AIREINERTECH - LOCKHEED CONSTELLATION & | SupeR CONSTELLATION a8; * Tech Manual Drawings + Detailed Structural Views + Early Problems and Fixes + Factory Assembly Close-Ups * Cockpit and Interior Photos + Prewar & Postwar ModelsAIRLINER TECH -<43¢ VOLUME 1 Sn CONSTELLATION By Scort E. GERMAIN PUBLISHERS AND WHOLESALE! SEMORIAL LIBRARY 500 N. DUNTON ARLINGTON HEIGHTS, IL 60004Copyright © 1998 Scott E. Germain Published by Specialty Press Publishers and Wholesalers 11481 Kost Dam Road North Branch, MN 55056 United States of America (612) 583-3239 Distributed in the UK and Europe by Airlife Publishing Ltd. 101 Longden Road Shrewsbury SY3 9EB England ISBN 1-58007-000-0 All rights reserved. No part of this book may be reproduced or transmitted in any form or by any means, electronic or mechanical including photocopying, recording or by any information storage and retrieval system, without permission from the Publisher in writing. Material contained in this book is intended for historical and entertainment value only, and is not to be construed as usable for aircraft or component restoration, maintenance or use. Designed by Amy T. Huberty Printed in the United States of America AIRLINERTECHCONTENTS Pte ke ee eke en CHAPTER 1 (CHAPTER 2 CHAPTER 3 CHAPTER 4 CoLor SECTION CHapTER 5 PREFACE 2... cescceccescceccescceccesccescesccnec cel THE SHAPE OF THINGS TO COME .........eeeeeeeeeeeeeeee ed BIRTH OF AN AIRLINER Post War CONNIESs .. INTO AIRLINE SERVICE BIG IMPROVEMENTS ......+2eeeceecececeeeerecceee cs ed2 THE LONG CONNIES ........0scesccescesccesccncess AB KODOCHROME CONNIES ........ceeceeeceeeen scenes OS THE CONSTELLATION CAPTURED IN COLOR FINAL CONSTELLATIONS AND FURTHER DEVELOPMENTS .........82 FINAL ADVANCEMENTS AND THE END OF AN ERA MaJor CONSTELLATION PRODUCTION MODELS .........98 LOCKHEED CONSTELLATION FLIGHT RECORDS - LockHEED Aircrart Corp., BURBANK, CA. 99 SIGNIFICANT DATES ........00seeeceecescceeeeeeess100 CONSTELLATION IMPORTANT DaTES LOCKMEED CONSTELLATION Super CONSPREFACE hho knew that brothers Mal- colm and Allan Loughead ‘would found such an influ- ential and important aircraft design and manufacturing company? The com- pany's first aircraft, the Model G, made its first flight in San Francisco on June 15, 1913. Later, in 1926, the company name was changed to Lockheed, His- tory defined the rest. Without the likes of Clarence “Kelly” Johnson, Hal Hib- bard, and other aeronautical geniuses at Lockheed, history-shaping aircraft such as the Lightning, Constellation, and P- 80 would never have been produced. Leading-edge technology and common sense management styles were Lock- hheed trademarks established during World War IT and continued today. This business acumen would propel the company, and its legendary Skunk Works division, to produce such clas- sies as the F-104 Starfighter, the U-2/TR-1, the SR-71, and the F-117A. ‘Today, with mergers and mega-defense a contracts, it comes as no surprise that Lockheed has a hand in top-line aircraft like the F-16 Viper and F-22 Raptor. But this book concentrates on another Lockheed legend, The cele Constellation was a piece of crafted al minum skillfully put together by loyal assembly line workers in Burbank, Cal fornia, Her triple tail would become a ‘trademark to her designers, airlines, pas- sengers, and mechanics alike. The gentle and smooth curves of the “Connie” fuse- lage implied efficiency and speed, some- thing lacking in late-thirties air travel Lockheed and Howard Hughes aimed to ‘break known perceptions of airliners and produce a defining aircraft that would ‘conquer the distances of continents, ‘oceans, and history. As you will ead, it ‘would take time, but they did it. Nobody writes a book on their own, and I would like to thank Nicholas A. Veronico for his patience and help in collecting data and research material for this project. William T. Larkins provided ‘Much bigger than most World War Il bombers, the model 049 could out-perform the pursuit ships in the early 1940s! Lockheed had truly ‘matched power with beauty to produce a technically and aesthetically superior aircraft. The Connie used the same basic plan, shape, and flap design of Lockheed's P-38 Lightning wing. The large area of the lowered flaps added a good amount of lift and drag, allowing the airliner to serve many of the smaller airports in America. (William T. Larkins) ‘many of the photos you see in these pages from his personal collection, They are significant because many of them are early Constellation photos never before published. Jim Upton also helped a great deal by networking with several Constellation people so I could gain first-hand information. The staff at the San Diego Aerospace Museum and their library were extremely helpful, and I ‘urge any aviation enthusiast to not only Visit the facility, but to become a mem- ber and help preserve history in a truly professional manner. Wayne Jones took time to educate me on his Constellation and the real-world operational aspects of the aircraft. Kathy Treadaway, a TWA Flight Attendant, sent me several Connie items used for this book, Generally, the main source used for ‘a book like this is the company that pro- duced the aircraft. Thanks go to Mr. Ronald C. Lindeke at Lockheed Martin for digging up the material he did have on the Constellation. It is interesting to relate that Lockheed Martin could offer little assistance for this book. What company records remain have been stored in a secure facility and are no longer available to the public, so mate- rial for this book comes from a variety of sources not ordinarily tapped. This should provide an interesting perspec- tive on the Constellation for readers. Scott E. Germain November 1997 AIRLINERTECHTHE SHAPE OF THINGS TO COME BIRTH OF AN AIRLINER (rar ‘ockheed’s graceful Constella- L ton sve is remembered a5 many things to many people. To Lockheed's Chief Aerodynamicist Kelly Johnson and Chief Engineer Hal Hibbard, itis undoubtedly looked upon as a child; a magnificent creation com- bining not only grace and elegance but also function and trademark form. This could also be true of the draftsmen and assembly line workers that put the Constellation together over the years. During its service fife, fight crews, flight attendants, mechanies, and pas- sengers alike all came to know the “Connie” with affection and a large degree of respect. In short, the Con- stellation makes up a good portion of early airline folklore. Much like North American's P-S1 Mustang fighter, Lockheed’s Constel- lation represented a quantum leap for- ward in airliner design. The tweaking and airframe development that occurred in the following years allowed the Constellation to keep abreast, if not ahead of, the competi- tion from Douglas and Boeing. The Constellation became the pinnacle of piston-engine airliner design. Flying on a Lockheed Constellation meant comfort, speed, elegance, and safety. But the shrill whine of the first tur- bine engines in the 1950s signaled the beginning of the end for the Constella- tion, Even the Turbo Compound R-3350 could not profong the inevitable: Airliner design had progressed to swept-wings and jet engines. The Constellation served as the hallmark for piston-engine airliners. The new jets would push the Constellation to second and third-ter operators, aircraft graveyards, museums, and eventually into the history books. A False Start April 1939 saw the Lockheed Air- craft Corp. at work on its Model 44 The ninth C-69 (msn 1969) to roll off the Burbank production line is seen here cruising northbound past Newhall, California. The C-69/049 featured an astrodome as seen here atop the forward fuselage. The eyebrow windows above the windscreens were deleted on later models. (Lockheed via Nicholas A. Veronico) Deen eee LOCKHEED CONSTELLATION & SUPER CONSTELLATION 5Excalibur, an aircraft designed for the new era of high-speed air travel. This aircraft would carry 21 passengers at a speed of 241 mph. After negotiations with Pan American Airways, the Model 44 was stretched to carry 30 passengers at a speed of 270 mph. The final development of the Excalibur ‘would hold 40 passengers and cruise at a speedy 300 mph. The program pro- ceeded to the mock-up and wind tun- nel phases. During this period of air- liner development, Douglas was get- ting ready to produce the first DC-4E (not the DC-4 that was finally put into production), and Boeing was working on its Model 307 Stratoliner and Model 314 Clipper. Airlines around the world would be placing orders for hun- dreds, if not thousands, of the new transports, Lockheed's success in the commercial market seemed to ride on its Model 44, but the Model 44 would soon be discarded altogether for some- thing much better. Pan American Airways (PAA) and Transcontinental and Western Air (TWA) were among the largest of the airlines taking an interest in the new aircraft. The flamboyant Howard Hughes, a major stockholder of TWA, wanted a new aircraft that would com- Trans World Airline still had 049s in service, as seen here at its San Francisco maintenance hangar in 1952. The R-3350s that powered the Constellation also powered the Boeing B-29 Superfortress, which was a blessing in disquise. ‘Many problems with the new engines had to be addressed, but the strategic importance of the B-29 program led to the R-3350 becoming a reliable and powerful engine. (William T. Larkins) bine speed, comfort, and good eco- nomics for “his” airline. Due in no small part to Hughes’ respected, wealthy, and intelligent influence, Kelly Johnson and Hal Hibbard met with Hughes and TWA President Jack Frye in June 1939 to discuss the Model 44 Excalibur. This secret mecting at Hughes’ Hancock Park home would set the tone for the entire