Sheet 4
Emergency - General (cont'd)

07. LANDING AT NIGHT USING PARACHUTE FLARES

(1) General

The aircraft is provided with two parachute landing flares which are released by pulling the handles
on the floor to the right of the 2/P. Each flare burns at least 3 minutes with 350000 candle power and
hag a rate of descent of 600 ft/min. When the flaree are to be dropped the aircraft must be flown in
a slight nose down attitude at max. 135 knots IAS, gear and flaps retracted. The rear flare (rear
handle) shall always be dropped first.

(2) Approach and Landing

(a) Drop the first (rear) flare at 3000 feet above ground.
(b)Fly in a wide descending turn around theflareinorder to observe the surface. If the aircraft is
capable of ctimbing again the descent maybe done to below 2500 feet above ground as the surface
\- is' more clearly visible at a lower altitude.
(c) At 2500 feet above ground start approach pattern and drop second (front) flare as shown below:

After 2 rnin 06 sec

Altitude 400 ft
Flaps ful}
Head for flare and
Iand well ahead After 50 sec
Rate one left turn
Descent 1000 ft/rnin
IAS I35 KTS

?.500 ft
I Nose Down
I Droo flare
I Flaps 30o
Descent 1000 ft/rnin
IAS 135 KTS

IAS Max 135 KTS

Flaps up
Gear up
Landing
Dire ction

rl.
I
(d)After completion of the 2250 turn a wide "runway'' illuminated by the flare and going etraight into
the flare will be seen.
N
\o (e) It le now abgolutely necessary to land before,reaching the flar3 as nothing will be seen after
passing it.
;
6l (f) When landing on land the landlng lights ehall alwaye be used.
o
o (g) When landing on aea the landlng lights may be used but they may be of little help aa they produce a
o blinding glare.
c
o
-oOo-
Effective: Apr. 10. 5?
lssue No.. 1
 wDrt lrrtrtmtt$tmrE,
ATROPIAilE TTIGHI ffIANUAI. D(.6/6B
cotPAilY tDtTl0lt

EMERGENCY PROCEDURES APL 6.2,2

Sheet 1
Emergency Landing - Landtng at sea

01. GENERAL

The DC-6/68 is built with pressurized cabin and there is, therefore, reason to believe that the fuselage ls
tighter than, for example that of the DC-4, and that this should contrlbute to a better floatation. In cases
where the difficulty with the landing is such that the Pilot-in-Command knows treforehand that a good ditching
cannot be made and that the damage to the aircraft upon ditching wi[ be such that lt may slnk very quiekly,
the crew should be informed and should convey thtg information to the passengers in a discreet manner. In
sueh cases a]l avallable exlts should be used regardless of the standard procedure lald down for evacuatlon
into the lUe iElGn a matter of abandoning the aircraft immediately before it sinks.
"afJs,-6ilt
Life vests for crew and passengers are carried on all routes, Life rafts are carried as follows on long range
over water fllghts only:

De Luxe and DC-6 First Class versions have three twenty-men rafts and the emergency radio in the i{fe raft
compartment.

Tourist, Combined and DC- 6I} First Class verslon have four twenty-men rafts in the l{f e raf t compartment and
t-
For further informatlon about location of life savlng equipment, see APL 6.1.2.

02, PR. IPARAfiON FOR DITCHING

These preparations are ln addltion to general di.rections given in APL 6,2.1,

( 1) AU crew members and passengers shall put on life vests, which shal1 be worn over overcoats

CAUTTON: DO NOT INFLATE LIFE VESTS INSIDE THE AIRCRAFT.

(2) In case of automatic pressurization system failure, hold the switch behind the MANTIAL CONTROL door
on the cabln supercharger panel in position DECREASE ALTITUDE for at least 30 seconds to be sure the
cabin pressure control valve ig closed, Leave MANUAL CONTROL door open.

(3) When the cabln is fuIly depressurized, rotate the emergency cabin aLtitude control crank fu1l clockwise
in order to cloee the two cabln pressure emergency reltef valves and the DC-6I} cabin emergency manual
L depressurization valve.

Note for DC-68 only:

Ifthe magter emergency depressurizatlon lever has been pulled or if a release of C02 has been made to
i
any of the lower fuoelage compartments, 1t i.s necessary to use a gcrew dri.ver to lower the gtub lever
below the two cabin supercharger discormect levers in order to close the above valves.
(4) Wtake certatn the cockpit door and the door from the forward cabin to the flight compartment are properly
closed and latched.

CAUTION: Both entranee doors and all emergency exlts muet be cloeed to prevent a surge of wa,ter
into the aeropr.ane upon ditching,
(5) If ltfe rafts are carrted, inforrn paasengera that they rnust board the life rafta from the cabia door, and
cautton them against becoming excited or pushing down the aisle. See.ILPL 6.2" 1. para 06. (5) (e).

N
N 03. DITCHING THE AIRCRAFT
L
6
c.: When ditchfurg with both englnes tnoperative on one side, land with the operating lnboard engine supplying only.
O On 1et-down with any lnoperative, tt is advisable to hold the alrspeed considerably 6E6iE the etalling speed
until the flare Out.
o
d
o

(more) Effective: Apr.10.5?

lssue No 1
 EMERGENCY PROCEDURES

Emergency Landtng - Landtng at sea (conttd)

( r) 4Bptggg!

(a) Leave landing gear up, lower flaps to ful1 down position, make a normal approach using a speed
which will ensure control and permlt the choice, after 1eve11lng off, of the best point on a swell
for contact wlth the water.
(b)If dttching is to be made at night, follow the procedure irr ApL 6.2. l. 07.

(2) Making contact

(a)Land lnto the wlnd in calm eea and always when the wlnd velocity exceeds 30 lmots. In the latter case
put ttre atr6iaftEwn on the upslope, towards the top of a wave,
(b) If heaq, seas are running and the wtnd velocity te below 30 knots, approach parellel to the waveg
and
land on the back slde of a wave (not necessarily into the wind).
(c) The wtad veloclty and dtrection may be estlmated by observlng the sea:

Wtnd veloctty Charactertzed by

28-33 knots Sea heaps up and white foam from breaking waves begins to be
(moderate gale) blown il gtreaks along the direction of the wavee.

17-21 knots Moderate waves, taking a more pronounced long form; many
(fresh breeze) white horses are formed (chance of some spray),
7-10 knots Large wavelets, Crest begln to break. Foam of glassy appear-
(gentle breeze) ance. Perhaps scattered whlte horses.
(d)Under no circumstances should the aeroplanebe stalled in, as this will result in a severe impact and
cause the aeroplaneto noge into the sea, Ditch at thelowest possible rate of descent. At the moment
of contact the nose should be about ftve d.egrees high to give the best distribution of the landlng shock
over the fuselage. When the aircraft lalds tail down, a primary contact will occur as the tail strikes,
along wlth generallzed settltng as the ent{re fuselage contacts the water. If the aircraft bounces,
hold nose up.
( e) At the very last moment before dltchtng close throttles
and swltch OFF the ignition. lthe batrery
sw{tch should not be turned off, except tf there ls a risk for fire, as it ls desirable that the radto
contaet is maintatned as long as possible.

(3) Aircraft attltudes

oI t"i"'

Fig. 1 Recommended touch-down attitude (DC-68 s hown)

p I

d
N
N

rJ
N
3
I Fig 2. Estimated attitude after ditching
o
d
o
Note: After a successful ditching wtth no damage to the aircraft the attitude in the water will be as shown.
The cabin doorsill height above water tevel at max. landing welght and a C,G. position of 2Ola wlll be
approximately 40 cm.
(more)
 ntJDrlrWrlrrRtilE.ilttU;
ATROPI.A}II TI.IGHT TA}IUAI. DC.6/68
(omPtilY tDtTt0x

EMERGENCY PROCEDURES
APL 6.2.2
Sheet 2
Emergencv Landing - Landlng at sea (conttd)

04. OPENING CABIN DOOR AND EMERGENCY E)(ITS

tt)=CeUESo_or is opened by F/E.

(2)Emergency exits in maln cabin and DC-68 stateroorn are opened by passengers selected upon order
from the A/P. Open the exits on port side first.
(3) The emergency exlts in aft cabin are opened by A/H and A/S (or by passengers selected). Open the
exits on port side first.
Note: Be sure the emergency ropes are extended from the exits. Preferably evacuate through the
-6IIr-s
on port side as the ].ife rafts normally will be launched on thig side from the cabin door.

05. LAUNCHING AND BOARDING THE LIFE RAF'TS

(1)As soon as the plane has finally come to rest, the crew members w111 launch the raftg through the cabin
door.

Water, food, whisky, medlcal supply, blankets, pillows etc. should be brought aboard all ltfe rafts
by A/S.

Garbage must not be thrown overboard if appearance of sharks is expected.

CAUTION: Fasten the snap-hook on the tow-rope to one of the two small eyebolts installed on the cabln
floor just inside the cabln door (or to the pantry handle). Remember to pull the inflating
handle of each raft before it is

CAUTION: Do not qll6w pssssngers to jump into rafts from any height etnce the bottom is rather fragile
AII pereons mugt take off thetr ghoes before boarding the rafts. Do not use the emergency
ladder.
(2) Raft No. 1 should be launched by F/E and A/P. Remember to fasten the snap-hook to the aircraft.
N/R 2 taking with him all necessary navigation equipment and the emergency radto, enters the raft which
is then filled with 18 passengers. (one seat shall be left for 1/P who will enter this raft later).
NIR'2 will take command of raft No. 1 untfl 1/P arrives. Push avyay from cabln door.
( 3) 2 should then be launched by F/ E and A/P. The tow-rope of raft No. 2 is secured to the air-
Raft No.
cim;-Ts soonas the raft is lnflated, the,snap-hook of No. l raftis tow-rope is movedfrom the alrcraft
and fastened to raft No. 2.
I
2/P entere life raft No. 2 together with 19 passengers and takes command of the raft. push away from
cabln door.

(4)RaftNo:3 shouldthenbelaunchedandinflatedbyF/EandA/P. Securethetow-ropetotheatrcraft.

EE soon as the raft ig tnflated, the snap-hook of No. 2 raftts tow-rope ls moved from the alrcraJt and
fastened to raft No. 3.

Raft No, 3 is then entered by crew and passengers as follows

(a)De Luxe versions and DC-6 Flrst Clase vergion.
N
I
A/P will enter the raft-EiEshall asstet the remainfurg passengers into the raft,
The raft tg then boarded by the off-duty crew, A/H, A/S, N/R 1, F1E and l/P in the order mentioned.
6\r
6t F/E takea command of the raft as 1/P wlLI move to raft No. 1
-(o.
lr)
(b) Tourtst and Combined verslone and DC-6E} First Claes vereion.
N A/P wilL enter the raft and shaU assTETT6-passengera into the raft.
o
Raft No. 3 is then puahed away from the cabin door. A/P takes command of the raft.
o
d,
o

(more) Effective: Apr. 10.57

lssue No.. 1
 EMERGENCY PROCEDIIRES

Emergency Landing - Landlng at gea (contrd)

(5) Raft No. 4 (Tourtst and Comblned vereions and DC-6B Ftrst Class vers{on) should then be launched
tJ f7f ana .{lS. Secure the tow-rope to the airc-iiLftlAs goon ae the raft ls {nflated the snap-hook of
No. 3 raftrs tow-rope is moved from the atrcraft and fastened to raft No. 4.
F/E will enter the raft and assist the remaintng passengers, off-duty crew, A/H, N/R 1, A/S, and 1/P
raft. F/E takes command of the raft, as 1/P will move to raft No. L.
into the
(6) 1/P boarde the last raft when he has checked that everyone is out of the atrcraft. He will take command
of the party, maklng certaln that all raftg are lashed together and that all necessary equipment ls on
board the rafts, I{e should, if poesible, move to the first raft which carrieg the emergency radio.
(7) If the atrcraft 6eems to be floating, the rafts should stand by the alrcraft but keep clear of wings and
tallplane. Thle wi.ll make lt easier for regcue parties to locate them.
(B) Each ditching will present various unforeseen circumstances which must be dealt with as they arise. If
necessary, all paesengers may leave the plane through the exit windows or the cabin door only. Stmtlarly,
the rafts may have to be launched through the exit windows, iJ the cabin door is jammed. As long as the
cabin door can be used, however, Iaunching of the raft through the exit wtndows should not be contem-
plated, as such an operation naturally would be hampered lnadvertently by the passengers, In the case
where launching through the exit windows must take place, the rear exite on both sides of the main cabtn
should be used,

(more)

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 ntut
"ilrrerncJ.f,urDa
AEROPI.AilE TUGHI thA}IUA[ DC-6/68
COTPIXY TDTTIOT

EMERGENCY PROCEDUN,ES APL 6.2.2

Sheet 3
Emergency Landtng - Landtng at sea (conttd)

06. SITUATION AFTER DITCHING

\-

ilJ
AIP
PASSEIIGERS
OFF DUTY CREW
Aln
A/s
ll/R I
lb
PASSET{GERS
I lP
()FF DUTY CREI{
Aln 2lP
x/R r
I9 PASSEI{GERS
l/s
tlP
AIP
I9 PASSEXGERS 2
I8 PASSET{GERS

2l? B. DE LUI E Y ERS I OIIS

I 9 PASSEXCERS
DC-6 FI R8T
&
CLASS YERS 0

RL
I8 PASSEITGERS

I
m a. T0uR tsT I C0r18 mED vERSt0ils t
c\l DC.6B FIRST CLT38 YERSIOX
c\
-6.
rfj
N
o

(a
(d
Fig. 3. Poardlng of ltfe raftg
o

(morc) Effective: Apr.10.57

lssue No 1
 EMERGENCY PROCEDURES

Erg1g9tgr. r"lgine : re!91lg.-{_ggr-Eel19

07. DITCHING PRoCEDURE SUMMARY wHEN LIFE RAFTS ARE CARRTED

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 mfDtt ututrtmrtE ttt Dt
AEROPI.A}IE TTIGHI ITIANUAI. DC.6/68
(0ilPtilY EDtlt0t{

EMERGENCY PROCEDURES APL 6. 2. 3

Sheet t
Emergency - Landing on land

01. GENERAL
When an emergency landing cannot be made at an airfield, the general rules as to the choice of landing place
should be followed and the aircraft landed with the Ianding gear retracted.

A forced Ianding wilI always result in an extreme deceleration of the aircraft no matter how carefully performed,
and it is therefore very important that pasaengers and crew are well prepared in advance, as regards seating
position, evacuation procedure etc.
If possible, use up most of the fuel supply remainlng after dumping before making a forced landing. This lightens
L) the aircraft and reduces the risk of fire. Make sure, however, that sufficient fuel if Ieft for approach,
is of great tmportance for the control of the aircraft during approach. "s
pow".

