| L-1049 Super Constellation | |
|---|---|
| A Nordair L-1049H being serviced. | |
| Role | Airliner |
| National origin | United States |
| Manufacturer | Lockheed |
| Designer | Clarence "Kelly" Johnson |
| First flight | October 13, 1950 |
| Introduction | December 15, 1951 |
| Status | Retired, limited number flying airshows |
| Primary user | Trans World Airlines, Eastern Air Lines, Air France, Lufthansa, KLM, Trans-Canada Air Lines |
| Produced | 1951 - 1958 |
| Number built | 259 (Commercial) 320 (Military) |
| Developed from | L-049 Constellation |
| Variants | C-121/R7V Super Constellation EC-121 Warning Star |
| Developed into | L-1249 (R7V-2/YC-121F) Super Constellation L-1649 Starliner |
The Lockheed L-1049 Super Constellation is an aircraft in the Lockheed Constellation aircraft line. The aircraft was Lockheed's response to the successful Douglas DC-6 airliner and first flew in 1950. The aircraft was also produced for both the United States Navy and Air Force as transport and AWACS aircraft.
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Since 1943, Lockheed had been planning a stretched variant of the Constellation family. The first was an L-049 with a fuselage lengthened by 13 feet. The next was an L-749 lengthened by 18 feet. Neither was built due to the lack of suitable engines on the civilian market.
The idea was relaunched after a threat appeared, when the Douglas Aircraft Company launched a stretched version of its own DC-6 airliner as a cargo transport for both military and civilian operators designated the DC-6A. Douglas was soon to launch a passenger version of this new aircraft known as the DC-6B. The new DC-6 had the capability of carrying 23 more passengers than Lockheed's current production L-749 Constellation.
In 1950, Lockheed had purchased the original XC-69 Constellation prototype back from Howard Hughes's Hughes Tool Company. The XC-69 however, was equipped with four Pratt & Whitney R-2800 radials instead of the Wright R-3350 engines which usually powered the Constellation (this had been done by Lockheed to test the R-2800 as a possible engine option for the L-049). The XC-69 was lengthened by 18 feet, to become the basis for the L-1049 Super Constellation. The aircraft first flew later that year still fitted with R-2800 engines, but was quickly refitted with R-3350 956-C18CA-1 engines with jet stacks to help enhance the performance of the aircraft. Later modifications included strengthened landing gear and larger vertical stabilizers. Being impressed, Eastern Air Lines had placed an order for 10 aircraft, while Trans World Airlines (TWA) followed with a larger order for 14 aircraft. The L-1049 had almost 550 improvements and modifications compared to the L-749. Improvements over the L-749 included increased fuel capacity, rectangular portholes, larger cockpit windshields and improved heating and pressurization.
In 1953, the R-3350 Turbo-compounds were made available for civilian use. This led to the model L-1049C, which first flew on February 17 of that same year. The R-330-972-TC18DA-1 turbo-compound engines used by the L-1049C included a new turbine system called a Power Recovery Turbine (PRT for short), which was placed aft of each row of six cylinders. This allowed the engine to produce more power by driving gasses through the triple staged turbine system, rating each individual engine at 550 bhp. But due to this, large flames came out of the exhaust pipes. This was later solved by placing armor plating 2 in (5.08 cm) thick around the PRTs. L-1049C now had an increased cruising speed and climb rate. Although still lacking the range of the DC-6B, the L-1049C was now identical in performance to the Douglas and was now capable of carrying a larger payload. The wings of the new model were re-inforced along with sound-proofing in the cabin of the aircraft. The landing gear retraction system was also improved. A new series of interior layouts was offered for the new model; "Siesta" (47 Passengers with increased luxury), "Intercontinental" (54 - 60 Passengers) and "Inter-urban" (105 Passengers). Each of these new layouts included Reading Lights attached to every seat. In all, 48 L-1049C models were constructed, being used by Eastern, TWA, Air France, KLM, Trans-Canada Air Lines, QANTAS, Air India, Pakistan International Airlines, Avianca, Iberia, Linea Aeropostal Venezolana and Compania Cubana de Aviacion.
A freighter version, known as the L-1049D, first flew in August 1954. The L-1049D included two cargo doors on the left hand side and a reinforced magnesium floor as used on the R7V-1 military variant of the L-1049B. The L-1049D could carry a total of 36,916 lbs (16,788.4 kg) and had a volume of 5,579 cu ft (157.98 cu m). At the time of its first flight, the L-1049D was the largest cargo aircraft. In the end, only four were produced and all were delivered to Seaboard & Western Airlines. Two of the four L-1049D aircraft were later converted to L-1049H standards.