program. The old and the new...A Flying Tiger DC-3 gives NC90818 (Model 049, msn 2080) “Star of the Red Sea” company in San Francisco on June 10, 1948. Post- war DC-3s were quickly relegated to cargo work and third-tier operators, while the newer Constellations, DC-4s and -6s, and Stratoliners offered more speed, payload, and deluxe passenger comforts. (William T. Larkins) Hughes wanted nobody outside of key figures at Lockheed and TWA to know that a new commercial aircraft was being designed. Hughes required an aircraft capa- ble of carrying 6,000 pounds of cargo and 20 passengers in sleeping berths, at speeds of 250 to 300 mph at 20,000 feet. Even though the Model 44 would meet that requirement, Johnson came to see that the Model 44 would have to bbe abandoned altogether. Did Johnson just then come to realize where com- ‘mercial airline travel was headed in the next 20 to 30 years? Did he have an epiphany and quickly calculate the need for high-speed transcontinental and transoceanic air travel? Did he take {nto account the possibility of a world war and the intrinsic need to provide massive air transport of goods and ‘men? Probably not. ‘Two different four-engine airliners had been introduced in Europe during the previous year. Both had all-metal construction and featured retractable landing gear. The 40-passenger Arm- strong Whitworth Ensign, which served with Imperial Airways, first flew in January 1938. But a more important jump in performance camea front view drawing of the Connie displays the circular cross section of the fuselage and the triple tail. The wing dihedral contributed significantly to fight stability. from Focke Wulf, which fielded a smaller design, the 26-passenger Fw- 200 Condor. First flown in 1937, the Condor boasted a cruise speed of 230 ‘mph and had a range of 1,000 miles in carly airline service. A modified proto- type even flew from Berlin to New York nonstop in just under 25 hours. These two designs would surely have an impact on future American trans- ports, but Lockheed, Boeing, and Dou- las would look into the future to design aircraft that would fly faster, higher, and farther, Whatever the real reason, Johnson told Hughes that it would be unsound economics to carry only 20 people ‘when they could accommodate 100 in the same space with normal seating Hughes considered the statement and agreed. The meeting adjourned. Hughes implored that this project was to be kept in total secrecy. The Model 44 Excalibur was merely competitive with current designs from Boeing, Douglas, and Focke Wulf, Johnson and Hibbard retumed to Lock- heed's engineering offices to design a brand new airplane that would propel ‘TWA, and eventually other airlines, into ‘anew age of air transportation. A short three weeks later, Johnson and Hibbard again secretly met with Hughes and sev- ral more TWA. executives, The men brought their new drawings and specifi- cations for the Lockheed “Model 049" ‘The group poured over the new aircraft design in detail. In the end, Lockheed appeared to be flexible and offered seat- ing of 20 sleepers or 44 passengers. Satisfied that Lockheed’s airplane ‘would meet the required performance figures for future airline travel, Hughes agreed to purchase 40 Lockheed 049 Constellations. The most famous piston ‘engine airliner had been born. It would ‘propel a future industry into the heavens. Hughes has been given wide credit for his hand in the design of the Con- stellation, and it was his money that floated the program. He kept a very close rein on the design of “his” air- plane (because of this, TWA would have an advantage over other airlines ED LOCAMeRD CONSTELLATION Supar CONSTELLATIONfor some time). But the persistent rumors that Howard Hughes designed the aircraft ate unfounded, as Johnson and Hughes both admitted. From day one, the newly named “Constellation” was a Lockheed product. ‘The Early Design Knowing that Hughes would pur- chase the Model 049, Johnson, Hibbard, and Project Engineer Don Palmer could begin detail design of the Constellation The airplane would embody traditional aluminum construction techniques with many features new to commercial air- craft. It would become the most techno- logically advanced airliner yet. Further meetings were held between Lockheed and TWA represen- tatives. Design features were argued over, agreed on, or discarded altogether. Hughes’ focus for the new airplane was speed, and Kelly Johnson shared his philosophy completely. At one point, TWA executives Jack Franklin and Ralph Ellinger wanted to change the shape of the Constellation’ fuselage lines. They argued that a straight sided fuselage would improve passenger uti ity and crew space in the cockpit, and lower production costs. But Johnson was adamant about his beauty and knew that the fuselage they were trying to get would cost three miles per hour. Johnson, of course, won. When the men reviewed the wing, Franklin and Ellinger balked at the hydraulic controls and complicated flap system, citing maintenance costs and weight. Again, the top Lockheed officials were unyielding and those systems remained. Overall, the negoti- ations went well and were finished in relatively short order. To Howard Hughes, maintaining total secrecy may have been more of a problem, Producing an airplane, even in 1939, required huge amounts of Paperwork and the services of many contractors and vendors. This would leave an obvious paper tral that could and would eventually leak to the avia- tion world. This was simply unaccept- “Star of the Mediterranean, "an early 049-46 Constellation (N86500, msn 2021), sits on the ramp in San Francisco in Trans World Airlines colors. Being the launch customer for the 049 was a big advantage to TWA, but WWI! would hinder any head start the airline might enjoy. N86500 is actually one of the rebuilt C-69Cs. (William T. Larkins) Another early 049 Connie on the ramp in San Francisco on September 20, 1947. The elegance and beauty of the Connie's lines are evident in this photo. Named *Star of Africa,” NC86509 was delivered to TWA on September 1, 1946 as a newly built 049. She would serve with that airline until May of 1950. (William T. Larkins) able to Hughes. Tommy Tomlinson, a TWA execu- tive who was in on the Constellation Program, suggested that his wife Marge write up the contract papers to ‘maintain the desired level of secrecy. A former court reporter, Mrs, Tomlin- son's complete trustworthiness was key. Hughes agreed, and Mrs. Tomi son completed the contracts for the Constellation purchase, The contract Paperwork was completed and signed ‘on July 10, 1939. The agreement spec- ified that the private Hughes Tool Company would purchase the aircraft TWA would lease in tum, and would not be forced to disclose a purchase. The aircraft specified was a con- ventional-style design with triple verti- cal tails and four Wright R-3350 Twin Cyclone engines. The wing would be an enlarged version of the famous P-38 | AIRLINERTECHWith similarities to the P-38 Lightning wing plan form, the Constellation wing gave handling and stall characteristics similar to the smaller fighter. Lightning design with an improved Lockheed/Fowler flap design. Cabin pressurization would require the strength of a circular cross section for the fuselage, The unique airfoil shape ofthe fuselage was chosen from eleven different designs that were developed and tested. It featured high aerody- ramic efficiency and also helped keep the length of the nose landing gear short. Hydraulically-boosted controls ‘would ease stick forces for the pilots. New ground was being broken, and Lockheed was once again a pio- neer. Over 500 wind tunnel tests were made at the University of Washington, the NACA, the California Institute of Technology, and the Lockheed Aero- dynamic Laboratory. Extensive struc- tural testing - more than any other ait- craft previously - would ensure the Lockheed Constellation would be a strong and safe airliner, Many obstacles would need to be overcome during the development of the Connie. Some choices made by Lockheed early on may have appeared risky at the time. The initial Model 44 hhad been slated to use the Wright Cyclone or the Pratt & Whitney Wasp. ‘When Lockheed and Hughes were dis- cussing the Model 049, Frye and Hughes favored the proven and reliable Wright R-2600 engine. But Johnson and Tomlinson argued for the Wright R-3350, a new engine still unproven in flight, The choice proved to be critical to the success of the Connie. The R- 3350 would be able to provide enough horsepower to keep up with the Con- nie’ growing airframe. The R-2600 would never have the required horse- power rating to do the job. Since the Constellation was to be powered by the R-3350, there was much concem over the fact that the engine, also slated for the Boeing B-29 Superfortress, had_only been bench tested at the time. But Tomlinson had followed the R-3350 development closely. He believed the engine carried high military priority and would become reliable and available. How- ever, Lockheed built some insurance Locauegconsexiamioa Stren CONSTELLATIONLockheed even adapted the Connie to. bomber design. The XB-30 featured a bombardier nose, gun turrets and a tail gun for self defense. into the Connie. It was designed to accept either the Wright engine or the Pratt & Whitney R-2800, also under development at the time. Lockheed could not go wrong with the engine/airframe decision, but use of the R-3350 meant more horsepower ‘would be available in future versions of the engines. ‘The design and mamufacture of the cabin pressurization system presented another obstacle. If the Constellation ‘was going to cruise above 90 percent of the world’s weather at 20,000 feet, the cabin pressurization system would have to work reliably to keep the occupants comfortable. Lockheed!’ previous expe- rience with the XC-35 gave the com- pany a valuable lead in building a work- ing pressurization system. The pumps, lines, seals, and cooling/heating appli- ances would have to pressurize the cabin and maintain a comfortable atmosphere. It would be no small task: The safety of the flying public was in the hands of Lockheed designers, engineers, and assembly line workers. To ensure they did it right the first time, the pressure vessel was tested in a makeshift altitude chamber made from an oil storage tank. Airline enthusiasts can travel to the Pima Air Museum in Arizona to see one of a handful of remaining model 049 Constellations. N90831 served a distinguished career with many diferent operators, but has been painted in TWA colors for display. Dubbed "The Star of Switzerland,” this aircraft (msn 1970) was the eleventh C-69/049 off the Lockheed production line. (Nicholas A.Veronico) A Coastal 049E is parked at San Francisco on September 27, 1959.N2737A (Rebuilt C-69, msn 1976) was delivered in April of 1946 and was operated by in 1961. (William T. Larkins) Conditions of flight and temperatures at 55,000 ft. were achieved, When it came to performance, early Connies could never be called slouches. Keep in mind that front line Amy pursuit aircraft of the time, such as the Curtis P-40 Tomahawk, had a top speed of 357 mph at 15,000 feet! Lock- hheed’s Constellation was designed to cruise at 360 mph at 20,000 feet, and had a service ceiling of 35,000 feet - performance that could give TWA a ‘numerous companies before crashing during an emergency in Richmond, VA. powerful tool to build up a worldwide route structure. Hughes agreed to buy 40 model 049 Constellations for $425,000 a copy. The agreement between Hughes and Lockheed stipulated that no Con- stellations could be sold to other air- lines until TWA had taken delivery of their thirty-fifth aircraft. This would ‘guarantee a market lead for TWA. and hopefully propel the airline into a bet- ter financial position. Unfortunately 10 AIRLINERTECHRESTRICTED. AN O1-75¢3-2 ” Figure 2— General Dimensions RESTRICTED General Arrangement Drawing from the “Dash One,” or Pilot's Handbook. LOCAED CONSTELLATION Wfor Lockheed, this agreement would also negatively impact the company’s relationship with other airlines, most notably American. Kept in the dark about the Constellation, American Air- lines would never again buy a com- ‘mercial aircraft from Lockheed. ‘The Model 049 ‘The 049s wingspan was 123 feet and its fuselage length came to 95 feet 1 inch. The top of the Connie’s triple tail rose 23 feet 8 inches above the ground. Total wing area was 1,650 square feet, and 7/ degrees of dihedral was built in for stability. At a gross takeoff weight of 68,000 pounds, the wing loading would equate to 41.21 pounds per square foot. Sweepback of the wing's leading edge was slight at Té degrees. 'N74192 (msn 1980) gets a run-up after maintenance was performed at Oakland in February of 1953. The aircraft had been damaged in a landing overshoot in England two years previously, and was rebuilt with parts from a C69 (42-10314, msn 1966) that was with the War Assets Administration. (William T. Larkins) Braniff Airlines kept this pure civil 049 (msn 2081 N2520B) in good repair during its career. Under another operator, the Bolivian government would later have reason to seize the aircraft, which would be put to use as a library! Surely not an intended purpose for a Lockheed aircraft! (Airliners Magazine Collection) 12 AIRLINERTECHeT Dredstcheatabetentated Eoreherslcteteemay The R-3350 engine assembly was built up and installed asa single unit. The early Constellation cowling design. The Constellation’s flaps not only hinged downward but also slid back, providing more wing area to lower landing and stall speeds. This gave the airplane a reputation for being well behaved during takeoff and landing. NC86515 (Model (049, msn 2042"Star of Arabia") crosses the threshold at San Francisco sometime in 1948. (William T. Larkins)The layout of the Constellation was entirely conventional except for the trademark triple vertical tail It can be argued Lockheed was going for looks along the lines of their soon-to- be-famous P-38, but functionality was the real reason. The triple tails would add to yaw stability in engine-out con- ditions: TWA also wanted the Constel- lation to be able to fit into its mainte- nance hangars. A single vertical tail with less structure, weight, and com- plexity would have been more able, but keeping the height of the air- craft down was more important. The four Wright R-3350-35 radial engines drove three blade Hamilton- Standard Hydromatic 33E60 pro- pellers. Capable of being quickly feathered, the 15 feet 2 inch diameter props were deiced by tubes placed on the shank of the propeller that allowed aleohol to coat the blades. ‘The engine nacelles were works of aerodynamic art by themselves. The contour of the nacelles results in a uni- The smaller cockpit windows of the Model 049 make the front office feel even ‘more cramped and confined. The control layout of the Constellation changed little during the production run, allowing pilots to upgrade to new models easily. (Lockheed) Constellation 049 (rebuilt C-69 42-9455) G-AHEK captured in Montreal on May 16, 1948. Named the “Berwick,” it was one of 29.Connies operated by British Overseas Airways Corporation. Notice the dual cowl flap and exhaust configuration common to the early C-69s and 049s. (William T. Larkins Collection) ne 14 AIRLINERTECHeususte lang somog— eens ££ Hous) evi omy ‘Acomplex hydraulic system ran the landing gear extension and retraction sequences. Fluid flow during extension is depicted. form increase of airstream. velocity ‘over the entire cowling. At extremely high speeds, compression shock waves forming at the nose of the cowl are woided, yet the air pressure drop inside the cowl provides sufficient air- flow for cylinder cooling. The 049's nacelles, cowling, and firewalls were constructed of stainless steel, and the cowling hinged open for ease of main- tenance. If a complete engine change was required, the complete unit from the firewall forward could be changed in 45 minutes, according to Lockheed, ‘Cockpit engine controls were made wp of normal throttle, mixture, and prim- ing levers. They were handled either by the pilot or flight engineer. Cables, levers, and pulleys transmitted control Jever movement to the firewall pushrods and ito the engine compartment. The wing that would carry the Constellation into the history books ‘was built in five sections: the singular stub wing where it joined the fuselage, the two inner wing panels, and the two outer wing panels. Tips with position lights were attached to the end. The stub wing functioned as an attach point for the inner wing panels, which con- tained the fuel tanks, engine nacelles, deice boots, and flaps. Engine firewalls were integral to the nacelles, while the outer wing panels contained hydrauli- cally operated ailerons, their control ‘units, and leading edge deice boots. ‘The wet wing used a NACA 23016 airfoil at the root, and NACA 4412 ai foil atthe tip. Washout towards the tip ‘was a very slight 2 degrees. The large inner sections of the wing contained ‘wo fuel tanks formed by the fore and aft wing spars, solid end ribs, and the skin of the wing, The inner tank had to be subdivided by the main landing gear well, so a fuel tube connected the tanks. A fuel dumping system was incorporated to reduce landing weight. Fowler flaps gave the Connie excellent low speed flying characteris- tics and the ability to land at a mere 77 ‘mph, These hydraulically controlled flaps could extend down and to the rear, effectively increasing the wing area to lower the stall and landing speeds. The flaps were constructed of aluminum and were not interchange- able. Deploying the flaps not only increased the wing area by moving aft, but also increased the camber of the wing by moving down 42 degrees. Positions between 0 and 42 degrees could be pre-selected with the flap handle. In case of a hydraulic failure, the flaps could be mechanically cranked down from the cockpit EE ‘LOCAHED conTeLLATON A Sure 15‘@ | ‘Assembly line workers install a main landing gear with help from a hydraulic lift, The dual main wheels would spread the weight of the aircraft out and provide redundancy ifone tire should blow or deflate. (Lockheed) Both inner and outer wing panels had plumbing for rubber deicing boots, and the 47-gallon oil tanks for each engine were integral with the inner wing panel structure outboard of the nacelles. The inner nacelles fully housed the main landing gear when retracted, while the outer nacelles con- tained the cabin supercharger units and deicing fluid tanks Hydraulically boosted conven tional flight controls made the Constel- lation a docile airplane to fly. Since no other aircraft this size had been pro- duced with hydraulic flight controls before, Lockheed built a specific test- ing system. Four V-8 engines drove four hydraulic pumps to investigate potential problems, and cold boxes were placed around the components to simulate the temperature of high alti- tude fight. Two hundred hours of rig- orous, full-control yoke movement tests were conducted. They proved Lockheed’s design was sound. In actuality, there were two 1,500 psi. hydraulic systems. The primary control boost system ran the flight con- trols, while the secondary system pow- ered the wheel brakes, nosewheel steer- ing, landing gear, and flaps. In the beginning there was no way to tie the systems together in the event one became inoperative, but this was recti- fied later