In order to minimize the rtsk of fire upon landing it is advlsable to run the engines as cool as possibte during
final approach (Iow power, mixture AUTO RICH, cowl flaps open). Prior to landing cowl flaps should be closed
again.
I

When over an airfield and no fire on board, it is advisable to put off the landing-until the ground rescue organi-
zation has been reported to be ready for immediate assistance after landing.

CAUTION: The parachute flares must always be dropped before making an emergency landing.

02. LANDING WITHGEARS RETRACTED

A bel1y landing should, if posslble, be made on a emooth grass field. Landing on a usual runway increases the
rtsk of fire considerably. rrnpact of smoothest belly land{ng is severe,
(1)Move paaaengers to rear seats to obtain rearmost permissible C.G. position.

(2)Land into the wind, if possible.

(3)Land with wing flaps ful1y extended.

(4)At the very last moment before touch-down:

L' (a) Fuel selectors OFF
(b) Engine fire selectors - FULL OUT
(c) Mixture IDLE CUT-OFF
(d) Generators and battery - OFF
(e) Mags OFF
(,_

03. LANDING WITH NOSE GEAN, UP AND BOTH MAIN GEARS DOWN

A landing on the main gears only is performed much like a landing in deep snow or on a very soft runway, i, e.
with tail- Iow during the whole landing run and with as little braking as possible. The nose of the aircraft will
not contact the ground until the speed is rather low. The impact will be less severe than on a belly landing.
(1)Move passengers to rear seats to obtain rearmost permissible C,G. position.
I
(2)Use fuIl fJ.aps and make a normal landing on the runway in slight tail-down attitude.
m (3) Immediately upon ground contact, apply sufflctent up-elevator to keep the
N
@
aircraft in a 1eve1 attitude.
ro
ci!
(a)Apply as little braklng as possible. Reversing mugt not be used beeause it tends to press nose down.
o
a
d
@

(more) Effective: Apr. 10.57

lssue No.. I
 <

EMERGENCY PROCEDURES

Emergency Landing - Landing on Iand (conttd)

(5) If possible, steer the aireraft off the runway by using the rudder, eo that when the noge is lowered, it
will hit the soft grass field,
(6) Before elevator control reaches full travel, lower the nose gently. If nose is kept high until elevator
effectiveness is eompletely lost, the impact wlll be severe, AJter nose is on ground use brakes lightly.
(7) Before the nose hits the ground, i. e. immedtately before contact and/or durtng first part of landing roll
perform the following:
(a) Fuel selectors OFF
(b) Engine fire selectorE FULL OUT
(c) Mtxture IDLE CUT.OFF
(d) Cenerators and battery OFF
(e) Ivtags OF.F

I9!9_: Adiusttng the load should not be overdone since an extremely aft C. G. may adversely affect
the flying characteristics.

If the aeroplane does come to rest with the tail on the ground do not al1ow any movement of passengers
within the cabin, as this may result in upsetting the balance of the aeroplane. Wait until the ground
ere\ry can either install jacking equipment under lhe nose, or tie down the tail to a ground
point. securing

04. LANDING WITH ONE MAIN GEAP, UP - NOSE GEAR AND ONE MAIN GEAR DOWN
If one of the main gears does not extend, it is advisable to select gear up and make a belly landing
according
to para. 02. above.

In case it is not possible to retract the gears already extended, the landing should be performed as follows:
(1)Land with a speed which is slightiy higher than normal and make contact
with the extended main gear.
Use full flaps.

(2) Hold wing up with aileron as ]ong as possible and hold heading with nosewheel. As wing settles, steer
the side and maintain the turn as long as possible in order to postpone the contact
between wing and

(3)Before the wing hits the ground, i. e. immediately before contact and/or during
first part of Ianding
roll perform the following: \

(a) Fuel selectors OFF

(b) Engine fire selectors FULL OUT
(c) Mixture IDLE CUT-OF.F
(d) Generators and battery OFF
(e) Mags OFF
(4) When wing touches the ground apply brakes of the extended wheel to prevent a ground loop.

05. PERSONNEL EVACUATION

I

,.o

(a
(1) Evacuation after a ,lel4i"e
N
9. (a) When the aircraft has come to rest all doors and emergency exits shall be opened immediatel.y and
6
N
o emergency ropes pulLed out. As the risk of fire is always very great in connection with a beliy
).anding
o it is necessary to facilitate the evacuation by using all exits that can be used.
o
d
U)

(more)
 ffi;m n*lolnytttrtnzrt$.ilrTau
ATNOPIAIIE TTIGHT tIA}IUAI DC.6/68
(otPAilY tDtltoil

EMERGE}{CY PROCEDURES APL 6.

Sheet 2
Emergencv Landing - Landing on land (cont'd)

(b) I'}i1ot-in- Ccmmand rs 1 P duties

- Leave the cockpit door or the cockpit side windorv or one of the emergency
exits i.n the cabins
with the fire extinguisher located in the flight compartment.
- Combat existing fires and then assist passengers on port side in evacuation and direct them
away from the aircraft.
- Designate assembly point to account for aII passengers and crew,
(c) Seccnd PiLot's (2/P) duties
fu-@ pull out emergency rope.
Leave the aircraft through the cockpit door or the cockpit side window or one of the emergency exit
exits in the cabins with the fire extinguisher located in DC_68 stateroomor betweenforwardtoiietsin DC_f:
Combat existing fires and then assist passengers on sta?-ooaFa side in evacuation and direct them
away from the aircraft.

(d) Ftieht Engineerrs (F/E) duties

Open cabin door and pull out emergency rope.

Leave the aircraft with the fire extinguisher located in the aft end of the main cabin.
Combat existing fires and then assist passengers in evacuation.

(e)Navro (N/R 1 duties

with the fire extinguisher located in aft end of the main cabin
- Combat existing fires and then assist passengers in evacuation,
(f) Cabin Attendantrs duties
r H and carried) open Fll emergency exits or order passengers selected to ,lo sc:
PiiLl out allemergency ropes.
Check that all passengers leave the aircraft as quickty as possible" Assist as much as possible to
avoid panic and to ensure that all available exits are used.
Ai P shall be posted in the front part of the cabin and assist passenoers in evacuatiori
AIH sha11 be posted at the cabin door and assist passengers
Direct passengers awaSr from aircraft.
When aLl passengers are out leave the aircraft with the First Aid Kits stowed in the main eabirr. if
time permits also take care of J.iquids, food, blankets, cigarettes, personal articles etc.

(2) Evacuation a.fter a nose gear collapse or after landing with nose gear up
l
I

In general., the procedures for evacuation after a be11y landing should be fol1owed. Ii[owever., only in
case of extreme emergency such as fire in the nose section should the emergency exits in the aft cab;ri
be used. This is because of their great distance from the ground and serious injuries can result from I

falling or jumping from them. I

Furthermore, arrangements should be made to aEsist passengers sliding down.from the wings,

(3) Evacuatirrn with fire in aircraft during gr ound operation

If a normai landing has been performed with a fire on board or if fire has been discovered during
or taxiing the passengers shal1 be evacuated as fast as possible after the aircraft has come to parking
rest.
In general, the procedures i:r (1) and (2) above should be followed also for this condition,
as applieable.
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Effective: Apr. 10.57

1
lssue No..
 EMERCENCY PROCEDURES

In this case 1/P shall order flaps full down in order to furnish a partial step to the ground for passengers
who evacuate through the emergency exits over the wing.

The- cockpit crew should use the hand fire extinguishers to combat the fire tnslde or
outside the aircraft
in the most efficient way.

-oOo-

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 tanDrtuurrJ rrRt tE tzgra,
AEROPTA]TE FTIGHI TUIANUAI. D(.5/68
COiIPANY EDIIIOI{

EMERGENCY PROCEDURES APL 6.3.1

Fire Control - General

The general instructions given below apply to all fire control. Special instructions for the different fires will
be found under its respective heading in APL 6. 3.2., 6. 3. 6.

01. After operating a fire extinguisher selector valve handle leave it in the OUT position. Approximatelv 2
seconds after CO2 is discharged, the pilot valve will return the selector valve handle 3/4 inch towards the
OFF position and close the selector va1ve. This automatic closing eliminates the necessity of manually closing
the selector valve before CO2 is released into another area.

L
42. ff a second fire occurs in the same area, or, if the first fire is not extinguished with one discharge of
CO2, PULL THE FIRE EXTINGUiSHER SELECTOR VALVE HANDLE COMPLETELY OUT AGAIN and then
puII the other CO2 discharge handle. However, do not release the second CO2 discharge until the first dis-
charge has proved ineffective, to avoid wasting CO2.

N - 03. A11 cockpit crel,r members should, when in the following subsections APL 6.3.2. - 6.3.6., put on smoke masks
with 100{, OXYGEN flow before of simultaneously with discharge of CO2 and also in case of smoke concentration.
When the order'rsmoke Masks (Interphone) - ON" is given and two Hlots and one FLight Engineer are seated in
cockpit the right Pilot shall put on his mask first.

When only two Pilots are seated in cockpit the gsnler_B4gt sha1l put on his mask first.
When only one Pilot and one Flight Engineer are seated in cockpit the Pito't shall put on his masks first.
THUS, A PILOT SHALL ALWAYS BE THE FIRST MAN TO PUT ON THE SMOKE MASK.

N - 04.The application of the smoke rnask is a simple procedure when it is easily available and shall be performed
as follows:

( 1) Move the earphones backwards around you neck,

(2) Put the mask on and adjust the straps for close ttghtening to the face
(3) Move the earphones to normal position over_ the mask straps.

\- (4) Switch to INT if not already in that microphone position.

Proper intercommunication is essential for crew co-ordination and the microphone selector must therefore be
switched to position INT as the masks are put on. It is strongly recommended that the selector is always placed
in INT position as long as air/ground communication is not taking place.
Note that smoke masks are for emergency use and that all normal use of oxygen shall be taken through
disposable masks,

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Effective: Nov. 1. 57
APL/Rev. 98 lssue No ,
e
 tAilDt/JrYrUtJUrRIrlEttZJriEU

AEROPI.ANT TI.IGHT TNAilUAI. D(.6/68

(0ilPAl{Y tDtTt0}t

EMERGENCY PROCEDURES APL 6.3,2,

Sheet 1
Fire Control - Engine fire

01, GENERAL
(1) Fire in zone I will cause the fire extinguisher selector valve handle to light up and the fire belI
to sound.

Fire in zone I1 and III will cause both the respective fire extinguisher selector valve handle and t
the two CO, discharge handles to light up and the fire bell to sound.

While there is no CO, protection in zone I, a fire may burn through this zone into zone II or III,
and therefore CO2 should be discharged regardless of zone indicated. With the cowl flaps partially open,
some CO, will be drawn forward into zone I to aid in preventing the fire from spreading. The
CO2 discEarged into zones II and III will serve to cdol the heated surfaces in those areas and
will heip prevent the ignition of fuel and oil.
(2)Reiease CO2 in zone I only if both banks of CO2 bottles are unused

(3)To find out the source of the fire observe the smoke:

FueI smoke is black

Hydraulic fluid smoke is white
OiI smoke is bluish
(4) Do not restart an engine in which fire has occurred.
(5)If an engine fire extinguisher selector valve handle is pulled completely out, and CO, is not discharged
to the area, the system will remain open until the selector handte is manually returnEd to the full-in
position. Fushing the handle in onty to the detent position will not close the system, and will-FEifit a
split shot if,another selector valve handle is pulled out and CC}2 is discharged.

02, INDUCTION SYSTEM FIRE DURING STARTING

(1)If an induction system fire develops during starting, move mixture control to IDLE CUT-OFF and
continue to turn the engine with the starter, so as to draw the flre into the engine, '

(2) If this does not extinguish the fire:

(a) Stop turning the engine
(b) Fire extinguisher selector valve handle- FUII out
(c)If necessary pull out either CO2 discharge handle
(d) Open cockpit side windows
(e) FueI tank selector and cross-feed- OFF
(f) Booster pump - OFF
(g) Xlagneto - OFF
(h)Generator - Otr'F
(i) Cowi flaps switch - OF.F
(j) OiI cooler - OF}.
(k) Propeller de-icer master switch - OFF

(3)Observe ground attendant for signal to shut down engirie(s) already startbd.

(4) If necessary, notify control tower and prepare for passenger evacuation.

03. ENGINE FIRE ON GROUND - AWAY FROM BLOCKS

I
Ifan engine catches fire while on the ground, as indicated by an illuminated flre extinguisher selector
N valve handle and a sounding fire bell:
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n (1) Turn aircraft so that wind blows fire away from fuselage

(2) Parking brakes - OIrI

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o (3) Notify control tower
(more) Effective: Nov. 1 .5?
APL/Rev.99 lssue N0..2
 EMERGENCY PROCEDURES

Fire Control - Engine fire (contld)

(4) Perform following steps immediately

(a) Mixture control- OFF'
(b)Pire extinguisher selector valve handle - Full out
(c)Either CO2 discharge handle - Fu11 out
(d) Open cockpit side windows
(e) Fuel tank selector and cross-feed - OFF
(f) Booster pump - OFF
(g) Magneto - OFF
(h) Generator - oFF
(i) Cowl flaps switch - Otr'tr.
(j) Oil cooler door switch - OFF n
(k) PropeJ.ler de-icer master switch - OFF

N - 04. ENGINE FIRE IN FLIGHT

When it is determined that an engine fire exists in flight as indicated visually or by a warning signal, use the following
procedure immediately. The procedure is laid down for the most difficult stage of the flight: an engine failure at
low altitude in take-off, but is also appJ.icable to all other stages.
(1) Feather No. No. feathered

Check carefully that you are feathering the correct propeller. When positive: push the button.

(2) Fire selector No. Full out

PulI the illuminated fire selector full out an'i1 leave it there. By that operation you are cutting off fuel, oi1,
hydraulic oil (eng. 2 & 3) and cooling air to the generators.
(3)Discharge handle Full out
PuI1 the proper discharge handle fu11 out and leave it there.
Note: Effectiveness of the fire extinguishing system is greater after propeller rotation is stopped.
(4)Smokemasks(lnterphone) .i..... On

The use of oxygen is necessary due to the unknown risk for CO, entering the cockpit through leaking valves
below the floor inside the pressure cabin. The risk may persist up to 5 minutes after discharge in case of
engine fire and during that time the mask sha11 be worn by both Pilots and F / E . The 2 i P may then take off his
mask and, if he does not feel any discomfort after about lminute, the othef crew members mav take off their
masks
Putting on the smoke masks at low altitude while manoeuvering the aircraft at unsymmetrical power could
easily put the aircraft in a dangerous situation if the following procedure is not adhered to:
(a) Take-off
ilTFGTter taking over the controls in case of R/Ptake-off) orders R/p to put on his smoke mask with
microphone selector in position INT.