The L-1049E had better success than the L-1049D with 28 being constructed for eight separate airline companies. Although similar to the L-1049C, the L-1049E was able to carry the same maximum load as the L-1049D. Despite this, the L-1049C and L-1049E could not cross the Atlantic Ocean without a stop-over due to possible weather issues. Lockheed thought of fitting a new variant based on the L-1049E with more powerful powerplants, but the project was cancelled. A different variant surfaced with the L-1049C as a base. This new variant would be powered by R-3350-972-TC18DA-3 Turbo-compounds which were more powerful than the previous DA-1 model. The aircraft would carry 71 to 95 passengers at a speed of 331 mph (532.69 km/h). Wingtip tanks were designed to carry extra fuel, which increased the range of the new model by 1,110 miles (1,786.4 km). The new tanks added 1,037 gallons of fuel to the aircraft allowing it to fly transatlantic or from Los Angeles to Boston nonstop, which the Douglas DC-7 was unable to do if headwinds existed. A new Bendix or RCA could be installed in the nose of the new aircraft, modifying the overall outline if chosen. New Hamilton Standard or Curtiss Electric propellers were also offered. Overall, this new version of the L-1049 had over 100 separate modifications. The new variant was unveiled in June 1953 as the L-1049G (L-1049F being already used for the military C-121C). Over 100 L-1049G aircraft were ordered by sixteen separate corporations. The L-1049G first flew on December 17, 1954 and first entered service with Northwest Orient Airlines in 1955. The nickname "Super G" (which was first used by TWA) was later adopted for the L-1049G.
The L-1049H first flew on November 20, 1956. Called "Super H" and "Husky", the L-1049H was a convertible passenger/freight aircraft, mating a C-121C based fuselage with L-1049G components. The cargo hold was 188 ft (57.302 m) long with a volume of 565 cu ft (15.99 cu m) when including the lower hold. The aircraft in passenger configuration could carry 94 to 120 people with seats, luggage lockers, Reading Lights and toilets all available for use along with the option of decorating the walls of the aircraft. When not in use, the luggage lockers and seats could be stowed in the lower hold. The aircraft entered service with QANTAS a month later. Some L-1049G and H aircraft in later production were fitted with the TC-18EA series engines used on the L-1649 Starliner. A final variant was planned in 1957, known as the L-1049J. Powered by four four R-3350-988-TC-18EA-6 engines, the L-1049J was based on the L-1049H with the wings of the R7V-2 Constellation and an extra fuel tank in the fuselage of the aircraft.
The first production example of the L-1049 first flew on July 14, 1951 and received certification in November of that same year. However, the perceived powerplants, Turbo-compound versions of the R-3350 were not yet availible for civillian usage, leaving Lockheed to use a less powerful version. The aircraft entered service with Eastern Air Lines in December, being put on the Miami to New York run. Eastern would later operate both the L-1049C and L-1049G. TWA followed, operating their aircraft from New York to Los Angeles. TWA also used their L-1049G aircraft on transatlantic services, doing 50 different crossings every week. In 1956, a TWA L-1049 traveling the route, collided with a United Airlines DC-7 over the Grand Canyon, leading to the deaths of all onboard both aircraft.[3] KLM first introduced the model L-1049C on the Amsterdam to New York run. KLM used their L-1049G equipment between Tokyo and Sydney. Air France used its L-1049C aircraft on the airline's first regular transatlantic services. Seaboard & Western Airlines used their L-1049D aircraft on unscheduled transatlantic cargo flights to either Germany or Switzerland. From the summer of 1955 to the spring of 1956, the British Overseas Airways Corporation (BOAC) leased three of Seaboards' L-1049D aircraft for passenger operations. Northwest Orient Airlines used their L-1049G aircraft on Pacific routes originating in Seattle, Washington and heading to either Tokyo, Okinawa or Manilla. The scheduled freight operator, Flying Tiger Line, used the L-1049H variant on North American routes and service for the Military Air Transport Service. It is worth mentioning that one Flying Tigers L-1049H was the last Constellation to be constructed in 1959.
Most Super Constellations were retired by their original operators after the advent of the Boeing 707 and Douglas DC-8. The last commercial flight of the L-1049 Super Constellation occurred in 1993, when the Federal Aviation Administration banned all airlines from the Dominican Republic that flew Constellations to the United States (this done due to safety concerns). At the time, the Dominican airlines were the last operators of any version of the Constellation.
Numerous military versions were operated by the United States Navy and United States Air Force. The aircraft were operated as transport aircraft and AWACS platforms. These aircraft would later see service in the Vietnam War, and would encounter several other roles including the transmission of television programs from the United States for the troops serving in the war and observing the Ho Chi Minh Trail. The last US Military Super Constellations were retired in 1982 by the United States Air Force. The Indian Air Force and Indian Navy used former Air India L-1049C, E and G versions converted by Hindustan Aeronautics Limited for use as Sea Air and Rescue aircraft. They were eventually retired between the years of 1981 and 1983 and were replaced by Tupolev Tu-142 aircraft. The Indian Military was the last military operator of the Constellation.
Data from Lockheed Constellation:From Excalibur to Starliner.[4]
General characteristics
Performance
Notes
Bibliography
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