by the addition of a cross-over (Mice ee pti ed pun tc, Rab dey ee ily onthe one sate of ete Plog om ladig age ce awe 291-— Deer tees sip lent wi ac bad eowe oa ees tl Som oom en fe ee 1 Te gal ag dees, pred fotons: Cone deer bot ngs nd cage doo gin owe damp Pneumatic de-icer boots allowed the Connie to operate in known icing conditions. valve. Earlier aircraft were retrofitted. ‘The unique tail of the Connie was aan all-metal cantilever structure with three rudders and two conventional elevators. Each vertical stabilizer had a fabric-covered rudder mounted on anti-friction bearings and an anti servo trim tab, The outboard vertical stabliz~ ets and rudders were interchangeable. All metal_mass-balanced elevators were also mounted on anti-friction bearings and were interchangeable left and right. ‘An aircraft the size of the Connie would require herculean landing gear to withstand both the weight of the air- craft and the forces of hard landings and rough runways. Lockheed engi- neers designed a tricycle landing gear that appeared a bit spindly at first However, closer inspection revealed a stout, well-built design. All three landing gear units were hydraulically operated and were fully enclosed when retracted. Each main landing gear leg had a single oleo for 16 AIRLINERTECHSyren SSeS Layout of the dual aft lavatories. shock absorption and a single axle for ual main wheels. Dual tires (17.00 x 20) were fitted to each main landing gear to evenly distribute the weight of the aireraft on runways and taxiways. The parking and toe-actuated whee! brakes operated multiple dise units on each main wheel. The nose gear was rather long and castored via differential braking during turns. Later examples would feature hydraulic nosewheel steering, The dual nose wheels were canted towards each other where they rested on the ground, which lessened the wear on the tire on the outside of sharp turns. It was a simple, yet very effective design that would help keep costs down for the customer. Four Demons From Hades ‘An apt description for one of the ‘most powerful piston engines to be put info production! The major advances in Cockpit panel layout of the Model 049. piston-engine design that occurred in the pre-war years took the aircraft engine industry and set it on its eat. Major manufacturers such as Wright and Pratt & Whitney already had reli able designs up to the 1,300 horsepower range. Advances in engine design, met- allurgy, and cooling made 2,000-plus horsepower engines such as the R-3350, R-2800 and R-4360 possible. Wright Aeronautical went from churning out their workhorse R-1820s and R-2600s to developing the R-3350, ‘an engine that would see the Constella- tion through its service life and power numerous other aircraft designs past the dawn of the jet age. It could be argued that the R-3350 became the most devel- coped radial piston engine in its later 3,700 horsepower Turbo Compound version. After it was decided an engine of this size would be used, Lockheed kept ‘two powerplants in mind for the ait- plane: Wright’: R-3350 and Pratt and Whitney's R-2800. Albeit still in devel- ‘opment, both engines would provide the necessary power for a new genera- tion of transports, bombers, and fight- ers, As war clouds gathered in the late 1930s, most airframe companies took special notice of engine development and planned accordingly. TWA’s Tom- linson had the foresight to believe that the R-3350 would be developed into a reliable high-horsepower engine, but Lockheed hedged their bets by keeping the R-2800 option open. Wright's R-3350 engine, a twin- row, 18-cylinder, air-cooled radial ‘engine, was designed in 1936. The first test run occurred in May 1937 and problems immediately cropped up; however, problems were expected at this stage in development of a huge new engine. Engineers began to tackle je SEE ESET LOCAMRED CONTELLITION 7This production line photo shows various manufacturing practices that are still used today. Bulkheads and stringers for a fuselage section are bolted into a jig. Sheet aluminum is then placed over the structure and riveted in place. The jigs ensure each assembly turns out straight and true. Each section of the Constellation was builtin this manner. (Lockheed via W.A.S. Collection) bugs relating to proper mixture distrib- ution, induction system backfires, and later, in-flight fires. Kept fairly secret, the first details of the R-3350 became available in the 1944-45 Jane's All The Worlds Aircraft The R-3350's major application was Boeing's B-29 Superfortress, the Jong-range bomber that would help hand America victory in the Pacific. Wright realized that some of the R- 3350’ teething problems were caused by the General Electric turbosuper- chargers that pumped air into the engines. In 1938, Wright designed and produced its own turbosupercharger for the R-3350. Other problems with the R-3350 included the lack of fuel injection, the need for water injection, and better cylinder and induction cool. ing. These problems were addressed Se aaanEREEETEEETEIEEEEEEEEEEEeieniemmemeee 18 AIRLINERTECHPan American Airways seats looked to be narrower than competing TWA. This staged photograph shows 4n inflight hostess serving cocktails inglassware to the gentlemen in the exit row. The large size of the overwing emergency exit is notable. (Lockheed) late in the war, or post-war, and directly contributed to the success of the Con- stellation, The R-3350 became a pow- erful and reliable aircraft engine for both military and civilian applications. The R-3350-35 Duplex Cyclone was the engine chosen to power the Model 049 Constellation. It provided 2.200 horsepower at 2,800 RPM at sea level. Weighing in at 2,670 pounds, the cngine had a diameter of 55.78 inches and a length of 76.26 inches. The 100/130 octane fuel was vaporized in a Chandler Evans downdraft carburetor that automatically compensated for varying air densities by changing the fuel nozzle pressure in response to engine acceleration and power demands. The front and rear engine cases and supercharger housing were machined magnesium. The nose sec- tion housed propeller reduction gears, front oil pump drive, prop governor pump, distributor drive, and tappets for the front cylinder valves. The super charger housing contained the impeller, diffuser, drive gearing, and Upper and lower sleeping berths on the Constellation allowed passengers on long fights to get at least some rest. The wide seats would fold out, allowing the occupants six feet of space for sleeping. Curtains allowed a modicum of privacy. (Lockheed) induction passages. The rear of the supercharger housing case contained the accessory drives for dual magnetos, tachometer, hydraulic pump, vacuum pump, starter, two generators, and a spare accessory drive. All gears were machined from steel! and had hardened teeth. The rear case cover could be removed to provide access for mainte- nance. The R-3350 was quickly recog- nized as an important engine for the United States. Wright expanded its pro- duction facilites to include two entire ‘manufacturing and assembly plants, and license-built copies from Chrysler's Chicago, Ilinois, engine plant, A Star is Born The initial layout and engine choices of the Model 049 Constella- tion were finalized. It was time for Lockheed to build the aircraft. The secrecy that Hughes built into the Con- nie program gave TWA at least a two- year head start over the competition ‘The unpressurized DC-4 and pressur- ized DC-6 were still paper airplanes in the preliminary stages and could not match the performance offered by the Lockheed design The Constellation program had progressed to the building of a full- scale interior mockup in a seldom-used shed on the Burbank Airport property, furnished with seats, selected fabrics, materials, and appointments. When Lockheed debuted the mockup to Hughes, each person who attended th ent was to arrive at 15-minute inter- vals to avoid any curiosity that might be caused by one lange group entering the shed, Hughes was last to enter. He inspected the mockup very closely, looking at each detail in silence. “This isn’t exactly what I had in mind,” was his comment, which sur- prised Lockheed and TWA personne! alike. At Hughes’ request, industrial engineer Raymond Leowy was brought in to design the Connie's rior. Leowy, well known for his work on Douglas's Sleeper DC-3, was appar- ently the man Hughes wanted for the ——— ———— ,-,,-—~—l LOCKRERD CONSTELLATION Super CONSTELLATIONConstellation production at Lockheed’s Burbank facility shows various stages of fuselage completion. As the fuselage is finished itis turned 90 degrees and mated with wing panels, outer wing panels, the tail and engines. As the major job. Leowy went to work and drafted new interior arrangements, but Hughes made it known that he wanted som thing very similar to the DC-3 interior, At this point, the ensuing world war played an important role in bring- ing the Connie out to the public. A few months before Japan’s attack on Pearl Harbor, Lockheed was scheduled to be inspected by the War Production Board, Because it was anticipated that the United States would join the war, the government required Lockheed to show all work in progress. With this in mind, company officials decided to lift the veil of secrecy and announce the Constellation to the world. Every major paper in the nation ran the story and photographs. The aviation industry and the public were star eyed at the prospect of modern, long- range, high-speed, high-altitude airline travel. The Constellation would have a top speed between 340 and 360 mph at 20,000 feet. More importantly, the design had room to grow over the next 25 years and would do so several times. Hundreds of Lockheed