FWIW - here is a cut and paste from my notes on how you manage and fly the C-46.
There were never any certified V-speeds on normal C-46s. No "blue line," no Vmc, V1, V2, Vx, Vy, etc. Many chief pilots couldn't live with this, so they conducted their own rough testing, and picked some speeds that worked well enough, and with which they could browbeat trainees and checkees. But anyone who uses them is kidding himself, and possibly developing a dangerous thought process. Having published "V-speeds" also means that a "V1 cut" is required on check rides, and I've had quite enough excitement in airplanes, thank you very much, we don't do those, anymore. Without published V-speeds, the FAA does not allow even the simulated failure of an engine in flight below 500 feet on a check ride.
The old manuals usually call for a "minimum safe single engine speed," and it's generally around 95 knots, or "close enough," and that's what we use.
(Some C-46s were heavily modified, and certified under the old CAR 4b for transports (Everts has one working on a Part 121 operation, today!) Those do have true V1 and V2 speeds, along with appropriate charts. Those speeds are NOT good to use in the unmodified aircraft.)
Under CAF and FAA rules, we use full rated power (2,000 HP, 52", 2700 RPM) on ALL takeoffs, regardless of weight, a very good idea in ALL piston-powered airplanes.
With just a little help with forward elevator, the tail wants to come up around 40 knots or so, and with a little experience, we learn and hold a fixed attitude, slightly tail-low.
Somewhere around 80 knots the airplane obviously wants to fly, and we let it do so, holding the attitude at which it lifts off. The moment the airplane is off, that 80 knots instantly becomes 88 knots, as there is a built-in error in the pitot system when in ground effect.
Still maintaining the liftoff attitude, we allow a gentle climb and a gentle airspeed increase, and we accelerate to 95 knots. With that, and only when positive there will not be ground contact, pull the gear. Pulling the gear is the signal to everyone in the cockpit that we will continue flying with an engine failure. Before that, we'll probably put it back down. We continue to hold that same liftoff attitude and accelerate to about 105 knots, then pitch up gently (VERY gently) to hold that speed. Jet pilots have a LOT of trouble with this concept, and invariably they will haul the airplane off the ground and "rotate" to a nose high attitude as they do on the job. That is DISASTER in any old prop airplane, for the performance is simply not there.
(There is also NO SUCH THING as "Vr" or "Rotation" in a prop airplane! That is strictly a jet certification term, and has several very specific meanings that do NOT apply to props! I always get a chuckle out of the idea of "rotating" any prop airplane, especially something like a Cherokee.)
The Climb
As the gear comes up and the situation stabilizes at around 105 knots, we usually call for the first power reduction, to "METO" (Maximum Except Take Off) power, or 44" and 2550. When heavy, we'll delay that a few more seconds, to help gain altitude to protect from an engine failure.
At about 300 feet when light, or 500 feet (or more) when heavy, a second power reduction is usually used, to 36" and 2300 RPM, or "Climb Power."
105 knots makes an excellent pattern speed during the climb, and in level flight. The airplane seems to like that speed, using about 25 inches of manifold pressure and 1800 RPM on downwind, level. Any faster speed tends to overrun other VFR traffic in the pattern, and slower than 105 knots brings on problems with an engine failure. Trainees will almost always lose 10 knots while they struggle with the airplane, and while 95 is fine, getting slower will cause control problems with one engine at high power, and one windmilling.
The Approach
Trainees quickly learn that if they let the speed drop below 95 knots anywhere on downwind or base, or if they get below the glide slope, it is certain that I'll cut one, and equally certain he won't make the runway. They will not want a second demonstration!
The Landing
The best way to fly the airplane is to stay WELL above the electronic or visual glide slope, and keep 105 knots and NO flaps to somewhere within about a mile of touchdown. At that point, full flaps can be extended, and the power eased back a bit, allowing the airspeed to slowly drop off to about 75 or 80 knots over the fence. Somewhere in the flare, it is best to completely close the throttles, and land power off. There is a tendency for the nose to drop, but a little back pressure handles that, as on almost any airplane. There is plenty of time to "feel" for the runway, and land in a slightly tail-down attitude.
Under NO circumstances should C-46 pilots aim for a touchdown on the end of the runway. It's too easy to misjudge and "stub your toe" on the runway lip, and I've seen that happen too many times. Aim for the numbers, or where the numbers should be, or beyond.