R/P is thereafter standing by prepared to take over the controls should L/P become incapable of manoeu-
vering the aircraft due to CO, concentration on flight deck.
I
.o R/P takes the controls when L/P and F/E put on their smoke masks.
N
m L/P and F/E shali put on their masks abo:,e safe altitude climbing away at rated power, optimum climbspeed
9.
m
with gear and flaps up and with the aircraft trimmed. This shall be donebefore order for check list is given by L / p
N
O (b) A11 othe! stqggq of the flight:
o As no immediate manoeuvering problems are present due to sufficient altitude and excess speed only two
d crew members might be seated on flight deck. The take-off procedure is followed as far as possible.
lo

The Piloti senior Pilot takes the controls and orders the Engineer/junior Pilot to perform items 1-3. There-
after he shall quickly put on his own smoke mask and have the check list completed (including item 4).
Refer also to APL 6. 3. 1. regarding normal routine for putting on oxygen masks.
(more)
 MlDrlUYrUlJ rrnlrlEt tftlB l
ATROPIAilE TTIGHI TUIAilUAt DC.6/68
(0mPAilY tDtlt0il

EMERGENCY PROCEDURES APL 6.3.2

Sheet 2
Fire Control-: Engine fire (conttd)

Items 1-4 above must be known by heart and executed without reference to the check list. The completing check
list is taken as soon as practicable and includes the following items:
(5) Cowl flaps +40
The cowl flaps are left in take-off position (performance requirement) or opened to +4o in case of engifie
fire at other stages of the flight. This operation is only of importance in case of fire in engine zone I.
(6) Gear and flaps Checked

Landing gear and wing flaps shall be up unless landing is imminent. During take-off landing gear shal1 be
retracted in accordance with engine failure procedu-pe (ref. APL 2.2.1, ) and the wing flaps shall be re-
tracted in accordance with normal routine.

(7) Booster pumps on live engines , ..,..LOW

L- Place the fuel booster pump switches for all operating engines i.n position LOW to ensure proper fuel pressure
to these engines in case items (8) - (10) below involve tank shifting.

(B) FueI selectors . . .. .. .MAIN TANKS

Place all fuel tank selectors in full forward position.
(e) FueI selector No. OFF
Place the fuel tank selector for the engine on fire in position OFF to cut off the connection between the tank
and the fuel line aft of the firewall.

(10) Cross-feed OFF

Place both cross-feed selectors tn position OFF to cut off all fuel supply to the burning nacelle aft of the
firewaII.

(11)MixtureNo. ..... OFF

Place the mixture control handle for affeeted engine in posltion IDLE CUT-OFF (down).
(12) Booster pump No, OFF
(13) Prop, master switch SET

Switch the propeller master engine selector switch to MANUAL or opposite inboard engine if feathering
L the propeller of the master engine.

(14) Windshield alcohol OFF

Place the wlndshield alcohol de-icer switch in OFF position to avoid alcohol fluid belng under pressure
forward to the firewalls,
(15) DC-6 onlyr

Prop. de-lcer circ, breaker No... . . .. . OFF

I

N (a) Plaee the de-icer circuit breaker for the inoperative propeller in posltion OFF and, n,ith the other
N
o circuit breakers in ON position, leave the de-icer master switch in position AUTO, if necessary,
(b) If the automatic system fails use manual operation:
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o Set the four de-icer circuit breakers in OFF position. Rotate the prop. de:icer seLector to the propel-
o Iers to be de-lced and hold the master switch in position M{,N. maxtmum one minute per propeller,
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(more)
Effective: Nov.1.5?
APL/Rev. 100 lssue No 2
 EMERGENCY PROCEDURES

Fire Control - Engine fire (contrd)

DC-68 only:
Prop. de-icer No. ...... MANUAL
(a) Place the emergency operating switch for the inoperative propeller in position. MANUAL and with the
other switches in TIMER position, leave the de-icer master switch in ON posltion, if necessary.
(b) If the automatic system fails use manual operation:

With the de-icer master switch in OFF posttton set the emergency operating switch for the inoperative
propeller in position TIMER and the other emergency operating switches in position MANUAL and
rotate the prop. de-icer ammeter selector to the operating propellers for maximum one minute.
(16 ) Heaters OFF

Use the gang bar to turn off both the cabin and the airfoil heaters in order to avoid additional fire hazard
in zones III of engines 1 and 4.
(1 7) Mag No. OFF
(1 B) Generator No. OFF
(1 e) Carburettor air No. COLD

Place the proper carburettor air handle in COLD (down) position,

(20) Oil cooler No. .. . CLOSED & OFtr'

Keep the proper oi1 cooler door switch in positi.on CLOSE for 30 seconds, then switch OFF.

(21) Inspect engine vtsually.

If, di""h , i.u if the fire is still burning perform as follows

"""o"d
(22) Fire selector No, Full out again
Pull the illuminated fire selector for the same engine full out again and leave it there
(23) Second discharge handle .. FuIl out

Pull the other discharge handle fulI out and leave it there.
When fire ls out perform as follows
(24) Cowt flaps No. ... CLOSED & OFF
Keep the proper cowl flap swttch in positton CLOSED until the flaps are closed, then switch OFtr..

(25)Heaters ."".Asrequired
Restart cabin -, wing - or tail heater(s) if necessary.

Land as soon as practicable

Note 1: If the propeller has not feathered completely hold the proper propeller RPM selector control in
t DECREASE RPM posltton until light comes on, If necessary check also the PROP.FEATHER & REVERSE
.o
N circuit breaker in DC-6 or the pROp.FEATHER CONTROL circuit breaker pC-68.
N
m Note 2: If the propeller of the inoperative engtne cannot be feathered, and no fire is present, the fire
.; extinguisher selector valve handle may be pushed in to the spring stop, This will partially open the oil
c\
O shut-off valve and permit oil flow to reach the engine, relleving the possibility of an engine seizure.

o Note 3: In order to prevent extensive fire damage to gear and flaps and also in order to ensure maximum
ul
o ?Gffiotection in zone III:
(a) Ftaps should be extended as late as possible before landing.
(b) If flre has occurred ln the inboard engines the landing gear may not be extended
un6l the last moment
before landtng.

-oOo-
 tulrJDr/UrYrfiJ rrnlrlEt tZlTR ,
AEROPTANE TTIGHT ITIAI{UAI. DC.6/68
c0ilPAi{Y tDtll0l{

EMERGENCY PR,OCEDURES APL 6. 3. 3

Fire Control - Compartrient smoke or fire

01, GENERAL
(1) If the heater compartment main fire extinguisher selector valve handle and the CO, discharge handles
illuminate as well as the cabin heater fire warning light and the fire bell sounds, uie the main CO2
system rather than the control on the heater fire control panel (follow the procedures ln 0 2, below).
( 2) Do not oper ate the cabin heater after a c abin heater fire, If neees sary the airfoll heaters may be
restarted if the cross-feed is not used.
(3)Ilarning-: Do not discharge the second bank of CO2 into the fuselage in less tfri ttrree minutes,
L because earlier discharge of the second bank can cause dangerously high concentratlons of
CO2 in the habitable portions of the aeroplane. The use of one bank of CO2 on fuselage
fires should provide adequate protective concentrations in most cases"
(4) Warning: Under most CO2 discharge conditions fog is formed, which may be mistaken for smoke.
Therefore, extreme caution should be ernployed in lnspection of the compartment
affected to determine the actual existence of a fire"

(5)Do not engage the cabin superchargers after a discharge in the fuselage.

02. COMPARTMENT SMOKE OR FIRE

(1)Use the gang bar to turn OFF both the airfort and the cabin heater master switches.

N* (2) Srnoke masks (Interphone) - ON and 100% OXYGEN. The valve onthe oxygen bottle to the right of the right
Pilot seat must be OPEN. Ensure thatthe microphone selector is inpositionlNT.
The normal routine for putting on oxygen masks is described in APL 6.3.1. In this case the Flight Engineer
(or the junior Pilot in case only two Pilots are seated in cockpit) shall delay putting on his mask until he
has performed the next item

N- (3) Use the loudspeaker or interphone to order the Cabin Altendant to perform items listed on HEATHER
CHECKLIST. This list is installed in the pentry on the forward, upper part of the small bulkhead just
i.n front of the cabin door.
For DC-6 the list has the fo).1owing wording
\-
order uHeater Checkllstil is given over loudspeaker or interphone Cabin Attendant shall immediately:
- Conlirm order through interphone.
. Open lILANUAL TEMPERATURE CONTROL door.
. Depress button DECREASE (or COLD) and hold for 2.5 minutes
. Leave MANUAL TEMPERATURE CONTROL door open.
. Place HUMIDITY CONTROL in OFF position.
. Move passengers in seat rows 1, 2, 3 aft.
1n when above st s have been erformed

For DC-69 the list has the following wording

order eater Checklist i.s given over loudspeaker or interphone Cabin Attendant shall immediately

I
. Confirm order through interphone"
a.Place HEATER-AIR SHUT-OFF switch above cabin door in EMER. (down) position
m
or if this switch not installed
n
N
(f
o b.Open MANUAL TEMPERATURE CONTROL door.
c Depress button DECREASE (or COLD) and hold until indicator reaches PORT B position
o d Leave MANUAL TEMPERATURE CONTROL door open.
d
o
J. Place HUMIDITY CONTROL in OFF position.
4. Close both oxygen bottles behind rear seats in aft cabin.
5. 1n t when above have been
(more) Effective: Nov. 1.5?
APL/Rev 101 lssue No ,
 ."u

EMERGENCY PROCEDURES

Fire Control - ent smoke or fire cont

Wait for confirmation from Cabin Attendant that order has been received and follow up that Cabin Attendant
reports that the above items have been performed.
(4)Cockpit temperature - NORMAL
(5) Windshield heat - OFF
(6)Coo]ing turbine - OFF
N. (?)Cross-ship cross-feed - OFF
D.
(8) Windshield alcohol pump - OFF
(9)Hydraulic system - OFF. Bv-pass vaLve control lever in up positi.on
(10)Door between flight compartment and forward passenger cabin - Closed

(11)In order to obtain best possible ventilation make an emergency descent (ref. APL 6.4.2.), or, if descent is
impossible, maintain 1eve1 fiight. In both cases use max. speed, i. e. the highest permissible speed with
regard to actual weather condition and aj.rcraft conliguration. Pou/er may be increased to "Rated Power".

DC:6 DC-68

tr2) Cabln superchargers - DECLUTCH. Pull both levers rapidly fully up.

(13) Rotate the emergency cabln altitude control crank fully counter-clockwise.

(t2l PulI the master emergency depressurization lever rapidly fully up.
If the fire warning is still on, i.e. ii any of the four fire extinguisher selector valve
l:andles for the fuselage cempartments and the two C02 discharge handles il]uminate
and the fire bell sounds, perform the following steps:

( 14) (13) Fire extinguisher selector valve handle for aJfected compartment - Full out.

(15) (14) Either C02 discharge handle - Full out.

If there has been no fire warning (only smoke), or if the fire warning is 9!!, perform
th6 follo*mg step:

(16) (1 5/ Inspect underfloor compartments as stated in 03. below, beginning with the heater
compartment.

03. Ll I DERFI-OOR I\SPECTION

In those pr6cedures in llhich underfloor inspection is required, or if underfloor smoke or fire is suspected
for other reasons thm those described, tire iollowi.ng methods shoukl be used:
(1) Lrspect the indicated or suspected compartrnent through the floor holes provided, using the viewer with and
L)
withorrt the compa-rtment lights on.

(2)Iffireexists, rernoveviewerandcloseandlatchthecoveroverthevi.erverholeandproceedu'ith
compartnrent fire procedures as given in 02, above.

(3)If no fire is visible, inspect the remaj.ning under'l'loor compartments. If no fire is observed in any
underfloor conlpartment, but snroke is present, investigate other possible sources of fire and col)tinue to
inspect compa-rtlnents until landing is effected,

04. XiISCELLANEOUS CAI]IN OR FLIGHT CON1PARTI,IENT FIRE

N
O
O (1) Hand fire extinguishers are located in the passenger cabins and fiight compartment to be used on
localized fires,
d
(2) Use a portable oxygen bottle and rnask il required.

(3) Do not use fire extinguishers containing water on electrical. fire.

-oOo-
 iGrtzrl,yt il rrmrtEt tzl7atl
AEROPTANE FTIGHT TUIANUAI. DC.6/68
c0ilPAltY tDtlt0t{
EMERGENCY PROCEDURES APL 6. 3.4.
S heet 1
F{re Control - Heater fire

01. GENERAL
(1) Do not use any of the atrfoll heaters following an airfoil heater fire, If necessary, however, the cabin
heater may tre restarted, provided the heater fuel system cross-feed is not used.

A- (2) Do not operate the cabin heater after a cabin heater fire. If necessary the airfoll heaters may be re-
started,.provlded the heater fuel system cross-feed is not used.

02. WING HEATER FIRE

( 1) light comes on, use the gang bar to turn OFF both the airfoil and the
When either wing heater warning
cabin heater master switches.
(2) Turn back the hinged plastic cover and depress the wing heater selector button opposite the light.

(3) CUect< position of the fire ext{nguisher bottles bank selector switch,
N (4) Smoke masks (Interphone) - ON and 100% OXYGEN. The valve on the oxygen bottle to the right of the
right pilot seat must be OPEN, Ensure that the microphone seleetor is inposition INT, Ref . APL 6.S.1.
N- (5) 10 seconds after the heaters have been switched off depress the discharge button adjacent to the rving
heater selector switches for 4 seeonds.
(6) After discharging a bank of cylinders into eitherwing heater, pull out the fire extinguisher discharge
handle on the main ftre control panel for the exhausted bank as an indication of which bank remains.

(7) Push the wing heater dtscharge button againfor4 seconds in order to be sure that the CO2 from all three
bottles in the bank discharged has been directed into the heater.
(8) Inspect the v,,lng.

(9) If a second discharge into the same wing heater becomes necessary, position the fire extinguisher bottles
selector switch on the heater fire control panel to the opposite bank and again depress the discharge
button for 4 seconds.

03. CABIN HEATER FIRE

Remark 1 If the heater compartment main flre extinguisher selector valve handle and discharge handles
illuminate as well as the cabin heater fire warning J.ight and the fire bell sounds, use the main
f{re extinguisher system rather than the control on the heater fire control panel (follow the pro-
cedure in APL 6.3,3, ).

Remark 2; Do not engage the cabin superchargers after a dtscharge in the fuselage.