employees and component vendors were involved in the Constellation program, and national security was not involved. Yet everyone managed to keep the pro- gram under wraps. The Constellation may well constitute the greatest indus- trial secret of all time, Some credit must be given to Hughes, who risked ‘components were added, the aircraft would proceed down the line and out the door at the far end. This shot shows ‘how the stub wing was built integral with the fuselage. (Lockheed via Nick Veronico) his money to finance the design and manufacture of the Constellation, With the Constellation out from behind the curtain, Pan American Air- ways wanted in on the new airliner very badly. PAA Chief Executive Offi- cer Juan Trippe was adamant about the ‘company’s involvement and would not settle for anything less than 40 Con- stellations. Since PAA was put off both by the cancellation of the Excalibur program and the company’s exclusion from the Constellation design, they argued for delivery of airplanes con- current with TWA. With Hughes’ approval, PAA was allowed to buy the 40 Constellations as long as they oper- ated the aircraft on overseas routes i 20 AIRLINERTECHERE NORMAL ©) 2h} CHECK TET 7, NORMAL ©) @& SY CHECK List mors uci eveese EFOFE STARTING ENGINES AFTER SETTING CLIMB POWER———— Eee ee es —————BEFORE LANDING PRELIMINARY: eee = ——— BEFORE LANDING FINAL ———AFTi®, STARTING ENGINES- FENN ONES =a) $$ trore run-vr. 3 eee ae sw F Seooar mars asmee PBRaccneee awn secure cock Ceara eee aaa eno emmy) Term sana (ss Sal arene eee sme er os P(g | LS — 8 | eee _—————— carone Taco rr PEAS enc. Se] Letter ci exclusively, and were noncompetitive with TWA. ‘The Model 049 Constellation's first flight occurred on January 9, 1943 with noted test pilot Eddie Allen (on Joan from Boeing) in the pilot's seat and Lockheed’s Chief Engineering Test Pilot Milo Burcham occupying the copilot seat. R. L. “Rudy” Thoren served as the Flight Engineer. The flight originated in Burbank, Calif, and proceeded to Muroc Dry Lake for farther testing, In a move that would be ‘unthinkable today, Kelly Johnson him- self rode along with Assistant Flight Engineet/Crew Chief Richard Stanton. The first flight crew circled the Bur- ‘bank Airport twice and headed north to Muroe, posing for air-to-air photos On a shakedown flight out of Burbank, a Pan American 049 makes a check during the 50 minute flight. flight over the California desert. The astrodome on the top of the forward ‘The prototype Constellation was fuselage is a carry-over from the military, and would be deleted on later the most heavily instrumented test air- aircraft. (Lockheed) craft ofthe time. In addition to normal EY cE conTELA TION Super CONSTELLATION 21flight and engine instruments, four Automatic Observers were installed to take pictures of flight test instrument panels at half and one-second intervals, Well over 400 parameters were recorded during testing. But the flight crew also needed to make less technical observations, which included rating basic handling, climbs and descents, and a stall series. Stalls with flaps up, one-third flaps, two-thirds flaps, and full flaps were completed with very satisfactory results. These tests were somewhat of a non-event due to experience with the P-38 Lightning, but the docility of the stall characteristics would ada to future pilot confidence and passenger safety. ‘The Constellation would deliver the speed, but also allow approaches and landings at relatively low airspeeds. Stability tests followed and again the Connie performed like a thorough- bred. Stability on all three axis was strong, which confirmed wind tunnel data Lockheed had collected earlier in the program. Steep tums and rapid pitch changes followed to observe con- trol forces and speed changes. Inall, the first Model 049 Constel- lation made six takeoffs and landings that day, setting a record for a new air- plane. Some minor changes were made between flights and several shortcom- ings were noted. The drabness of the flight test report from the first flight must have contrasted greatly with the high emotion those involved probably felt. The report simply stated, “Every- thing functioned without incident and with normal characteristics.” In fact, the Constellation flew so well that Allen remarked he was no longer needed, and returned to Seattle. Connie Goes to War - Maybe Germany's invasion of Europe and Japan's war-making practices in China made it all too clear that the United States would become embroiled in a world war. Anticipation led the United States government to pass legislation that prevented the production of com- The eyebrow windows and astrodome give away this Eastern Air Lines Model (049 Constellation. The aircraft sits with sister ships, awaiting delivery to Pan ‘American Airways, Curiously, the registration number NC70000 does not show Lup in production record for the 049. Final assembly occurred here at Lockheed's Burbank facility, where props, cowlings and doors were added. (Lockheed) Another view of TWAS “Star of Tripoli” being towed to maintenance. The passenger door on the left aft fuselage is open, giving insight to design goals of the 1940's. Large doors, over-wing exits, or escape slides that would provide easy passenger egress were not important factors in air transport design yet. (William T. Larkins) mercial aircraft. The perceived lead that TWA was going to enjoy evapo- rated. After discussions between Lockheed, Air Transport Command, TWA, PAA, and the War Production board, TWA and Pan Am assigned the rights to their Constellations to the Amy Air Corps, with the provision that the airlines could buy them back at the end of hostilities. In addition, TWA also secured preferred delivery positions for new production aircraft after the war, ‘When the Army authorized Lock- heed to complete TWA’s Connie con- tract in September 1942, they desig- nated the Mode! 049 as the C-69. Nine days later, another contract for 180 military Constellations was let. At one point during the war, the Connie pro- 22 AIRLINERTECHduction order book saw a high of 260 airplanes. But the intrinsic need to produce more important Lightnings, Hudsons, Venturas and Flying Fortresses meant that Lockheed would only deliver 15 Constellations to the Army. ‘The wily Hughes had another trick up his sleeve to maximize his invest- ment in the Constellation. In a deal with the Army, Hughes made sure TWA would be able to exercise juris- diction (fly) the first Constellation until it was formally accepted by the airline. This allowed TWA to complete proving runs with the aircraft before having to “accept” the aircraft. Once TWA signed the papers to accept the sireraf, it was obligated to immedi- ately tum the airplane over to the hs Army. This legal wrangling gave —ALockheed photo of the outdoor finishing line at Burbank. The 049/C-69s Hughes some playtime with the Con- await final checks and maintenance before delivery to the Army. The first stellaion, He planned to make full use aircraft has only one propeller spinner installed, while the number two aircraft of the opportunity. in line has its number two prop feathered. (Lockheed) On April 17, 1943, Jack Frye, Howard Hughes, three other crew members, and 12 VIP passengers departed Burbank Airport in the sec- ‘ond Constellation, painted in TWA col- ors, en route to Washington, D.C. Exactly halfway between the two cities, Frye and Hughes exchanged seats. Hughes now occupied the left seat. Six hours and $8 minutes later, Hughes landed in Washington and the record books. Several things happened with this new aviation record. Hughes displayed the performance of the Connie to the airlines, the public, and the world, and angered Gen. H. H. “Hap” Amold of the Army. As the Constellation was in ‘TWA markings, Army officials thought Fora late 1930’ aircraft, Lockheed’s 049 Constellation certainly was a quantum that the flights were a glorification for leap forward in airliner design. Although itis hard to say how the airlines would commercial purposes during wartime have handled the early problems with the Connie, World War lintercededand conditions. To make matters worse, {gave Lockheed time to refine the aircraft. The resulting experience with testing ‘Hughes and Frye spent several days ‘and takeover of production aircraft by the Army allowed Lockheed to fix the displaying the Connie to high govern- multitude of problems found with the aircraft and its advanced systems.Asa ment officials and the Civil Aeronau- result, commercial airlines were able to bypass many of these problems and put _tics Board. The Army hadn't even been the Connie right to revenue use. (Nicholas A.Veronico) able to get its hands on the airplane yet. Leen riarrrnnnrrnrnnnernnnrrrneer rene loca covretinoN 23Post War ConniEs 695 were simply not airliner material, and Lockheed knew it, The airlines that ordered Constellations expected a safe and reli able aircraft to operate on the line. After the Army took over delivery positions of the 049s, they found they had an aircraft on their hands that was- n’tall it was cracked up to be. Because the Connie was a brand new aircraft that utilized a very advanced design, problems were anticipated The production of vital combat aircraft dropped the Constellation pro- gram to a low priority at Lockheed Additionally, Lockheed had very little experience producing a transport-type aircraft for the military. Only a few had been delivered and were in service when Wright stated it would be unsafe to fly the Constellation. Due to problems with in-flight failures, high oil consumption, and increased specific fuel consumption, the Army grounded the type for much of 1943. As 1944 progressed, the ‘Army and Lockheed developed