Depending on the vertical speed at the moment of touchdown, the airplane's tail may drop. The tail is very heavy, and again old Isaac's laws come into play. The gear stops the vertical speed of the gear, but the heavy tail wants to continue down. That may increase the angle of attack enough to make the airplane fly again, which is probably not a good idea. If the landing is a squeaker (a better term would be "squaller," for the tires will emit a low-pitched yelp of some duration on a really good landing, while the tires come up to speed), there will be little tendency for the tail to continue down. With an "impact," the tail wants to come down a lot, and that leads to the famed C-46 bounce.
The Bounce
The downside of doing wheel landings is that bounces happen. A lot. Handled properly, a bounce is no big deal, but most manage to snatch defeat from the jaws of victory, and make them worse. The worst possible solution is to try and "pin" the airplane by pushing the yoke well forward, raising the tail, and keeping the airplane on the ground. One person who used to instruct in China Doll before I arrived preferred this technique, and one day managed to nail both props. I understand he walked away, and was never seen again. No wonder they were short of instructors!
Now, there's a difference between a slight forward pressure to keep the tail from continuing the descent when the main gear's downward progress is halted by the ground, and stuffing the nose down to achieve a negative angle of attack while the airplane is still airborne. The first is done as touchdown occurs, the second is usually attempted with the airplane still in the air after a bounce.
I have seen many people get a bounce, try to land again, get another, and then continue the length of the runway, bouncing merrily away, each one about the same as the last. This is made worse by small shots of power, which do nothing but keep the forward speed up, allowing more bounces before running out of lift.
The easiest way is to note the attitude at or just before the first touchdown, and nail that attitude, letting the airplane bounce. It will quickly lose speed, the bounces will decrease in height and damp themselves out (he says), and by about the third touchdown, they'll be all done. If the natural tendency to add power is avoided, there will be very little extra runway used.
Another technique is to simply add power, set up a new touchdown, and try to land it again. Of course, that often ends up with another bounce, much further down the runway.
No matter what technique is employed, the new C-46 pilot invariably gets so distracted by the bouncing, he forgets all about the rudder. Bad move, the airplane KNOWS. I don't know how, but it just really does know. So swerves will begin, adding to the woes of the pilot. By this time, his hands will be so sweaty he's slipping on the yoke and throttles, and the sweat is getting in his eyes so he can't see the swerves, I guess.
In that case, we might as well just do a go-around and get it over with, mop up the sweat, and come back for another.
The Swerve
I've never run off a runway (or ground looped), but I've come closer than in any other airplane while instructing in the C-46. I've been from one edge of the runway to the other many times now, and it's just not a fun maneuver. It is the classic problem faced by all instructors, just how far can you let a trainee go. You must allow mistakes, and allow the trainee to attempt the correction, but this one is so critical, and recovery is so difficult, it's really hard.
It's also hard to explain why I've just rammed in full rudder, and started reaching for the throttles (a primary recovery control). He thinks I've just reacted for no reason at all, because he probably didn't even see the nose start to go.
It's rarely the first swerve that's the most difficult. What happens is that the airplane will swerve (for whatever reason), the trainee (or instructor) then stops the swing, leaving the nose pointed at the edge of the runway. It's very easy to panic at that point, and actuate all available control to the other extreme, to keep it on the runway. Once the nose swings back towards the centerline, the trainee relaxes, and figures everything is all right, after all, we're going to miss the edge of the runway. But what is happening is that the airplane is now in a violent and near-uncontrollable swerve that will go right through the runway heading, with an increasing yaw rate! This is the swerve that will put you right off in the boonies in short order, in a ground-looping swirl of dust.
The instant that nose stops on the first swerve, and just barely begins to swing back to the runway heading, THAT'S the time to start full attempts to stop the new swerve!
It is SUCH an interesting airplane, and I love it dearly.
Be careful up there!
Vne: Never Exceed 234
Vmo: Maximum normal operation 191
Va: Maneuvering 130
Vle: Landing Gear-Extend 130
Vfe: Flaps-Extend 117
Landing Lights 121
Description Pwr Setting Prop RPM Takeoff Power 52.0? 2,700 Maximum
Except Take Off. 44.0? 2,550
Climb 36.0? 2,300
Cruise 30.0'” ~1,900