WARNING: Do not discharge the second bank of CO2 into the fuselage in less than three minutbs, because
earlier diseharge of the second bank can cause dangerously high concentrations of C02 in the
habitable portions of the aeroplane. The use of one bank of CO2 on fuselage fires should pro-
vide adequate protecttve concentrations in most cases.

(more)

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Effective: Nov. l. . 57
APLiRev. 102 lssue No ,
 EMERGENCY PROCEDURES

Fire Control - Heater Fire (cont'd)

(1) When the cabin heater warning light comes on, use the gang bar to turn OFF both the airfoil and the cabin
heater master switches.

N- (2)Smoke masks (Interphone) - ON and 100% OXYGEN. The valve on the oxygen bottle to the right of the right
Pilot seat must be OPEN. Ensure that the microphone selector is inpositionlNT.
The normal routine for putting on oxygen masks is described in APL 6.3.1. In this case theFlight Engineer
(or the junior Pilot in case only two Pilots are seated in cockpit) shall delay putting on his mask until he
has performed the next item.

N- (3) Use the loudspeaker or interphone to order the Cabin Attendant to perform items Iisted on-trATUR CHECK-
LIST. This list is installed in the pentry on the forward, upper part of the smali bulkhead just in front of the L
cabin door.

For DC-6 the list has the following wording

If order "Heater Checklist" is given over loudspeaker or interphone Cabin Attendant shall immediatd.y

1. Confirm order through interphone.

2. Open MANUAL TEMPERATURE CONTROL door.
3. Depress button DECREASE (or COLD) and hold for 2.5 minutes
4. Leave MANUAL TEMPERATURE CONTROL door open.
5. Place HUMIDITY CONTROL in OFF position.
6. Move passengers in seat ro\{s 1, 2, 3 aft.
7. Report in coekpit when above steps have been performed.
For DC-6El the li.st has the following wording
If order 'rHeater Checklist" is given over loudspeaker or interphone Cabin Attendant shall immediatg,|y
1. Confirm order through interphone
2a. Place HEATER-AIR SHUT-OFF switch above cabin door in EMER. (down) position

or if this switch not installed

b. Open MANUAL TEMPERATURE CONTROL door

c. Depress bulton DECRESE (or COLD) and hold until indicator reaches PORT B position
d. Leave MANUAL TEMPERATURE CONTROL door open.
?. Place HUMIDITY CONTROL in OFF position.
4. Close both oxygen bottles behind rear seats in aft cabin.
5 Report in cockpit when above steps have been rmed

Wait for confirmation from Cabin Attendant that order has been received and follow up that Cabin Attendant
reports that the above items have been performed. a
(4) Cockpit temperature - NORMAL
(5) Windshield heat - OFF

(6) Cooling turbi.ne - OFF

N- (7)Crose-ship cross-feed - OFF

D. (B) Windshield alcohol pump - OFF

(9) Hydraulic system - OFI. Bypass valve control lever in up position.

I
!
(10) Door between flight eompartment and forward passenger cabin - Cloeed
sf
d,
(11)In order to obtain best possible ventilation make an emergency descent (ref . APL 6.4.2.), or, if descent is
6
(, impossible, maintain level flight. In both cases use maximum speed, i.e. the highest permissible speed with
o
regard to actual weather condition and aircraft conJiguration. Power maybe increased tottRated Power".

(more)
 tanormut tt RtttEttzt En
AEROPTA}IE TTIGHT ThANUAI DC.6/68
COiIPAI{Y TDIIIOII

EMERGENCY PROCEDURES APL 6.3. 4

S heet ,
Fire Control - Heater fire (conttd)

DC- 6 DC.68

(1 6) (15) Inspect the heater compartment in accordance with APL 6. 3. 3. to make certain there is
no fire.

If fire persists and a second discharge of fire extinguishing agent into the cabin
lierGa6ecomes necessary, either bank of the main system may be discharged
into the cabin heater and heater compartment as follows:
(1 7) ( 16) Fire extinguisher selector va-Ive handle for heater compartment - Full out
(1 8) (17) Either discharge handle - FuIl out

(1 e) (1 B) Inspect heater compartment agaia.

04. TAIL HEATER FIRE

(1)When the tail- heater warning light comes on, use the gang bar to turn OFF both the airfoil and the eabin
heater master swltches,
(2) Turn back the hinged plastic cover and depress the tail heater selector button opposite the light.
N- (3) Wait 10 seconds to clear the heater-of fuel, then depress the fire ext{nguisher discharge button adjacent
to the tail heater selector switch in 4 ssgen6s.
(4) Inspect the tail compartment to make certain the fire is out.

-oOo-
t*-

I
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Effective: Nov.1.5?
APL/Rev 103 lssue No 2
 \-)

U.
 tAtzrl, YrrJ rrRlr/JEt ttlratl
AEROPIA]{T FI.IGHT TUIANUAT DC.6/68
COTNPAflY IDII!Ot{

EMERGENCY PROCEDURES APL 6. 3. 5

N- Flre Control - Electr{cal fire

01. KNOWN SOURCE

If the smoke or fire is deftnltety identified as being of electrical origin and the source is deflnitely known perform
as follows:

(1)Affected circuit breakers - switch OFF

(2) Combat fire with hand fire ertinguisher

02. UNKNOWN SOURCE

If the smoke or fire is definitely identifted as being of electrical origin and the source is not known perform the
following steps:
(i) Select RPM as required to keep the aircraft flying at desired altitude as the engine supercharges may change
to LOW positioh.
(2) place the EMERGENCY INSTRUMENT POWER & INSTR. LIGHTING switch on the forward switch panel in
ON position.

(3) Use the gang bar to switch OFF battery and generator switches.
Note: The above steps have eliminated electrical power in all circuits except emergency cockpit ltghts and
EfrErgency inverter.
(4)Smoke masks - ON and 100% OXYGEN (if required). The valve on the oxygen bottle to the right of the
right pilot seat must be OPEN. The interphone system will be inoperative when normal electrical power
is takenaway, Ref. APL6.3.1.
(5)PIace al,t fuel tank selectors in fult forward position (MAIN ON).

(6) Place both cross-feed selectors in full forward position (OFF).

(?) Hydraulic system - OFF. By-pass valve control lever in up position'

(B) place a1l engine supercharger controL switches in LOW position in order to be sure that they are not in HIGH
position when normal power is restored.
(9) ptace aII GENERATOR FIELD circuit breakers in OFF position to cut off the currert supply to the main
junction box.

(10)perform trouble shooting as follows to determine the faulty electrical circuit:

(a)Inspect the Main Junction Box with flash light if it is not abvious that the fire is in another area'
(b) switch oFF all circuit breakers including radio, pantry and pantry oven.

Note: ln the following always switch ON only one circuit at a time watching for circuit causing smoke.
ffiGi tfre source of the smoke has been found in this manner leave that circuit inoperative. Both trip
free and non-trip free circuit breakers should be switched oN only once.
(c)Battery and generator switches - ON.
(d) Fire warning circuit breakers - ON.
(e)Generator field and generator control panel circuit breakers - ON.
(f) Either inverter - ON.
!
(g)Voltage regulator eooling blower, main, power and control circuit breakers - ON (if installed) (DC-6 9q)).
n (h) Use the gang bar to turn OFF both the airfoil and cabin heater master switches.
(i) Remaining circuit breakers - ON in the order of importance as required by circumstances. When setting
rl)
N a cricuit breaker ON observe the position of the switch(es) in the circuit(s) connected to that circuit
o breaker. Leave as many as possible of the circuit breakers in OFF position.
o
(j) EMERGENCY INSTRUMENT POWER & INSTR. LIGHTING - OFF.
a
d
o

Effective: Nov.1.57
APL/Rev. 104 lssue No ,
 tAflDr/Jryrrfl ,rnlllEgtlf rEt
ATROPTAI{E TI.IGHT TNA}IUAT D(.6/68
COIIPATIY TDIIIOII

EMERGENCY PROCEDURES APL 6.3.6.

Fire Control - Smoke evacuation

01 In the event of heavy smoke concentratlons in the cabin or cockpit, perform the following steps tmmedtately:
CHECKLIST
ITEM

DC- 6 DC-68 Smoke masks (interphone) - ON and 100% OXYCEN. The valve on the oxygen bottle to the
N- 1 1 right of the right pilot seat must be OPEN. Ensure that the microphone selector is in posi-
tion iNT. Cabin crew should use portable oxygen bottles, if required. Ref. APL 6 . 3. 1 .

In order to obtain the best possible ventilation make an emergency descent (ref. APL 6.4.2.r,
or, if descent is impossible, maintain level flight. In both cases use max. speed, i. e,
2 the highest permissible speed with regard to actual weather conditlon and aircraft configu-
ration. Power may be increased to "Rated Power".
3 Cabin superchargers - DECLUTCH. pu1l both levers rapidly ful1y up.

4 Rotate the emergency cabin altitude control crank lully counter-clockwise.

J PuII the master emergency depressurization lever rapidly fully up.

5 4 Door between forward cabin and flight compartrnent - Closed.

6 5 Cockpit side windows and clear view panels - Ctosed.

7 6 Heavy smoke concentrations may be reduced in the cockpit by opening the cockpit door to the
detents after depressurizing. Do not exceed 250 knots IAS with door open (to avoici excessive
negative pressures in the fuselage). Smoke concentrations may be furiher reduced by opening
the door past the detents (this should only be done at 190 knots IAS or below, clue to excessive
door handle loads).

Notg:. If.hinged window is instaLled in the cockpit door, it should be opened (after depres-
surizing) for smoke evacuation in lieu of opening the cockpit <loor to detents o" U.yo.,a. Do
not exceed 250 knots with window open.

WARNING

When opening the cockpit door do not grip the handle; push against the
handle with the palm of the hand. Extreme cauti.on rnust be used when
opening the door during flight as the door may surge open one to two
feet when initially opened before returning to a trail position.
o
Heaqr smoke ccncentration in the main cabin area may be reduced by opening an emergency
exit over the wing only after depressurizing and below 190 knots IAS. Do not exceed 2i5
knots IAS with either exit open (to avoid excessive negative pressures in the fuselage).

WARNING

caution and judgment must be used when opening an emergency exit or

the cockpit door, as thts rvil1 produce an increased airflow through the
ventilating system with the possible result of increasing the fire trazard,.
o B Land as soon as practicable, unless smoke is cleared out and there is positive assurance
that no fire or flight danger exists.

@
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6
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Effective: Nov. l" . 5?

APL/Rev. 105 lssue No..2
 gtzrt yTrt rran t$.ilJrBt
AIROPI.A}IE TTIGHT TIAilUAt DC-6/68
COIIIPAI{Y TDIIIOlI

E1VIERGENCY PROCEDURES APL 6. 4.1

Sheet 1
Miscellaneous - Fuel dumping

01. GENERAL

Fuel dumping shal1 be used before an emergeneylanding in order to decrease the aeroplane groas weight and also
reduce the risk of fire. (Ref , APL 6. 2. )
Fuel dumping may also be used to avoid excessive holding in order to decrease the gross rveight to max. Ianding
weight when a landing is necessary for operational or technical reasons.

FueI dumping must not be carried out with lowered flaps or landing gear.

During the fuel dumping indlcated airspeed should not exceed 185 knots. It is recorrrrnended that eaeh engine be
operated from itg respective main fuel tank during fuel durnping operation.

Dumping aII tanks gimultaneously gives the most rapid rate of load reduction and the best distribution of remaining
fuel load.
CAUTION: To remain within structu:'aI limitations of the wing, dump all fuel tanks simultaneously, or dump in,
board tanks symmetrically before the outboard tanks.

N - 02. DUMPING PROCEDURE

(1) Crew and cabin - Advise

(2)NO SMOKTNG - ON

(3) Fuel to be dumped - Calculate (consider return a:rd holding lue.l.)

(4) Fuel Selectors - A11 forward (if possibte)

(5) Radio (route frequency) - Advice about dumping

(6)Gear and flaps - Up

(?)Airspeed - Max. 185 knots IAS

\* (8)A11 heaters - OFF

(9) Radio transmitters - OFF

(10) Radio altimeters - OFF
\ (11) Position lights - STEADY
(12) Rotating light - OFF
(13)Warn crew - Use NO electric switches

(14)Heading and Altitude - Keep constant

CAUTTON: Don,t dump with engine fire

Don"t dump close to ground

r
.o
;:ri:#**ffi;.j;::
;6l (15) Fuel dump controls - DRAIN
o
I (16) Fuel dump controls - OPEN fu1l aft for computed time
a
$ Note: Simultaneouely look at the watch and check time and fuel gauge indication.

(more) Effective: APr.1o.57

lssue No.. 1
 EMERGENCY PROCEDURES

Miscellaneous - Fuel dumping (cont'd)

(1?) Fuel dump controls - DRAIN, 5 minutes

(18) Visual check from aft cabin - FLOW stopped, no fumes
(19) Fuel dump controls - CLOSED, full forward
(20) Position and rotating lights - ON

(21) Radio (route frequency) - Dumping completed

\

03. DUMPING RATE

Each outboard chute (tank system No. 1 and 4 resp. ) approx. 310 kgslmin.
Each inboard chute (tank system No. 2 and 3 resp. and in DC_6 incl auxiliary tanks): approx. 300 kgs/min
AIl lour chutes - total: approx. 1225 kgs/min.

04. REMAINING USABLE FUEL

(1) DC-6

Remq.ining Usable Fuel - kgs*

Tank System Main Tank A1t. Tank Total
No. 1 304 142 446

No. 2 290 357 647

No. 3 290 357 647

No. 4 304 L42 446

Left Auxiliary Tank ,\

Right Auxiliary Tank
57

57
L
Mar(. Remainlng FueI 1188 998 2 300

* FueI spec. gravity = 0. ?1

,he above quantities will ls6sinafter all possible fuel has been dumped in 1eve1 flight. Operating on normal
cruise power setting (Ff = 912 kgs/h) remaining fuel quantity in the main tan=ks (1188 kgs) is sufficient for about
t hr. 20 min. of fiight. In addition the remaining fuel quantity in the alternate tanks (998 kgs) is sufficient for
about t hr. 5 min. of flight.

(more)
I

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 g/JzrtJr urt rrrutt$ .ilrrar
AE,ROPTANE TUGHI MANUAI. DC.6I6B
(ot?lilY rDrfloil

EMERGENCY PROCEDURES APL 6.4. 1

Sheet 2
Miscellaneous - Fuel dumping (cont'd)

(2) DC-68
Rernaining Usable FueI - Kgs+
Tank System Main Tank AIt. Tank Totai
No. t 3L2 0 312

No, 2 289 145 434

No. 3 289 145 434

No. 4 312 0 312

Max. remaining fuel L202 290 L492

* Fuel spec. gravity = 0.71

The above quantities will rernain after all possible fuel has been dumped in level flight. Operating on normal
cruise power setting (FF = 9L2 kgs/h) remaining fuel quantity in the main tanks (1202 kgs) is sufficient for
about I hr. 20 min. of flight

-oOo-

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Effective: Apr. 10. 5?

lssue No.. I
!.)