and tested the Constellation: Wright did the same with the R-33S0. Persistent problems caused the Army to take over the flying and testing of the Constella- tion, which led to approximately 480 changes to the Lockheed design. This saved the financially sensitive airlines ‘a mountain of trouble: the vast bureau- cratic machinery of the military absorbed the cost. The early problems, although numerous, were certainly not insur- mountable. Lockheed had become dis- enchanted with the Wright Engine Division over the troublesome Wright R-3350, and charges of insufficient testing were made. The engine’s chronic problems, combined with the higher priority B-29 program, slowed Constellation. development consider- ably. Wright finally came through with @ new ignition hamess to improve engine operation and structural changes to the engine to prevent cylin- ders from separating and causing fires. Although a great deal of work went {nto both the Constellation and the Wright R-3350, the Army relied heav- ily on the Douglas C-54 Cargo Master during World War II, a much simpler aircraft that proved to be reliable and capable. The few Lockheed C-69s that were delivered never saw the service the Douglas aircraft did. ‘At the end of World War Il, Lockheed looked to the expanding Compared to today’s airlines, early paint schemes were pedestrian and lacked imagination, but then again, times were different. A natural metal finish with simple red stripes and lettering marks the “Star of Tripoli,” a standard Trans World Airline 049 Connie (NC86517, msn 2044). The lower radome hides a early weather radar set, one of the many technology benefits to emerge from World War Il (William T. Larkins) 24 AIRLINERTECH14 INSTRUMENTS. View of the 049 flight deck. commercial aircraft market to offset the anticipated massive cancellation ‘of combat aircraft orders. A tough economic decision was made to keep Constellation production open. By buying back surplus C-69s from the Army and keeping the production line open, Lockheed saved workers” jobs and valuable lead-time to get the Constellation to the airlines. Surplus C-69s were modified for airline use. Military equipment was gutted and replaced by plush civi interiors. Passenger seats were added, as was a galley between the passenger ‘cabin and the navigator/radio operator position, Since the Constellation was able to stay aloft for long periods of time, human endurance factored into the design. A compartment equipped with sleeping berths could be installed behind the flight deck next to the nav- The cabin superchargers supplied air for pressurization and were run by the outboard engines. igator for accommodation of a relief crew. For short trips, this area could be configured to hold additional cargo. If this option wasn’t utilized, eight additional seats or a lounge could be added. The first airline Constellations would be wholly inadequate, but the public was used to traveling in trains or automobiles in the 1940s. The advan- tage of crossing the nation in hours rather than days more than offset early problems with the cantankerous airlin- ers. Even so, in-flight Constellation hostesses and passengers complained of the extreme cold or heat often expe- rienced at the same time in different parts of the 049's cabin, Although fans installed to circulate the air did little to help the situation, it was an improve- ment nonetheless from the C-69 and earlier airliner designs. Airframe Layout Structurally, there was little differ- cence between the military C-69 and commercial 049 models. The all-metal, semi-monocoque fuselage contained crew, passenger, and cargo compart- ‘ments, and was pressurized to hold an 8,000 foot cabin altitude at an aircraft altitude of 20,000 feet. The pressure ifferential was maintained by two cabin superchargers operated by the outboard engines. A pressure control unit on the flight engineer's panel con- trolled pressurization by regulating the amount of air exiting from the cabin. ‘The air provided by the cabin super- chargers was electrically heated or cooled depending on the desired tem- perature of the cockpit and cabin The pressurized portion of the interior ran from a front pressure bulk- head near the nose cone to another near LOCKNERD CONSTELLATION Super CONSTELLATION 25‘Model 049 Constellations receive last minute work before being delivered to Pan American. The overall good weather in southern California allowed final assembly and maintenance to be carried out on the ramp. Note the diamond tread nosewheel tires. Lockheed) the tail. Each joint in the pressure ves- sel had to be sealed, and seals were built into each door, control run, and ‘opening to maintain the cabin pressure. ‘Two large cargo compartments under the cabin floor were also pressurized and could be entered through the cabin or through inward-opening doors on the exterior of the aircraft. The forward cargo bay ran from the rear of the nose ‘gear well to the front wing spar. The aft cargo bay began at the rear wing spar and extended to the aft pressure bulk- head. The tail cap of the fuselage was not pressurized and contained the retractable tail bumper and enclosing doors. Later aireraft would have this unnecessary bumper deleted The cockpit of the Constellation ‘would be considered cramped by today’s standards, but was deemed roomy by 1939 standards. The windscreen. was divided into seven different panels. Doc- uments from the era stated that visibility from the fight deck was excellent, but by today’s standards the bracing and small PNA Sub-assembly production was a major factor in Constellation manufacturing. Lockheed had factories in Burbank, Beverly Hills and Bakersfield, California where components were made and then transported to the Burbank assembly line. A wing root fairing is being shaped here by hydraulic presses in the jig. Cleco fasteners hold the sheet metal in place while workers rivet the pieces together. Notice how notes regarding production are written on the window size blocked a fair amount of sky from the pilots’ viewpoint. The cap- tain on the lefUcopilot on the right layout ‘meant most controls were close to either pilot. The flight engineer had his own panel behind the copilot and was an essential member of the flight crew, often setting power and monitoring the various systems in the aircraft. Standard blind- flying instruments were included. A Sperry A-3 automatic pilot could main- tain directional and altitude control of the airplane. Behind the crew quarters was a small cargo compartment. The left side of this compartment carried the bulky surface. (Lockheed via WAS. Collection) radio gear, while the right side had an enclosed area for cargo. Fire extin- guishers and oxygen bottles were located on the forward wall of this area behind a small removable screen. Other interior configurations were available. Even though the Constellation and its peers were designed to accommo- date additional crew quarters for inter- national flights and a copious amount of space for large radio and navigation equipment, the better part of the fuse- lage remained to be filled with fare paying passengers. Neither Lockheed nor other sources can agree on how many the Connie could hold. Figures 26 AIRLINERTECH‘Main landing gear details. ‘Nosewheel components. PROPLINER COMPARISON Aincrart TYPE DC-4E Dc-4 049 Wingspan: 138 ft.3 in, 117 ft.6 in. 123 ft Length: 97 ft.7 in, 93 ft.10in, 95 ft.3in. Height: 24.65 in 27 f.6in. 23 ft.8in Empty Weight: 42,564 Ibs. 43,300 lbs. 39,392 Ibs. Gross Weight: 66,500 Ibs. 73,000 Ibs. 86,250 lbs Cruise Speed: 200 mph. 227 mph 313 mph Ceiling: 22,900 ft. : 25,300 Range: 2,200 miles 2,500 miles ft. 2,290 miles Payload: 23,900 Ibs. 11,400 Ibs. 18,423 Ibs. Passengers: a2 44-86 81 Remarks: Unpressurized Non-Pressurized Pressurized Not produced ocuun cowreLLiTON& Super CONSTELLATION 27TWA’ NC86517 (msn 2044) sits unused at San Francisco on October 24, 1946 during a labor strike. The “Star of Tripoli” is ‘an early 049 Constellation that would survive until 1973 before being scrapped. Over the next 12 years, the Connie would grow in length, wingspan, horsepower, and payload carrying ability to become the ultimate piston-powered airliner. (William T. Larkins) range all the way from 22 sleeping berths to 81 seated passengers and a crew of seven, The first Pan Am 049 that departed from New York and flew to Hurn, Eng- land, was used as the focal point of an aviation magazine article to discuss interior appointments. Equipped with 43 passenger seats, it was apparent to the occupants that crossing the Atlantic in an aircraft without benefit ofa sleep- ing berth or proper attire was a fatigu- ing situation. As stated in the February 15, 1946 issue of The Aeroplane, the author pleaded that, “hopefully the air- lines’ ardor for mass travel will never persuade them to put the seats quite so close together as the long-range bus operators do. We visualize a situation arising in which the operator offering comfort will attract the passengers ‘There is no question that, on a 17-hour all-night trans-Atlantic flight, sitting up all the time in his clothes leaves a pas- senger in @ condition conductive to nothing else but a nice long sleep between sheets. So we say bunks for overnight flights every time, and you arrive at the other end ready for any- thing” This, of course, would not come to be, but the division of cabin classes ‘would eventually evolve. In addition to the seating accommo- dations, a galley and two lavatories were also built into the Constellation cabin, An aft galley could be located almost at the end of the cabin and was divided by a passageway leading to the lavatories ‘The cabin interior contained a thin sheet of perforated