The Last Two Douglas DC-6Bs

Oct 30, 2017

4 min read

Updated: Aug 16

Although there are many DC-6A and C-118 cargo versions in operation around the world, the DC-6B passenger liners were mostly "mothballed" as fiercely competitive airlines clamoured for more speed and greater seating capacities. The DC-6B represented the golden era of 'style' flying, whereas the jets that replaced them concentrated on high density and, above all, speedy transport.

As a result, the DC-6Bs that weren't placed in storage were either transformed into cargo carriers or used as water bombers.

Currently, only two DC-6B passenger liners remain airworthy and operational worldwide. Interestingly, these two planes were also the final DC-6Bs manufactured before the production line was officially shut down.

Their respective serial numbers are 45563 and 45564. Serial number 45563 left the Douglas manufacturing facility in Santa Monica on 15th October 1958, whereas her sister did likewise on 15th November 1958. Both aircraft were procured by Jugoslovenski Aerotransport (JAT) of Yugoslavia, where they were briefly utilised as commercial airliners before being assigned to the Yugoslav Air Force.

Configured as VIP aircraft, these two DC-6Bs were used as personal transports for the then President of Yugoslavia, Field Marshal Tito, and other high-ranking government officials.

In 1975, both aircraft were donated to the Zambian Air Force, where they served as VIP transports for President Kenneth Kaunda and his cabinet. However, in the following years, the aircraft fell into disuse and were eventually abandoned at Lusaka Airport.

In 1992, a deal was made involving the two aircraft and Namibia Commercial Aviation (Pty) Ltd (NCA), a company owned and operated by Mr. Chris Schutte. At that time, NCA had successfully run two DC-6 cargo planes on various United Nations mercy missions into Africa. The essence of the deal was that an agent for a British aviation supplier offered NCA 40 tonnes of surplus DC-6 parts from Zambian Air Force reserves, provided that NCA removed the two DC-6Bs stationed in Lusaka.

Upon arriving in Zambia, Mr. Schutte and his team were surprised to discover that, despite being neglected and dirty, with faded paintwork, both aircraft were in excellent mechanical condition and had logged very few flying hours.

Following minor repairs, serial number 45564 was transported to Namibia, soon followed by serial number 45563 in 1994. This latter aircraft, registered in Namibia as V5-NCF, was the first to be completely restored to its original condition and began operating as a charter aircraft. Appropriately named "Fish Eagle" after Namibia's national bird, it frequently flew from Windhoek Eros airport to Kariba and Victoria Falls, as well as on sunset cruises.

The success of "Fish Eagle" led Mr. Schutte to restore serial number 45564, and in 1997, it soared into the sky as V5-NCG "Bateleur."

Similar to "Fish Eagle," "Bateleur" was returned to its original VIP setup. As a result, the aircraft accommodates "only" 60 passengers in a business to first class setting, featuring an 8-seat club-style stateroom, 6 overhead sleeping bunks with individual lighting and ventilation controls, 3 spacious cloakrooms, reclining seats, and a wardrobe.

The VIP specification also includes extra sound insulation. Therefore, with ample comfort, outstanding onboard dining, and the capability of a pressurized aircraft to soar above turbulence, passengers experience the "flying-in-style" reminiscent of the 1950s.

In March 2000, Sigi Angerer, the chief pilot of the Flying Bulls, saw an advertisement for the DC-6B for sale in Africa in an airline magazine and acted swiftly. On July 7th, 2000, the "Fish Eagle" departed from Windhoek and set course for Salzburg. The journey lasted 28 hours, included 4 stops, and encountered no issues. Restoration work commenced in 2001, and after thousands of hours of effort, the DC-6B emerged from the workshop in all her splendor three years later.

The plane was assigned the American aircraft registration N996DM soon after its transfer to Austria. Thirteen years later, the DC-6B was officially registered in Austria and now operates under the Austrian registration OE-LDM, becoming the first DC-6B to receive an Austrian code. It is widely agreed that the DC-6B is in better condition today than when it originally left the Douglas factory in 1958.