I
 glJOrlAryrrlrrnlrlE tzt E l
ATROPTAilE TUGHT TIA]IUAL DC.6/68
COIPAIIY TDIIIOX

EMERGENCY PROCEDURES APL 6. 4.2

Miscellaneous - Emergency descent

01. AT HIGH SPEED

Descend at Never Exceed Speed (Vry6) with gear and flaps up.

CAUTION: If turbulent air, descend max. at Normal Operating Limit Speed

02. AT LOW SPEED

(1) Throttle back decreasing speed quickly

(2) At 165 knots gear down

(3) Start descent.

(4) (a) DC At 150 knots - flaps 30o
(b) De--oe: At 165 knots - flaps 30o
(5) (a)pg_6r At 130 knots - flaps fuI1
(b) DC-6B: At 145 knots - flaps ful1

-oOo-

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Effective: Apr. i0. ST

1
lssue No..
 WDrtJr1rllrrRlrtt:itZJnBA
ATROPI.A}IE FTIGHT TIA}IUAT D(.5/68
COIIPATY TDITIOII

EMERGENCY PROCEDURES
APL 6.4. 3

Miscellaneous - Emer operation of landing gear

01. UPLATCHES FAIL TO RELEASE THE GEAR

If the uplatches fail to release the gear after the hydraulic system bypass valve control lever has been placed
oN position and after the landing gear control lever has been moved io DowN position, place the u-""g"rr"y in
hydraulic pump selector valve control lever in position GENERAL SYSTEM and hold the emergency hydraulic
pump switch ON.

FuIl down-line hydraulic pressure from this pump will shear the uplatch shear bolts, permitting the gear to
extend.

02. HYDRAULIC SYSTEM FAILURE

The landing gear can be extended without hydraulic pressure as follows:

(1) Place the hydraulic system bypass valve control lever in oFF position.
L (2) Move the landing gear control lever to DowN position and as the gear is oming down make a slight
pull-up. This will assist in loeking the gears in down position. To increaseihe aerod;aramicai
force on the landing gear maintain a speed of 165 knots when selecting gear down.
Note: Inform passengers before making a putl_up.
(3) If the three green lightsdo not illuminate, return control lever to NEUTRAL position. Then return
control lever to DOWN and check green lights.
(4) If gears still fait to latch, keep control lever DOWN, place emergency hydraulic pump selector
valve
control lever in position GENERAL SYSTEM and hold e*e"gen"y hyarauiie pump switch oN until
three green lights illuminate.
(5) When indication has been received that the gear has been locked in the DOWN position, move the tanding
gear control lever to NEUTRAL position,

(6) Place the landing gear control lever in position DOWN immediately before landing.

03, DOWNLATCH FAILS TO ENGAGE

If a downlatch fails to engage (Main Gear: "target" not visible and green light out. Nose Gear: downlatch un-
locked and green light out) return the landing gear control Iever to the NEUTRAL position for a moment.

Note 1: For visual check of downlatches, see ApL 1.2.3.

N9l9-l If the green light forthe right main gear is out, the solenoid pin must be depressed before the tanding
gear control lever can be moved up.

Place the emergency hydraulic pump selector valve control lever in position GENERAL sysTEM. Turn oN
the emergency hydraulic pump and place the landing gear lever again in the DowN position. This action should
lock the gear, i. e. on the main gear the "target" should become visible and on the nose gear the downlatch should
1ock. Green light should come on, provided there is no electrical failure.
However, if the gear does not lock, proceed as follows:
I

m (1) Check'hydraulic pressure and quantity to be normal.

€{'
; (2) Move landing gear control lever to Up and retract gear.
grl
o
o (3) Select gear DOWN agai.n at a speed of 165 knots and as the gear is coming down make a slight pull-up.
a
d
a

(more) Effective: APr' 1o' 57

lssue l{0. . 1
 EMERGENCY PROCEDURES

Miscellaneous - Eme operation of landing gear (contrd)

Note: Inform passengers before making the pull-up.

(4) Check gear down indications

If gear does not lock proceed as follows:

(5) Check through windows (only possible for main gears), nose gear mirror or driftmeter (if installed)
that the gear is down. When necessary and suitable ask control tower or other aircraft to observe
the gear.

(6)

(7)
Check hydraulic pressure to be normal

Prepare as for an emergency landing according to ApL 6.2.1. and 6.2.3

C
(B) Then proceed as follows with regard to actual failure:

(a) Nose gear downlatch failure

- Keep the nosewheelroff the ground as long as advisable after ground contact is made. Then
lower the nosewheel' slowly before elevator control is lost.
- Use the brakes sparingly, taking advantage of the entire available runwaylengthto lose landing
speed. Do not use the propeller reversing.
- Be prepared for quick action in case the gear should collapse after touch-down Refer ApL 6.2. S.
03.
(b) Main gear downlatch failure
:- Due to-iFel-eol;eT;Ica-1design of the main landing gear there will be no tendency for retraction of
the same in case the nosewheel and the main wheels touch the ground simultaneously. This applies
even if there should be no hydraulic pressure. Be sure, however, by means of visual check that
the landing gear is extended.
- Try to make a three-point landing, Avoid extreme landing on the nosewheel which might overload
the nose gear.
- Most probably the gear will remain extended after landing but be prepared for quick action in case
the gear should collapse after touch-down. Refer ApL 6.2,8. 04.
- Apply brakes smoothly and continuously after touch-down. The braking force will assist inholding
the gear in extended position. Release the brakes smoothly.

WARNING: DO NOT MAKE TOUCH AND GO LANDING IN ORDER TO CHECK PosITIoN oF LANDING
GEAR. In the case of gear failure the propellers and wing will touch the ground, likely
to cause total destruction of the aircraft,

-ooo-

pI
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 firlDr/Urlrrlrrrurt$.ilJrBt
ATROPI.A}IE TTIGHT ffIAilUAI. DC.6/68
cotPttY tDtltolt
EMERGENCY PROCEDURES
APL 6.4.4.
Miscellaneous - Emergency brake operation

01. EMERGENCY HYDRAULIC BRAKTNG

If it is impossible to obtain normal hydraulic system preasurethe hydraulic brakes may be operated by using the
emergency hydraulic pump and the reserve fluid supply as follows:

(1) Place the emergency hydraulic pump selector valve control lever in position BRAKE
SYSTEM.
(2) g91q the emergency hydraulic pump switch oN in good time before coatact in order
build up the
pressurs' Check on brake pres.sure gauge. Keep the switch ON until the aircraft to
is stopped.
(3) Depress brake pedals in the normal rnanner.

02. EMIIRGENCY ATR BRAKING

(1) If no hydraulic pressure is available for the brakes it is recommended to stop the aeroplane
by normal
reversing of the propellers. Furthermore, the propellers may be used for Lteering,
steering system is unserviceable. ir trru riy#""ffa

(2) However, if the runway is too short to stop the aeroplane by reversing of the properlers the aeroplane
must be stopped by use cf the air brake system.

(3) The emergency air brakes should only be used to bring the aeroplane to a stop.
use the air brakes during taxiing.
It is not allowed to

(4) Do not use the air brakes before the nosewheeL has touched the ground. Apply brakes slolvly and
intermittently after ground speed has been reduced by an extendel rou, graauailytheincreasing
power rather than applying it suddenly. the braking

(5) Apply the air brakes as follows:

(a) Turn the control lever cloekwise to ON - short moment there - turn back to HOLD.

\g!"- Blal<ing power will not be immediately felt the instant air pressure is applied but operation
will slightly lag behind the application of air. Therefore, do not turn the lever to oN and leave it
in that positio;r, as the futl application of air is more than sufficient to ccmpletely lock
the brakes
t_ and skid the tyres.

(b)If the braking applied is not sufficient after the first application, repeat (a).
(c) If it is found that too much braking is applied, turn the lever counter-clockwise
past H9LD and spill
some of the air overboard.

L (6) Normal air brake pressure: DC_-6 1500 t SO psi., !g, QE 1000 t b0 psi..
(7) Request towing assistanee if the air brakes have been applied.
(8) After the air brakes have been used, it is necessary to bleed the hydraulic brake system
air before hydraulic braking will again function propeity. to remove the

;
ct
o
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E
d
o

Effective; APr'. 10. 57

lssue No.. tr
 gilztur ?rrt rrmrtt:t .ilt BC
AEROPTA]IE FI.IGHT ThAilUAI. DC.6/68
(oilPtilY:Dtlrolr

EMERGENCY PROCEDURES APL 6.4.5

Miscellaneous - Pressurization failure

01 . ACTION IN CASE OF A BROKEN WINDOW PANEL

If the inner or outer

panel of a window in the passenger cr crew compartments has brokea, the cabin should, if
possible, be depressurized immediately and the f1igh1 should be continued withoutpressurize,i cabin.
If i.t is impossible to depressurize co:np1etely, the cabin pressure shoeld be reduced i1s mu.ch as possible with
regard to the passengers oxygen requirement.

Passengers sitting cose to the broken window should be moved to other chairs until the depressurization has been
completed,

A11 passengers shou.Ld put on safety belts during depressurization,

{.o
6

;
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o
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a

Effectlve: APr. 10. 57

lssue l{0.. I
 tAnzrlUllrrl rrnlrlEJ tlrrB l
AEROPI.ANT TTIGHT TNAilUAt DC.6/68
collPAltY tDtltoll

C ONT E NTS APL VII

A APPENDICES

A.1, Engine Induction System (Carburettor Icing)

4,2. Examples on Performence

L1

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Effectjve: Feb . 15 . 57
lssue l{0..1
LA

i\
 ntzrfrrsrrt rtmrtet tzrrBil
ATROPI.ANT TUGHI ilIA]{UAI. D(.6/68 -*\V& t/.'
*"{a;v'-
coilPAlrY rDtlroil

APPENDIX NO. 1 APL A, 1

Sheet 1

Englne Induction System (Carburettor) Icing

01- GENERAL
The hazerdous effect of ice on the aerodynamic characteristics of an aircraft ie well known. Its effect le
perhaps fEr more ineidious on the operation of the power plant than on the aircraft. The formation of lce
on the wings in eomething that ie in most cases vlsible to the Pilot; and with the exception of more or lege
unusual condft{ons there ig a wlder time lnterval elapsing before the accumulation ie large enough to affect
seriously the adrodynamic characteristics or safety of the aircraft as compared with the rapidity with whlch
carburettor ice is fgrmed. Carburettor or induction system ice ig not visible to the Pilot . The first indication
of carburettor ictng is usually a loss of power, with the loes increasing at a rapid rate. It is posaible to heve
the power seroiusly aJfEcted in a few seconds after the'ice accumulatlon hae started, ?he engine mey cut out
completely a short time after this unless immedlate corrective steps are teken. The element of surpriEe
that goes with carburettor icing makes it esgential that the Pilot be thoroughly familiar with icing conditions
and icing sJrmptoms. He must be able to judge and be anrare of the weather conditions within which carburettor
icing is posslble so that he can properly use his carburettor heat and alcohol controls in order to prevent and
eliminate icing and ice already formed. He must be able and alert to recognize the Bymptoms of carburettor
icing so that corrective Bteps are taken as soon as the first signs of carburettor icing have appeared. The
ice formation should not be allowed to etart, but ln the event that lt does, it must be checked and eliminated
in its very early stages.

02. TYPES OF ICING

The different types of ice that may form in the induction system may be classified ae follows:

(1) Ituel evaporation ice or refrigeration iee

This type of ice is formed becauge of the decrease in air temperature resulting from the evaporation
of fuel after it is introduced into the air stream. Thie ice may be formed et carburettor air tempe-
ratures considerably above OoC (32oF) over a wide range of atmospheric humidlty conditions, even
at relative humidities well below 100%. FueI evaporatlon ice frequently occura ln float-t;pe carbu-
rettors but has been practicalty ellminated ln preeeure inJection carburettorsemploying spinner or
impeller injection of fuel, aB is the case of the PWA R-2800 engines.

(2) Throttle ice

L) Thie type of ice is formed on or neer the throttle, uaual.Iy when the throttle is in a partialty cloaed
positi.on, due to the cooling effect caused by the restricted flow grea. It is formed rrnlnly from par-
ticles of moigture whlch freeze and are carried by their initial momeltum to metal gurfaces guch
as the throttle butterfly. Because throttle temperature drop cannot cool met81 parte sufficlently,
throttle ice is usually not encountered at temperatures above soc (40oF). Beeauge throttle ice tende
to accumulate in a restricted alr pasaage, the occurrence of a gmall amount of ice may cause a
relatively large reduction in airflow and manifold pre6r,ure. U the ice accumulates to any large
extent, it may jam the throttles and cause them to become lnopereble.

(3) Impact lce ('rScreen ice")

Thie type of ice is formed elther from water preaent in the atmogphere as snow, Bleet or eub-cooled
liquid water or from liquid water which impinges on sur{aces that e.re et temperatures below OoC
(32oF). Beeauge of lnertia effects, impact ice collects on or ne&r a aurface whlch changea the
direction of the airflow. Thls type of ice may build up on the leadlng edge of the inlet, the wallg of
I
the air seoop, the carburettor elbow, the preheater va1ve, and the carburettor screen and meterlng
elements.

; The most da.ngerous lmpact ice is that which may collect on the carburettor acreen and thus cauee
.l.
o a vely rapid throttling of airflow and power, or that which may collect on the surface of the car-
o burettor metering elements and cause a rapid change, in fuel-alr ration. In general, danger from
o impact ice in the induction system exists only when visible formation of ice occurs on the loading
.t edges of the wings and on other parts of the aeroplane.
o

(more) Effective: Feb . 15 . 57

lssue No..1
 APPENDIX NO. 1

Engine Induction System ( Carburettor) Icing (cont'd)

(4) Internal carburetor ice

This type of lce ig actually formed under very much the same conditiong and by the same process as
impact ice forming on the surface of carburettor metering elements, although in this case the ice
builds up internally in the carburettor air metering passages when these are below freezing tempe-
retures. This may appreciably affect carburettor metering characterietics and will uaually result
in a decrea.se lnfuel-flow, although oceasionally enrlchment may occur (mixture controlbleed ice).
According to investlgations by Pratt & Whitney this latter type of ice is caused by the 1oca1 cooling
effect of very cold fuel and may form even at carburettor air temperatures well above freezing.