magnesium for the ceiling, ‘hich also doubled as part of the cabin ventilation system. Grade-A acetate- doped aircraft fabric covered the side panels, and fybertech covered plywood panels served as floorboards. Many inte- rior panels were removable to provide ‘maintenance crews easy access to inte- riot components. ‘Type Certificate Awarded ‘The commercial Constellation was awarded Approved Type Certificate ATC-A-763 on October 14, 1945 by the Civil Aeronautics Administration. However, the Administration required several modifications to improve safety. Among these was an engine fire detection and suppression system, no doubt the result of the R-3350°s reputa- tion with the B-29 Superfortress. The BA-1 version of the Twin Cyclone had a magnesium induetion | section, and backfires sometimes caused this metal to ignite with uncon- trollable results, During flight testing of the fire suppression system, Rudy Thoren, who served as the flight test engineer, rigged a spark plug to ignite | a fire in the induction manifold if one | couldn't be caused via intentional | engine backfiring. When ‘normal’ | backfires failed to cause a fire, Thoren ‘used his device with marvelous results A tremendous backfire occurred that almost blew the cowling off the air- plane. While each occupant yelled, “Put the fire out!” the new system was put to use. To date, this may be the only 28 AIRLINERTECHtime an in-flight fire has been inten- tionally started! Both escape ropes and a flexible rope ladder with fixed rungs were to be installed for passenger evacuation. These were abandoned in favor of the firs: emergency slides. Inspection of Constellation photos shows, in addition to the cabin doors, two over-wing exits onthe left side and one on the right side. Military C-69s were built with eye- brow windows, which were retained on rebuilt aircraft and some new-build (049s, The castoring nosewheel was also felained, which made taxiing difficult if the aircraft was stopped and needed to tum tightly. Twenty-two C-69s and forty (49s would be delivered before this sys- fem was changed. Pure civilian 049s ‘were produced until the 86th example in ~ May 1947, The airlines also bought surplus "©4695 from the military and con- " trcted with Lockheed to bring the air- " graf up to their specifications. Other ‘operators elected to give up their early "49 delivery positions for later Con- “stellation models like the 649 and 749. Prices for flyaway airplanes ranged from $685,000 to $720,000, depend- ing on interior appointments, Itis ironic that Howard Hughes and Transcontinental and Western Airline {utso much into the design and produc “fon of the Constellation, only to have Pan Am take the honors of being the first ommercial operator ofthe airplane. Pan ‘Am’ first Constellation flight departed ‘New York enroute to Bermuda on Feb- uary 3, 1946, Despite this feather in Pan ‘Am’ cap, TWA would come to be ym as the Constellation airline. I, TWA would operate 188 Con- ions in various models. Thirty-one these would be new or rebuilt 049s, VAS first flight with the Connie would a scant three days after Pan Am’, New York for Paris: Los Ange~ Its to New York service would begin on ‘March | of the same year. Constellations now wing their way across fceans, continents, and into history 10. Me Ov 75181 mu Reatecepctineta dere Hf Ee ee Sn, Equipment and furnishings at the Radio Operator’ station. Initial Problems As carly Constellations worked their way into TWA, Pan Am, BOAC, KLM, and Air France fleets, several serious problems arose. The Wright R- 3350s continued to experience prob- Jems: one caused an in-flight fire on June 18, 1946 aboard a Pan Am flight from New York to Europe. Erupting a short time after takeoff, the fire became so bad that the number four engine burned completely off the air- plane. The flight ended in a belly land- ing without serious injury to the pas- sengers or crew. Investigation showed that the fire was caused by a broken rive shatt from the cabin supercharger at the rear of the number four engine This shaft spun wildly and sheared off everything in its reach, Broken fuel and hydraulic lines sprayed their fluids ‘onto the various heated components on the rear of the engine and fed the fire. The first major Constellation acci- dent that resulted in fatalities occurred three weeks later, when another in-flight LOCKED COTELLITIONE Super CONSTELLATION 29California-Hawaiian Airlines took advantage of the Constellation’s range and speed to begin service to the islands from the mainland. N74192 has stairs positioned for the crew door on the right fuselage. Originally a C-69 (s/n 42-94559), Lockheed reworked the aircraft to 049D standards. It would serve eleven different operators before being broken up in March of 1955. (William T. Larkins) fire broke out on a TWA 049 over Read- ing, PA. The smell of burning insulation and wires was noticeable in the cockpit, and somebody opened an external hatch, which fed oxygen to the fire. The flight crew was incapacitated by smoke and fumes and the aircraft impacted a field. Miraculously, there was one survivor of the six aboard. This accident was caused by hydraulic fluid leaking onto a bolt connecting the electrical generators and the main electrical bus. The resultant arcing began to burn the insulation. Because of these accidents, the entire Constellation fleet was grounded until fixes could be implemented, A housing was built around the cabin supercharger drives to contain failures, the arcing problem was fixed, and the R-3350s were fitted with fuel injection systems in place of carburetors. This changed the 745C18BA-1 engine to the BA-3 designation. As a result of these improvements, the Connies were allowed to take to the airways again, Even though the ex-military C-69 did not meet the original 1940 contract specifications of TWA and Pan Am, it ‘was still superior to the competing Dou- glas DC-4 in speed and payload capac- ity. In addition, the Constellation had cabin pressurization. This forced Dou- las back to the drawing board to rework their design. Douglas would return with a stretched fuselage, Pratt and Whitney R-2800s producing 2,400 horsepower, and a higher passenger load. Hughes’ previous contract agreement limited Lockheed from selling Conste!- lations to airlines that would use the air craft on competitive routes. Pan Am and other airlines could operate their own Constellations as long as they did not fly ‘on competitive routes with TWA. This Non-Competition clause allowed TWA to operate on lucrative east-west domes- tic routes while other airlines duked it ‘out on the north-south routes, Eastbound flights (which usually benefited from helpful tail winds) could be completed ina litle over nine hours with a single fuel stop. Against those same winds, a westbound flight in the Connie took around eleven-and-a-half hours. In 1947, TWA was forced to compete with other airlines on its. bread-and-butter east-west routes. 30 AIRLINERTECHMUCIMOM RANGE CRUISING CHARTS z . i 4 . : ee abel eee eer Beuecuy Meme se i Using Gross Weight, airspeed and engine power settings, the Flight Engineer could use this chart to figure the maximum cruise range of his Constellation, Alook inside the R-3350, the key to the success of the Constellation series. The engine grew in horsepower capability throughout its life, allowing the Connie to do the same. This 18-cylinder double-row geared and supercharged radial engine was used in the B-29 Bomber and Martin ‘Mars during World War Il. After the war it became the powerplant for the successful Lockheed Constellation airliners. Bore: 6.125 inch (155.6 millimeter) Stroke: 6.312 inch (160.2 millimeter) Capacity: 3347 cubic inch (54847 cubic centimeter) LOCK CONSTELLATION Gper CONSTRETATION 31Bic IMPROVEMENTS CGE oasis heed to improve the Constellation and make it a true airliner. The pro- longed gestation period of the Constel- lation during the war enabled Lockheed to address the Constellation’, many design shortcomings and make neces- sary changes. Now that Douglas was producing the DC-6, Lockheed faced increasing competition and could no longer rely on its previous laurels. ‘One of the major technical advances of the Connie was its hydraulically boosted flight control system, which had caused some skepticism within the industry. Although some thought it I t took until May of 1946 for Lock- added undue weight and complexity to the aircraft, history shows that commer- cial aviation would embrace the concept. As proof of the wisdom Lockheed engineers had, an Air France Constella- tion operating from New York to Paris made a safe landing at Casablanca after flying 600 miles with engines three and four shut down, The incident resulted from an oil leak in the number four prop governor attachment, which starved the ‘engine nose case of oil. The engine was secured but the propeller continued to windmill, causing a friction-induced fire. After a short time the propeller assembly departed the airframe, heavily damaging the number three engine and propeller. Pieces of propeller and sev- eral cylinder heads were knocked off the number three engine, resulting in its Joss. It is a tribute to the Constellation’s hydraulic flight control system that, despite the loss of both engines on the right wing, the crew kept the aircraft under control for the four hours it took to reach Casablanca, Although Constellation model numbers 149, 249, 349, 449 and 549 were allocated to new versions of the airplane, none of these were produced, ‘The next production variant was the 649, which borrowed features from Vern Raburn's MATS Connie receives maintenance at its Arizona base. The aircraft features cuffed Curtis Electric propellers. (Nicholas A. Veronico) 32 