03. CONDITIONS WHEN ICE MAY FORM

(1) General

Due to the many dlfferent fectors (carburettor and outside alr temperatures, reletive humidity,
altitude, power setting, etc. ) affecting the formation of induction system ice, it ie practically
impossible to form any general rule as to which conditions wiII and which will not cauae lclng. It
is the combination of these numerable fac4ors - many of which cannot be observed or are perhaps
not even known - that produces lcing. No slngle factor alone can be used as a crlterion of conditione
when ice will form.
It is by no meana unusual, when flying in typical icing conditions visibly affecting other parte of the
aircraft, that there are no indications whatgoever of carburettor icing. However, a small change in
prevailing conditions maybe sufficient toinducesudden and severe carburettor lcing. Again this may
be limited to one of the engines, while the rest of them may be quite unaffected. On the other hand,
serioug cageg of englne power loss have been experienced in atmospheric conditlons under which
icing would normally not be expected - for insta.nce in aeemingly clear alr with no visible clouds in
sight.

All of theee experiences might be put together to state the conclugion that carburettor iclng can exist
in almost all flight conditions, and that our inability to forecast just when we mey be gure that we can
expect loss of.englne performance becauae of carburettor ice csn mean only that flight crews muet be
more alert to remove and prevent any build-upof icing when engine inetruments indicate that engine
performance is decreasing or being decreased due to the formation of ice in the lnduction and carbu-
retion syatem of the engine.
a
(2) Ground

Whrle the aircraft is on the ground' taxiing or preparing to take off, it has been found th8,t carburettor
ice can and has formed on occasion, moetly when the OAT was at or below freezing and humidity high,
guch as ice fog, sleet, freezing rain and snow showers, Fortunately, cases in whlch carburettor icing
hes been experienced while on the ground have been very few, but it must be recognized and realized that
euch is poseible.

(3) Take-off and climb

Due to the uge of hlgh engine power and full or almogt full throttle posltion, induction system iclng is
not very likely to occur during take-off and climb operation, Some isolated cases have, however, been
experienced in climb under particularly provocative weather conditions (ref. "Cruising'r).
p
I

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,;
N
o

o
d
@
 tCf/JDrt r,,t rtJ rrnlrtt:J tZJrE l
ATROPTANT TI.IGHT ilIA}IUAT DC-6/68
coilPAilY tDtlt0I

APPENDIX NO. 1 APL A. I

Sheet z
Engine Induction System ( Carburettor) Icing (cont'd)

(4)q3rs11g

Most cages of carburettor icing have been experienced when flying through cloude or precipitation,
although there have been a few caeee, somewhet ieolated, where such hag occurred in clear air
conditiong. Generally, layered or stratiform types of clouds can but do not usually produce car-
burettor iclng conditions, Cumulus cloude are more conducive to carburettor lcing than the Btrati-
form types. Experience has shown thet most of the conditions under whlch ice ttkei to form ln
engine carburettorg are found in cumuliform cloude aeeoclated with frontal pessege. The frontal
or convective thunderetorm cumulo-nimbug of 19 one of cloud that
c ve gome
ve
one in most cases wiII receive blasts of ice on the exterior of the aircraft, to varying degrees, and
that while attention is directed to maintaintng the proper attitude of flight, ice will form rather rapidly
in the induction and carburettor systems to the point of experiencing partial and even total power
failures unlegg immediate corrective measures are applied.

L (5) Descent and approach

The low power settings with the throttle in a partially cloged positlon ueed during let-down operagon
tends to increage the eusceptibili/y of the inductlon system to icing conditlons,

04. INDICATIONS OF ICING

Icing conditions in the induction system may be detected or suepected from the following indicatione:

(1)Decreaseinmanlfoldpreseure (duetorestrictionof inductionpassages)wlthconeequentlossof power.

(2) Changeg in fuel-air:atio, which may cause a loss of power (drop in BMEP) or otherwlee adversely
affect engine opeiatlon. The mixture may become considerably richer or leaner without any appre-
ciable change in manifold sure.

(3) Throttle sticking

L )
(4) Instrument lndicatione (sueh as carburettor air temperature and free air temperature)

(5) Formation of gurface ice on winga or other parte of the aeroplane

t )

05. PREVENTION AND REMOVAL OF ICE

(1) General

Due to the great variety of conditlons when carburettor ice may form and the many different types of
induction system icing, it is not possible to lay down any strict or detailed rules ;ith regard to the
I
N
procedures to be used for the prevention and removal of ice. There ig no system which c-an be said
to be foolproof o1
!o guarantee that no ice will form. Each eystem or procedure still requires the
alert attention of the flight crews to watch the engine instruments for eny indications of icing, and
; then, lf and when ice forms , to use positive removal procedures immediately to rid the induction
6a
o system of all icing, and thereafter to set up preventive measures againet the further accumulation
o of such icing.
o
d
a

(more) Effectjve: Feb.15.57

lssue No.1
 APPENDIX NO. 1

Engine Induction System (Carburettor) Icing (cont'd)

(2) Carburettor de-icing and anti-icing systems

(a)lne cgrllrlglor preleat-ex:te,n_ is the principal protection against all kinds of induction system icing,
@tsystem,whenappIied"o"."_"tIyandintime,wiIIveryefficient1y
prevent any critical icing, and in cases when such has already formed it is also the principal means
for removal of the ice.
When using carburettor preheat the following CAT limitations must be observed in order to prevent
engine detonation and excessive power loss:

- Prolonged preheat for ice prevention:

rrLOWrrblower ...,. max 400c
"HIGHilblower .... max 150C
- Momentary preheat for ice removal:
rrLOW. blower, ,'AUTO RICH|,.
. . . . max,
"HIGH" blower, "AUTO RICH'I. . .. max.
60oC
40oC n
When removing carburettor preheat this should always be done very gradually so as to allow the mix-
ture control unit to compensate the decreaee in carburettor air temperature.
(b) The carburettor alcohol_gfglgl is primarily intended as a supplement or auxitiary to carburettor
mTeat, to5e usea when i.Ee formation has reached a crltical extent and carburettor preheat
capacity is insufficient to clear the engine. It is particularly useful in eases of severe icing of the
carburettor screen. Experience has shown, however, that carburettor alcohol can be used with
excellent results also in other cases as a preventive measure, for instance under conditions when
it is considered undesirable to use carburettor preheat.
While no functional limitations are placed on the use of the system, it is recommended that the
system be shut off as soon as deemed advisable, to conserve alcohol. The flow of alcohol, which
ispre-setandcannotbechangedduringflight, isl00poundsperhourperengine, oratotalofapproxi-
mately 17 minutes supply for four engines in continuous operation, provided no alcohol is used for the
windshield.

(3 ) Recommended procedures

(a) Ground operation A careful check of engine operation during the pre-flight engine run-up should dis-
close the presence of any serious carburettor icing. If ice is indicated or suspected to form during
ground operation it should be fu1ly removed before take-off by means of carburettor preheat, po""iUiy
r\
together with the application of a1cohol.
(b) Take-off and climb During take-off's the use of carburettor preheat is prohibited, but if there is reaaon
to believe that icing will occur, the preventive measure of alcohol to the carburettors during the take-
off run and the initial stages of climb after the take-off is strongly advised.
trf it is found desirable to use carburettor preheat during climb operation, particular attention should
be given to the carburettor air temperature, which shouLd be limited to 40oC blower and
15oC in I'HIGH" blower so as to avoid excessivefuel-aircharge temperatures which may result in
engine detonation. Fu11 preheat should be used only in an emergency.
(c) Cruising. In level flight, there are two procedures which can be used to combat the formation and
accumulation of ice in the induction system. As stated above, however, neither of these procedures
can be said to be entirely foolproof, and each system will still require the alert attention of the flight
crews in order to prevent any critical conditions. The successful and recommended procedures are:

- trVheneverflight is made into conditions in which carburettor icing might or is apt to form or accu-
N mulate, the preventive measure of applying preheat to maintain lboC carburettor air temperature
can be used , and the flight be eontinued with this constant and use of the stated amount
of as as ts rn slble carb may occur
;
N
even use n occur, must be entirely removed at once -
i. e. , shift to "AUTO RICHT' and turn on fu11 preheat until a maxirnum of 40oC is reacher{ in "HIGH"
blower and 6OoC in ILOW,, blower operation.
o
d
o
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 MiUOrArYrrl rrMrlES tAii;E J

ATROPTANE FTIGHI ThA}IUAT DC.6/68

COiIPA}IY TDITIOlI

APPENDIX NO, 1 APL A. 1

Sheet 3
Engine Induction System (Carburettor ) IcinE (cont'd)

A-fter the ful1 application of preheat and the subsequent removal of the ice, the preheat should be
returned as soon as possible to the initial eetting of 15oC or, inthe caee of rrLOWrr blower operation,
should be experimentally set at a elightly higher carburettor air temperature to see if this will
prevent further accumulation of ice: if not, the preheat ehould be increased slightly higher only
aJter full application to remove the newly accumulated ice.

The disadvantage of this system, which aims at the utmost compllance with the maxim I'prevention
is better than cure", is the operational restrlctions and inconveniences involved. In the critical
altitude ranges it will be impossible to compensate for the increase in carburettor air temperature
by manifold pressure adjustments onJ.y, Although it may be possible to obtain the proper power by
RPM adjustments, it must be realized that a prolonged use of a higher RPM setting may involve
quite an increase in fuel consumption. Furthermore, a continuous application of carburettor pre-
heatwiItca]1foraconstantcheckofthecarburettora

In spite of these disadvantages , it is strongly recommended that continuous preheat be used as a

preventive measure when flying under obviously critical conditions, for instance during a cumulus-
L) nimbus frontal passage - particularly if terrain clearance is marginal.
The other procedure, which is recommended under less critical. conditions, is continuing flight
without the use of any preheat until there is an actual indication of induction sysGill;i;E-;nT-
wEenGucE occurs, then removing it by full application of preheat up io tne prescribed limits of
60oC for rrLOWrt blower operation and 40oC in "HIGHil blower operation. After the icing haa thus
'rburnt oufl' , the preheat can be removed altogether or set to 15oC initially to determlne if that
setting will prevent the further accur*rulation of icing. Others, after the icing has been removed,
use periodic applications of carburettor alcohol (at possible interval of 4-5 minutes between applica-
tione) and have had no trouble in preventing the further accumulation of icing.

The advantage of this system of using no preheat until carburettor icing is indicated is that normal
power and settings canbe used at all timee and all altitudes until icingforms.

Regardless of the system used, however, it ls always of primary lmportance that alert attention be
girlen to watch for early indications of icin tion
is allowed to progress to a critical extent, the loss of engine power may make it impossible to generate
sufficient heat to clear the engine. If the preheat capacity is sufficient and if remedial action is not de-
layed, the elimination of ice will onlybe a matter of seconds.
In cages when insufficient carburettor heat is available with the control in full hot position, it may be
L) advantageous to increase the preheat capacity by means of a temporary increaee of the power (RPM
and Manifold Pressure) and by closing the cowl flape.

If carburettor preheat fails to remove ice formation, use the carburettor alcohol system until the
malfunctioning engine is operating properly.
f When ice formation ig go severe that carburettor preheat and alcohol do not suffice, it may be
possible to clear the ice by causing the engine to backfire by manual leaning of the mixture. This
rigorous procedure should, however, be resorted to only in extreme emergency, and it is impor-
tanttoensurethatthecarburettorheatcontrolisinthe'.@opreventanydamage
to the preheat valve.

If even this proceduredoesnothelp, theengineshouldbestoppedwith the preheat control in the rrHOT"

position, while the engine is still hot, which may possibly cause the ice to melt. AJter a while the
engine may then be restarted.

I Experience has shown that some types of internal carburettor icing which may occur quite unerpec-
m tedly at high altitudes in clear and cold air, will cause a very rapid loss of fuel flow with no change
in manifold presaure. If the drop in fuel flow is not caught in time -E IEE;TIiAila procedure of
automatic rich mixture and fuII carburettor preheat - and results in a complete lose of engine power,
;
6a retard the throttle immediately to reduce the airflow and maintain the carburettor preheat to warm
o
o up the induction system. After the fuel flow recovers, gradually increase engine power to desired
a operating settings. In this connectlon due attention should be paid to the possibility of engine over-
(, speeding due to fuel flow fluctuations and subsequent powei surges. -
o

(more) Effective: Feb' 15 57

lssue No.. r
 APPENDIX NO. 1

Engine Induction System (Carburettor) Icing (cont'd)

Under the prevailing conditions it is not advisable to feather the engine unless there ie any indication
of the drop in fuel flow being caused by a leak in the fuel system. An engine which has been allowed
to cool down will be very difficult to restart.

When encountering the very rare type of internal carburettor icing (mixture control bleed ice) which
resuLts in engine power loss accompanied by an appreciable lncreaee_5r :!ge:ljger,t' it may be found
that the ice cannot be removed even though the carburettor ali-Gfi-perature is increased to the maxi-
mum permissible value. Under these conditions it is neeessary to manually Iean the mixture to
restore fuel flow and BMEP to their original value. Manual leaning should be used only in the cruise
power range (except in extreme emergency), and the procedure should be accomplished with extreme
caution, since sudden removal of ice may result in too lean a mixture. lr

-l
pressure will automatically drop slighily and the BMEP will be well below crulse limits (max. psi).
1EO

(d) Descent and Approach. During deecents and approaches in icing or suspected icing eondltione,
the
constant of tto maintain 15oC CAT shall be used in accor-
, however, to pay parti to the car-
burettor air temperature when inc reasing power$efore final approach and make sure that the preheat
is fully off before Ianding
An additional means of reducing the possibility of carburettor icing is to accomplish the power reduction
during descent bI_dec,reaging.the RpM i]lstead of throttling back, t-n,rs aUffi
remainopentooffertheteastamo@andtheleasireetrictionoftheflow
area. A further advantage is the comparatively high BMEP which will maintain a cylinder temperature
high enough to ensure full carburettor preheat capacity if required.

Due to the obvious hazards lnvolved in encountering aevere carburettor icing and subeequent power
loss
at low altitudes. It is thet alert attentisn to is .ven to of
a so aa to
a 1n corre ve8

06. SUMMARY

It appea.rs from the above that unfortunately there is no guch thing as a eimple
induction system iclng. The following fundamental principles shoura, however be ',rule of the thumbil in dealing with
carerutiy observed: -L
(1)Acquirethorough knowledge of the many different types and aspects of induction
ay6tem icing and learn to
recognize atmospheric conditions induelve to the formation of ice,

(2) Be thoroughly familiar with the use and effect of the carburettor anti-icing and de-icing systems.
(3) Always give alert attention even to the elightest indieations of ice
accretion in the induction system and
immediately apply preventive measures to check and eliminate any ice in its very early stagea.
of course, particularly This is,
important when operating at low altitudes.
I
E (4) use continuous preheat aa a preventive meagure when flying in instrument
(a weather under obviouely
crltical conditione - particularly during deecent and approa-ch
*
rJ: (5)Alwayg be prepared to meet sudden unaecountable power loseeg with the
N immediate applicatlon of
o
o "AuTo RICHTT mlxture and FULL PREHEAT CAPACITY. (Look out fsr the possibility ef engine over-
speeding in the event of a sudden return o{ power. )
o
6,
o (6)Report all cases of induction system icing and give full details of atmoepheric conditiong,
effect of corrective measures used, etc. Always remember that actual experience is the best sJ,*ptoms,
basig for
the improvement of procedures to combat the hazards of induction Bystem lcing.

-ooo-
 n/JDtfirYtUlrrrurlt:J.ilrmtl
AEROPLAIIT TTIGHI ITIA}IUAI. DC.6/68
COilPTilY IDIIIOlI

APPENDIX No. 2 APL A 2

Sheet 1
Examples on Performance

fi- Note: All the below examples do not correspond to the example-Iines given in the different diagrams.

01. TAKE-OFF
)

(1) Examples on the Diagrame MiniTqke-off R/W:lengtha l\E! r!.1. a.

(a) Take-off weight limlted bv R/W-Iength.
Given: DC-6Et take-off with WET/CB 1? engine rating, autofeathering
AvaiLable R/W-length = 1200 m.
Airport elevation = 1000 ft.
R/W-slope = Il2'/o downhill.
Hard surface R/W.
Wind component ={0 KT (headwind) .

QFE = 965 mb.

L] OAT = + 32oC.
Dew point temperature = + 26oC,

Find Max. take-off weight (i. e, the take-off weight for which 1200 m R/W under the above
given conditions is the Min. Take-off R/W-Iength).

Calculation: Make sure that the correct diagram is used. In this case CB 17, WET A/F, APL 4,3.2.
Sheet 1.

Enter the diagram at 1l\o/o downhill slope, go verticallyto 1200 m Min. Take-off
R/W-tength and then horizontally right to wind = -20 KT, Go right and parallel to the
Iines of the wind correction diagram until you meet the Reference Line, then horizon-
tally right to 1000 FT Airport Elevation and read vertically down the max. take-off
weight = 4240A kg. , vaUd in standard atmosphere, i. e. dry air and std, temp.

The corrections for temp. deviation from std, and for humidity are found in APL 4,3.4.
and the above take-off weight, 42400 kg,, is corrected as follows: Enter the diagram on
the front page of sheet 1, at QFE = 965 mb, go vertieally up to Dew Point Temp.:+26oc,
A.i thenhorizontally left toOAT = + 32oC and readvertically down Eq, OAT = + 43oC.

A- On the remaining pages find the correction factors to Eq. OAT, In the above example
\'- the take-off weight is limited by the available R/W-length, i.e. it is lower than the
max. weight for the actual airport elevation. Furthermore, the Eq. OAT is above
standard. Thus the correction given in 02. (1) (a) applies.
N- Enter the diagram at Eq" OAT = + 43oC go vertically up to 1000 FT Airport Elevation
(i and read horizontally left a correction = 2400 kg. Thls correction must be subtracted
from the weight valid in std. temp.
Note: For Eq. Temp. below std. it is perrnissible to increase the weight by 35 kg. for
6ffioC below std. without exceeding max. take-off weight for actual airport elevation,

Result: Max. Take-off Weight = 42400 - 240A = 40000 kg.

(b) Excess RIW-length available

Given: DC-6E} take-off with wET/CB 1? engine rating, autofeathering"

Available R/W-length = 2250 m.
Airport elevation = 2000 ft.
0{ R/W-slope=1%uphill.
Hard surface R/W.
-; Wind component = -20 KT (headwind).
d{
o QFE = 930 mb.
OAT = + 30oC
@ Dew point temp. = + 25oC,
d
a

(more) Effective: Jul. 17. 5?

APL/Rev.47 lssue N0..2

 A.PPENDIX No. 2

Examplee on Performance (cont'd)

Find: Max, Take-off Weight (i. e. the take-off weight for which 2250 m R/W under the
above given conditions in the Min. Take-off R/W-fengtd.

Calculation: Make sure that the corect diagram is used. In this case CB 1?, WET, A/F,
APL 4. 3 . 2. Sheet 1.

Enter the diagram at I % uphill slope, go vertically lo 2250 m Min. Take-off

R/W-Iength haU the way between the Iines for 2200 and 2300 m and then horizontally
right to wind = -20 KT. Go right and parallel to the l1nee of the wind correction
diagram until you meet the Reference Line and then hortzontally right. In this case
you will meet the line "Max. Permissible Take-off Welght'r before coming to the
airport elevation line of 2000 ft, which, by the way, never will be met if you are
going on horizontally to the right. Thie indicates exceas R/W-length in std. atmos-
phere. When meeting the Une Max. Perm. Take-off Weight, you must follow thls
line to actual airport elevation = 2000 ft. From this intersection go vertically down
and read max. take-off weight (in std. atmoephere) = 4?650 kg. This weight is limi-
ted by the cllmb requirement.

Note: When coming from the wind comection diagram always go to actual airpod
elevation before going down to the take-off weight scale. If you, for ingtance, are
going horizontally right from the wind correctlon diagram, without meeting the next
diagram, go down to the Ma:r. Perm. Take-off Weight-1ine and follow this to. actual
airport elevation, and then down to take-off weight.
The correetions for temp, deviation from std. and for humidity are found in APL
4,3,4, and calculated as follows:
Enter the diagrarn on the front )age at QFE = 930 mb.

Go vertically up to Dew Point Temp. = + 25oC, then horizontally left to OAT = +30oC
and read vefiically down Eq. OAT = +41oC.

In APL 4.3,4, find the correction factors for Eq. OAT. ln the above example there is
Excess R/W-Iength and the Eq. OAT is above std. thus the correctlon in 02. (2) applies.
Calculate Excess RIW-Iength, comected to no wind and no slope as follows:

Enter APL 4.3.2. sheet 1. at 1 % uphill elope again, go the same way as at the first
time until you reach the Reference Line. From here go horizordally right to the ver-
tlcal ecale"Min, Take-off R/W-Iength, No wind, No slope" and read 2200 m (=a Rlw,
L
which without wind and slope, from a performance point of view is equal to actual
R/W with slope and wind).
From the intersection between Airport Elevation and Max, Perm. Take-off weight go
horizontally left to the same scale, "Min. Take-off R/W-length, No wind, No slope"
and read 2040 m (= the R/W required inetd.. Atmospherenowindandnoelopeforthe
max. weight for actual airport elevation). Thus excees R/W-length corr. to no wind
and no slope is equal to the difference between available and requtred R/W-length
both eoryected to no wi.nd and no slope, Le. 2200 - 2040 = 160 m.
In the diagram APL 4,3.4. 02, (2) you will find the Eq. OAT, called the CRIT. Eq.
Temp, , above which it is necessary to decrease the above obtained take-off weight.
This CRIT, Eq. OAT is obtalned in the following way: Enter the vertlcal scale at
Excese R/W = 160 m go horizontally right to airport elevation 2000 FT and read ver-
tical.Iyoownthe CRIT Eq. Temp, = 33oC. Then calculate the difference betweenihe
I
, corrections valid for Eq. OAT = 4LaC andCRIT. Eq. OAT = 33oC from 02. (1) (a) =
"o 2400 - t440 = 960 kg = the required decreaee intake-off weight.
6l
Reeultl Max, take-off weight = 47650 - 960 = 46690 kg.
.;
6l
o (c) Take-off ln tallwind.
a
o
c Given: Conditlone ae in example (1) (a) but with wlnd compbnent = -20 KT replaced by 5 KT
o teilwind component (+ 5 KT) .

(more)
 glDrtJrlTrlrt2lrlAt.ilrrE;
AEROPLA]IE FIIG}IT MAilUAI. DC.6/68
(otPrw EDtlt0lt

APPENDIX No. 2 APL A2

S heet ,
Examples on Performance (contrd)

Find: Max. Take-off weight.

Calculation: Enter the diagram APL 4.3.2. sheet l. at L12 % downhilt alope, go vertically to 1200 m
Min. Take-off R/W-length and then horizontally right to wind + 5 KT, Go left and parallel
to the lines of the wlnd correction diagram to the Reference Line, then horizontally rlght
to airport elevation = 1000 ft. and read vertieally down the max. take*off weight = 39600
kg., valid in etd. atmosphere, The correctlon for temp. deviatlon from gtd. and for
humidity are the aame aB in example (1) (a).

Result: 39600 - 240A = 37200 kg

(d) Take-off from grasa fields.

Given: Conditions as in example (1) (a) but with hard surface R/W reptaced by a grass strip

F ind: Max. Take-off weight

Calculetlon According to the conditione glven in the diagram APL 4,3,2. a grass field requires an
increase in Min, Take-off R/w-length of 7 % compared to that of a hard surface R/W.
This means that you must calculate the take-off weight, requiring a R/W length,
which lncreased by ? {oris equal to the available R/W-length = 1200 m.

The R/W-length, which increased by 7 1o (muttiplied by 1. 07) is equal to 1200 m is

obtalned as 1200 m dividedby 1.07 = 1120 m. Enterthe diagram APL 4.3.2. sheet 1
at Ll2lo downhill slope, go vertically to 1120 m. Min. Take-off R/W-length, then
horizontally right to w!ild - 20 KT etc. ae in example (1) (a) and read finally max.
take-off weight = 41400 kg.
The corections for temp. deviation from std. and for humidity are the same as in
example (1) (a).

Result: 41400 - 2400 = 39000 kg.

(e) DC-6. Take-off with propeller reve rsing not available on all enElneg
Calculation: According to APL 4. 3. 1, 04. The Min. Take-off R/W-fength must be rncreased by
7 flo compared to that obtained from the diagrams APL 4. 3 . 2 . The calculation ln this
U (f) Take-off with an
case ie made in the same way as shown in example (1) (d).

.tive wheel brake

N.
Given: Conditione as in example (1) (a).

Find: Max. Take-off Weight.

Calculation: In accordance withAPL 2.5.7.06. atake-off with one wheelbrake u/s requires an
increaee in Min. Take-off R/W-Iength of 2O7o compared to that grven in the diagrams
which is based on all wheel brakes operative. This meang that you must calculate
the take-off weight, requiring a R/W-Iength, which inbreased by 201o, is equal to the
available R/W-length = 1200 m.

The following figures will be obtained by using the principle laid down in (1) (d) with
replaced by 20%. 1200 : 1.2 = 1000 m. Max. take-off weight in std. temp.
?y'o =
39400 kgs. Temp. corr. = 2400 kgs as in (1) (a).
I
N Reault: 39400 - 2400 = 37000 kgs.
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Effeetive: JuI. 1?. 5?

APL /Rev. 48 lssue No.. 2
 APPENDIX No. 2

Examplee on Performance (contrd)

(2) Examples on diasrams "Take-off FIiEht

t'. AP'L 4.3. 3.

(a) Given: DC-68 CB1?, WET, A/F

Airport elevation = 4000 FT
Wlnd component.= -15 KT
No R/w-stope
Hard surface R/W
QFn = 860 mb
Dew point temp. = + 21oC.
OAT = + 3OoC.
Required obstecle clearance =

- (15 + 0.01 D) m = 15 + 0.01 DFT. where

0.305
D in meters.

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. LENGTH = 0Om D=1000m

DISTgNCE FROM STHRT OF TEKE

Find: Max. Take-off Weight

Calculatiou: Calculate the distance from gtart of take'off to the obetacle equal to 1600 + 1000 = 2600 m.
Calculate the required obstscle elearanrce margin ' 15 + 0.01 D = 82 tr.T.
0.305

Thug the hetght of the alreraft must be at least equal to obstacle height + margln = \-
328 + 82 = 410 FT at a dietance of 2600 m from the starting point.

The Take-off Flight Path for CB1?, WET, A/tr. is given in APL 4.3.3. eheet 1.
Enter the diagram at wtnd component = -15 KT, go horizontally rlght to Distance from
gtart of take-off = 2600 m and then vertically up to a horizontal llne through Height
above lift-off point = 410 FT. In the intereection read Min. take-off RIW-Iength, no
wlnd, no 6lope = 1175 m'
I Go to the Min. Take-off R/W-length dlagram for the same take-off conditlons: in this
"o
6! case APL 4.3.2, sheet 1.
N
Enter the vertical scale ttMln. Take-off R/w-length, no wind, g]939" of this dlagrarrr
rO at 11?5 m. Go horizontally rlght to airport elevation = 4000 ft and then vertically down
N
o to the take-off weight scale and read 36900 kg = the max. take-off weight wlth regard to
o the obstacles in etd. atmoephere.
o
c The humldity and temp, corr. 1g done fur the same wey as ghown ln the example8 to dla-
o
gram8 "Min. Take-off R/W-Iength" ABL 4.3,2. Enter the dlagram APL 4.3.4. at QFE=
- 860 mb end rcad the Eq. OAT - + 39-C.
(more)
 mJortu?Tul rrarrtt:J .ilt D;
AEROPTA}IE TI.IGHT thA}IUA[ DC.6/68
coilPAltY tDtilor{

APPENDIX No. 2 APL A 2

Sheet 3
Examples on Perforlqance (cont'd)

In this ca6e the take-off weight is limited by the fictive "Min. Take-off R/w-length"
(found in APL 4. 3. 3. sheet 1) = 11Zs m and thus the correction for Equivalent Temp'
= ZOaO tgs as found in APL 4.3.4. 02. (1) (a). Max. take off weight
with regard to
obstacles =36900 - 2640 =34260 kgs.

CAUTION: Donrt forget to checkthe above weight with regardto available R/W-length.
This is done ae shown in APL A 2. 01. (1) by using the "Min.Take-off
R/W-lengthl diagrame, inthis case, APL 4.3.2. sheet 1.
Enter thie diagram at R/W slope 0, go vertically to Min. Take-off R/W-fength = 1600 m,
then horizontally right to wind comp. = -15 KT, follow the dlagram llnes right to the
reference line and go right to airport elevation = 4000 ft and read finally a take-off weight
in std. atmosphere of 42600 kg. Thie weight is higher than 36900 kg. which was the max.
weight in std. atmosphere with regard to obstacles. Thus the weight ie limited bythe
obstacles,

Result: Max. Take-off weight = 34260 kg., limited by obstacles

N- Note: In case of R/W-slope use a simplified safe approximate method in which

56ilacle of is used instead of height above lift-off

D.

02, CLIMB

N- (1) Examples on the diagram ttclimb Chartil ApL

4 4.2.
(a) Given: DC-68 take-off weight = 48000 kC.
Airport elevation = S. L.
Cruisingaltitude= 12000 FT std, pressure height.
Forecasted OAT at S.L . = + 4ao$, OAT at approx. average height betweeri airpofi ald
U cruising height (6000 FT) = + 2ooc and oAT at cruising rreigtrt llzooo rtf = oba .
Average wind component in climb = -36 KT.
4-engine climb

Find: Time, fuel and distanee travelled in climb.

;1. Calculation: Calculate average temp. deviation from standard temp. ae follows:
Height
(FT)
Forecaated OAT
(oc)
' ,
Std. Temp.,
(oc)
Temp. Deviation from Std.
(oc
12000 0 -9 +9
6000 +20 +3 +17
s, L. +40 +15 +zi
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Effective: Jul. 1?. 5?

APL /Rev. 49 lssue No.. 2
 APPENDIX No. 2

Examples on Performance (cont'd)

Thus average temp. deviation = 51:3 = 1?oC.

Notg: The std. temp. is obtained from the 2nd column in the Climb Power Setting
Chart on the front sheet.

Enter the gcale ttAverage

Temp. Deviation from Std. tt of the left diagram at + 1 ?oC,
go horizontally right to std. pressure height = 12000 FT, thereafter vertically up to
take-off weight = 48000 kg and read horizontally right Time to Climb from S. L. =
36 minutes and Fuel conaumed = 1170 kg.

Continue horizontally right to the take-off weight = 48000 kg and then vertically down
to a horizontal line through wind comp. =-36 KT arrd read 90 NM.
Note: Distance travelled may also be calculated on the computor by means of time and
Eve-rage ?AS, given in the Srd column of the Climb Power Setting Chart. In this case
Average TAS =1?9KT+5KT corr. for 1?oC = 184 KT. (Corr. on Average TAS given
to the right of the Climb Power Setting Chart).

Thus average groundspeed = 184 - 36 = 148 KT and distance travelled = 148 x time =
89 NM.

Result; a) Time = 36 minutes

b) Fuel consumed = 1170 kg.
c) Approx. 90 NM.
(b) Given: Climb from an airport with elevation higher than S. L.
Find: fime, fuel di"t.rr"" travelled in climb.
"rri
Calculation: See Note 2, in the climb forecast chart.

(2) Examples on the diagrams

t
CeilinEil APL 4,4 4

(a) Given: CB17 engine rating

Tahe-off from birport permitting atake-off weightof 48580kgAirports within 90 minutes

flight time from all points of the route.
En route a 15000 FT high mountain
Fuel from take-off to the above mountain = 5000 kg.

Find: Weight limitations with regard to the mountain.

Calculation: In thig case 3-Engine Service Ceiling applies.

Enter APL 4.4,4,, at height = elevation of mountain =._15000 FT, go horizontally right to
the dotted line, "Max. Permigsible Terrain Elevation'r immediately below 3-Engine Service
Ceiling and read vertically down gross weight = 40100 kg.
This weight representa the max. weight of the aircraft above the mountain. As fuel dumping
is not permitted when calculating restrictions due to 3-Engine Service Ceiling, the above
max. weight will limit the take-off weight to max. 40100 kg + fuel from take-off to the
mountain = 40100 + 5000 = 45100 kE.
I
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o Regult Limitation with regard to the mountain: Max. Take-off Weight = 45100 kg.
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AEROPTA}IT TI.IGHI TIIA]IUAI DC.6/68
(oilPAilY tDril0N

APPENDIX No. 2 APL A2

Sheet 4
Examplee on Perforrnance (cont'd)

N- (b) Given: CB 17 engine rating

Take-off from an ai.rport permitting a take-off weight of 48580 kg.

After 3 hours flight time from take-off a 15000 FT high mountain en route.
Not possible to reach airport within g0 minutes from that mountain.
Fuel frorn take-off to the mountain = 5000 kg. Fuel from the mountain
to the nearest airport = 1000 kg.

) Find: Weight lin'ritations with regard to the mountain.

Calculation: In this case both 3 and 2-engine Service Ceilings apply.

With regard to 3-engine Service Ceiling we have found a take-off vreight limitation =
45100 kg in example (2) (a).

Then make the following calculation w"ith regard to 2-Engine Service Ceiling: Enter
APL 4,4.4. at height = elevation of mountain = 15000 FT, go horizontally right to the
line ttMax, Permissible Terrain Elevation't immediately below 2-Engine Service
Ceiling and read vertically down gross weight = 33550 kg.
This weight repreeents the max. weight of the aircraft above the mountain. As fuel
dumping ie permitted when calculating with 2-Engine Service Ceiling there will be
no take-off weight limitation with regard to 2-Engine Service Ceiling.

However, the weight 33550 kg. must include fuel enough to reach the nearest airport.

Thus the 2-Engine Service Ceiling will limit the Max. Weight Leea FueI to 33550 kg.
- fuel from the mountain to the nearest airport = 33550 - 1000 = 32550 k8.
ResuIt Weight limitations with regard to the rnountain. Max. Take-off Weiglrt = 45100 kgs.
Max. Weight Less Fuel = 32550 kg.

D-
03. CRUISE
L
(1) Example on the Power inp Charts. APL 4.5.2

(a) Giyen: Normal Cruise

OAT = ooC (true OAr)
L cAT = 12oC
Std. pressure height = 1?000 FT (altimeter adjusted to 1013.2 mb)
Gross Weight = 40600 kg.

Find: Power Setting (i.e. Blower, RPM, MP, BMEP-drop) FF and IAS
Calculation Enterthe height diagram of APL 4.5.2, sheet 1 at OAT = OoC (true OAT), govertically
down to Std, Pressure Height = 17000 FT and then horizontally, in this case, right and
read H.B., RPM = 2200, MP = 31", BMEP-drop = 2 psi (figures in green), FF = 256 kg/h
and IAS = 177 KT in the weight biacket 42000 - 40000 kg.

!"i Correct MP for OAT-deviation from std. as follows:

'rfl In the intersection between OAT and Std. Pressure Height read the MP-corr" by inter-
d\
polationbetweenthedottedcorreetionlineg, inthiscase+LLf2", ThusMPcorr.
for OAT-deviationfrom std. = 31 + L l12 = 32 L12".
# Correet MP for preheat as followe:
dt
o Calculate the difference between CAT and OAT = 12oC. Add Lf2" f.or each 10oC difference,
6A- in this case approx. + !P". Thus the final correeted MP = 32 ll2 = 112 = 33".
{ psi, FF = 256kglt.
o
{6 Result Power Setting: H.E}., RPM 2200, MP = 33", BMEP-drop = 2
IAS = 1?7 KT.

D- (more) Effective: Ju1. 1?. 5?

APL /nev. 50 lssue No.. 2
 APPENDIX No. 2

Examples on Perforznance (cont'd)

A-' 04 LANDING

(1) on the , Min, Landing R/w-length, APL 4. 8,2

( a) Landing weisht limjlqg,llBl'w:lenglh
Given: Landing at intended destination
WET, CB1? engine rating available
Available R/W-length = 1300 m
AirPort elevation = 2000 FT
R/W-siope = I l2 'lo downhill
Wind comPonent = -15 KT (headwind)
oAT = * isoc.
Find Max. Landing Wei.ght (i. e. the landing weight for which 1300 m R/W under the above
conditions islhe Min. Landing R/W-length) and the landing flap setting"

Calculationr Enter APL 4,8,2, at Rfw-slope = Ll2olo downhill, go verticallyup to Min. Landing R/W-
Iength = 1300 m, go horizontally right to wind = -15 KT. Go right and parallel to the
Iinee of the wind correction diagram until you meet the Reference Line, then horizontally
rieht to 2000 FT Airport Elevation and read vertically down the max. landing weight =
83?50 kg. As there is no temp. corr. this weight represents max. landing weight.

Result: Max. Landing Weight = 33?50 kg. Landing flap setting = 5Qo.

*ittt "e4".
(U)f-""ai"g

Given: Landing at intended destination

CBl? engine rating available
Y[! not available
EaiiabEE]w-Iength = 18oo m
airnsrt
rrrr ! elevation = 4000 FT
F,/W-sloPe=1{euPhiil
Wing comPonent = 0
OAT = + 2ooc.

Find: Max. landing weight (i. e, the landing weight for which 1800 m R/W under the above condi-
tionsigtheMin.LandingR/w.length)andlandingflapssetting.
calculation: Enter ApL 4,g.2, at R/w-slope = 1 % uphill, go vertically up to Min. Landing R/w-lengtrr =

1800 m, then horizontally right to wind = 0 (=Reference Line), then continue horizontally
right. In this case the heaw drawn airport^etevation line = 4000 FT will not be met. This
indicates excess Riw-lengfr when using 50o flaps. The max. landing weight.with 50o
flaps, 3B?00 kgs, is obtained vertically down from the intersection between "max.
perm. Ianding*weight, b0o flaps DRY CB1?" and airport elevation = 4300 FT. In this
u*.;;;; iroiurr".] tire R/w is tong enough to permit landing w.ith 40o flaps asright
the
dotte; airport elevation line = 4000 FT. will be met when going horizontally
f}f,il-ttre reference line. Vertically down from the intersection between those two
lines find the max. landing weight 40o ftaps = 39300 kgs. As there is no temp. corr.
this weight represents max. landing weight'

t
Result: Max. Landing Weight, 50o flaps = 38?00 kge'
.o Max. Landing Weight, 40o flaps = 39300 kgs'
6l

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 MtDr&rtlrrt t nlttt:r ttt iat
AEROPIAI{E TTIGHI ThA]{UAI. DC.6/68
(oilPAilY rDtIt0il

APPENDIX No. 2 APL A2

Sheet 5
Examples on Performance (cont'd)

(e) Landing in tailwind

Given: Conditions as in exampLe (b) but with w'ind component = 0 replaced by 7 KT tailwind
component (+ ? KT),

Find: Max. Landing Weight.

Calculation: Enter APL 4,8,2. at 1 % uphill slope, go vertically up to 1800 m Min. Landing R/W-
length and then horizontally right to wind = + ? KT. Go left and para1lel to the lines of
the wind comection diagram to the Reference Line, then horizontally right to airport
elevation = 4000 FT and read vertically down the max. landing weight = 36000 kgs.
No temp. corr. for landing.

Resu1t: Max. landing xreight = 36000 kgs.

05. GROSS WEIGHT CHART

(l) Take-off
(a) Given: DC-68 take-off from Baghdad, R/w 13.
WET, CB17 engine rating, autofeathering.
Wind component : -10 KT
QFE = 1000 mb.
Dew point temp. = +20oC,
OAT = +40oC.

Find: !Iax. Take-off weight

Calculation: Calculate Equivalent Temp. as follows: Enter the diagram on the back sheet of APL
4.9. 1. at QFE = 1000 mb, go vertically up to Dew Point Temp. = + zOoC, then
horizontally teft to OAT = + 40oC and find Equivalent OAT vertically down = + 4?oC.
From APL 4.9.2., column Gross Weight, find Max. take-off weight vali.d for no wind and for
Equivalent Temp. up to and including the crit. Equivalent Temp. (3OoC) = 48530 kg.
Furthermore, find a headwind correction of 95 kg/K'I. Thus the correction for wind=
(10 KTheadwind comp.) x (95 kg/ 1 KTheadwind comp.) = + 950 kg.

The correction for temp. is calculated as follows from the appropriate diagram in
APL 4.9. 1. Calcu1ate on the left ecale the difference between the corections valid
for Eq. OAT and CHT. Eq. Temp. = 2660 - 920 = 1740 kg = the required decrease
in take-off weight. Thus the take-off weight corrected for wind and equivalent
temp. = 48530 + 950 - 1740 = 477 40 kg which is lower than the Never Exceed Weight
given in APL 4.9.2., sheet 1.

Result: Max. Take-off Weight = 47740 kE,

(b) Given: DC-6B. Take-off from Rome, R/W 34.
WET, CB 1? engine rating and autofeethering available.
Wind comp. = + 7 KT (TAILWIND)
N QFE = 1000 mb.
Dew Poinf Temp. = + 2OoC.
I
o
N
OAT = 32'C.

Find: Max. Take-off Weight.

;c{
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Effective: Sep.23. 57
APL /Rev. 11 7 lssue l{o 3
 APPENDIX No, 2

Examples on Performance (cont'd)

Calculation: Find Eq. OAT as ahown in example (1) (a) above = 39oC.
From APL 4.9.2. findT:O.W: = 48380kgs andCrlt, Eq. OAT = 6BoC.
Inthie case a wind corr. of 250 kgs/KT tailwind ig found in APL 4.9.1.
Thus the correction for wind = (7 KT tallwind eomp.) x (-250 kg/KT tailwind comp.)
=-1750 kgs.
The correction for eq. temp, is calculated as follows from the appropriate diagram
of APL 4. I . 1 , :
Calculate on the right Bcale the difference between the corrections
valid for Crit. Eq. temp. and Eq. OAT = more than 7000 kge - 3800 = more than
3200 kgs = the permitted lncrease in T.O.W.
Thus the T.O.W. corrected for wind and eq. OAT = 48380 - 1750 + more than 3200 kgs =
more than 49830 kgs which is higher thanthe Never Exceed Weight = 48380 kgs,

Reeult: Max. Take-off Weight = 48380 kge.

(2) Landing

(a) Given: Landing at Agra, R/W 30 as intended destination.

WET CB 17 engine rating avallable,
Wind component = - 15 KT (headwind)
oAT -- + zsoc.
Find: Max. Landing Weight.
Calculation: In APL 4.9,2, find Max, Landing Weight in no wind = 35?50 kB.

According to APL 4. 9. 1. this weight can be increased by 300 kg for each KT headwind
comp. thus by 15 x 300 = 4500 kg.

No temp, corr. for landing,

Max. Landing Weight = 35?50 + 45000 = 40250 kg which ig above the Never Exceed Weight=
40040 kg given in APL 4. 9 . 2 ,, sheet 1 .

Result Max. Landing Weight = 40040 kE.

N (b) Given: Landing at Copenhagen, n/W 04, as intended destination.
WET, CB 1? engine rating available.
Wind comP. = + 6 KT (TAILWIND).

Find: Max. Landing Weight

Calculation InAPL 4.9.2. find max. landing weight in no wind = 40040 kgs = Never Exceed Weight.
Thus probably excess R/W is available.
According to APL 4.9. 1. a decrease in landing weight of 1250 t<gs/KT tailwind will give
the correct max. landing weight if no excess R/W is available. If, however, excess RfW
is available and max. Ianding weight is wanted, the landing diagrams, APL 4.8-2.,
must be used as shown in example 0a. (1) (c). In this example a max. landing weight of
40040 kgs wiII be obtained.

Result: Max. Landing Weight = 40040 kgs.

N -oOo-
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