AIRLINERTECHVern Raburn’s MATS Constellation on the ramp.in Avra Valley, Arizona is one of the few short-body Connies to survive the cutters’ torches. The aircraft attends many airshows each year and allows many people the opportunity to fly the legendary airliner. The open crew door built into the Constellation on the right forward fuselage section is quite a bit smaller than the passenger doors on the left side. (Nicholas A. Veronico) Aerovias Guest took delivery of XA-GOQ (Model 749 msn 2503) in June 1948. After serving a short time in Mexico, the aircraft was brought back to Lockheed and sold to Air France. The aircrafts preserved at Le Bourget in Paris. Lockheed) CAMEO CoNSTELLTION Soper CONSTELLATION 33es The third from last 749A built is shown here in Air France colors. The aircraft was later converted to a freighter and was last observed in 1990 stored outside in Morocco. Note the cuffed propellers and the stains from the individual ‘jet stack” exhaust. (Airliners Magazine Collection) TWA Constellation interiors featured two abreast seating with a central isle. Blankets and pillows for longer flights were held on a small rack above, no some of these earlier concepts. Dimen- sionally, the 649 remained the same as the 049, but came equipped with 2,500 horsepower R-3350-749C18BD-1 engines. Wright's experience with the B-29 program during World War II was paying off now. The addition of fuel doubt to combat some of the early cabin temperature problems. (TWA) injection, a low-tension ignition sy tem, and cooler cylinder head tempera- tures allowed the engine to produce more reliable power for commercial operators, Other enhancements included removal of the 47-gallon integral wing The simple stainless stee! galley showing locations for cold food storage, coffee, and meal preparation. Other galley designs were more ‘cramped and had very limited storage space. Scott E. Germain) 34 AIRLINERTECH- HI While the Super Constellation’ cockpit was considered roomy by 1950's standards, its about as big as some current regional airliner cockpits. Visibility was very good, especially with the three-and-a-half inch taller windscreens. (Nicholas A. Ve ico) CONSTELLATION Som CONSTELLATIONAvery clean Lockheed 749-79-34 (YV-C-AMU, msn 2561) sits at Newark in May of 1948. Named “Antonio Jose de Sucre," this 749 is listed as a Gold Plate’ version, although this is generally reserved for 649s. Nonetheless, the “Gold Plate” Connie was an attempt by Lockheed to offer more passenger amenities as a marketing too! for the airlines. Note the ‘open crew door, which isa bit smaller than the normal passenger doors. (William T. Larkins Collection) oil tanks in favor of $6-gallon tanks installed in the engine nacelles. Total oil capacity for the engines increased to 224 US. gallons, Retractable fuel dump chutes were located at the wing root trailing edge. Lockheed knew that several opera- tors preferred Pratt & Whitney's 2,400 horsepower R-2800, an engine that had proven reliability. But the R-2800 was nearing the end of its development, whereas the R-3350 still had major potential for horsepower growth. To satisfy any request for an alternate Constellation engine, Lockheed tested the R-2800s on the XC-69E, but no production aircraft were ordered or built in this configuration. Maximum gross. takeoff weight ‘was raised to 94,000 Ibs., resulting in a 4,000-pound payload increase over the 049, New cowlings were designed that increased cooling airflow over the cylinder heads, and new propellers fea- tured reversible pitch. The 649 cruised Four large hooks attached the Speed Pack to the belly of the Constellation, increasing space for cargo. Wheels on the bottom of the unit allowed it to be rolled to and from the plane. The canvas cover over the top of the Pack was removable for loading and unloading. (Lockheed) 36 AIRLINERTECHModel 6495 and 749s could be ordered with an optional cargo door as shown on the aft left fuselage. LOCKED COWTELLATION Stren CONSTELLATION 37Constellation YV-C-AMU is a Model 749 that was delivered to Linea Aeropostal Venezolana (LAV) on March 10, 1947. The aircraft was stored for a period of time before being acquired by California Airmotive in 1958. It was scrapped in September of 1963. The cuffs on the inboard portion of the propellers are noteworthy. (William T. Larkins Collection) The exhaust grime tells the tale: A Connie comes in for maintenance after flying the line. Certainly by today's standards, the Connie would be termed a maintenance hog. With a new pressurization system and dozens of other systems, ‘mechanics were kept busy keeping Connies in the air. This 749 “Star of Venice” (N91206, msn 2582) poses in San Francisco waiting work of the number one engine. The Connie would later be renamed “Star of llinois."(Williar T. Larkins) = AIRLINERTECHwe = The sixth to last 049 sits on the Burbank ramp with the Speed Pack, extended tail bumper below the aft fuselage, an item deemed unnecessary and deleted on later Constellations. (Lockheed via W.A.S. Collection) at 321 miles per hour and had a range of 3,200 miles in still air, with a pay- load of 3,680 pounds, Lessons leamed from the 049 were applied to the 649, which benefited from improved heating, ventilation, and air conditioning systems. Vibration and rose fiom the R-3350s forced Lockheed to develop wall panels comprised of ers of fire-resistant fabric, fiberglass insulation, and air pockets. These interior panels soaked up the bothersome and fitguing racket, and made a distinct dif ference in cabin comfort. Tests indicated 93 decibels of low frequency sound and 3 decibels of high frequency sound at 65 percent power at 20,000 feet. The passengers benefited from reduced noise and fully adjustable seats designed to reduce vibration. The seat backs could be fully reclined, or folded flat to provide a 6 feet 6 inches long berth. Upper berths, if fitted, could fold down from the walls above a Single sleeper seats on TWA Constellations gave passengers a level of comfort on long flights, surely better than sitting upright for hours. Note the open ashtray in the seat arm and the cigarette in the lady's hand. (TWA) LOCRNEED consELLATIONA Stren CONSTELLATION 39The handful of flyable Constellations garners a large amount of interest when they arrive at airshows. Donations from tours and rides go towards the expense of operating the aircraft and maintaining it for future generations to experience. (Nicholas A.Veronico) the windows. As with the previous ‘model, additional forward berths could be installed, or the room could be used for mote seats or cargo. Lockheed offered up to ten differ- ent interior configurations on the 649/749 series. Anywhere between forty-four and sixty-four passengers could be accommodated in several mixed arrangements of seats and berths. Club seating was also available when every other row of seats was tured around. The 46-passenger cabin was convertible to a sleeper cabin, Seating pitch was measured at 41 inches with a 20-inch wide center isle. ‘The 64-passenger cabin featured five abreast seating for the first seven rows, then four abreast to the tail. Passenger reading lights were furnished. The aft cabin contained a wardrobe closet for coats and light overnight bags, a stew ard’s desk, and two lavatories. One passenger's perception was that the Connie interior and seats were quite comfortable and roomy, but the main roof lighting produced bright spots and was uneven. Considering the require- ments of producing a fuselage capable of pressurization, the view fiom the small windows was good and a conversation ‘could be carried in anormal voice during ‘eruise flight. The sound of hydraulic ‘pumps and electric motors and the dim- ming of the lights during engine start ‘were easily observed in the cabin, which did not sooth the nerves of nervous pas- sengers! In 1947, aviation writer Maurice ‘A. Smith criticized that the forward galley had no sink and was short of table and drawer space to place silver- ‘ware and prepare meals. The roof of the galley contained the water tank for the lavatories and a dry-ice refrigerator. Cupboards were installed beneath. Speedpak Debut Payload and cruise speed are two of the most important factors that airlines ‘consider when choosing an aircraft. The Constellation had both, but Lockheed ‘engineers exercised ingenuity to increase the volume for cargo. Their “Speedpak” added an additional 395 cubic feet of cargo space under the belly of the air- craft. Other than a cost of only 12 mph, no adverse effects were noted during flight test on an Army C-69. The Speed- pak was able to carry a maximum load of 8,300 Ibs. of cargo and could be lowered by a built-in electric hoist. Asa flight tax- ied in and shut down, the Speedpak could be lowered and a pre-loaded one could be brought up and attached. Rollers on the bottom facilitated ground handling ‘The 649 ended up being a 50 percent redesign of the earlier version. This new Connie offered more speed, payload, and comfort and was certainly more of a true 40 AIRLINERTECHPOWER CHART 00,06,18 cross WEIGHT MANUAL TAD s10y-0-62 r coca TAKEOFF TANDING. STATION tirel i ee) a Jewel ee, Lender ee PERE HAUTE, IND. 3 [oa7]oas] B000] 130] 702, 000 7 : 0 Hulman 13 |135]133} 4000] 57| 97,400] 65| 290] 0 | 1050] 71,000] 740] 0 | s200] Std. Temp, 87° 18 |180[1%8| 3981] 57] 97,600] 68] 280] 0 [1060] 71,500] 740] 0 | 200 23 |222|225| 000|120| 102,000 ry 84,500] [10 31 |315]313| 4000] 57| 99,000] 65| 270] 0 |1120] 71,000] 740] 0 | 3200] 36 |860)858| 3981] 57| 98,600] 65] 270] 0 | 1090) 71,500] 740| 0 | 3200] TOPEKA, KANS. 7 [oxa]oa0] a274] 96|100, 000] o8{ 270] 0 |x030] 4,00] | 1 | 3200] Phillip Billsra 18 |134[125| $100] 93] 102,000] 5] 260] 0 | 980] a4, 900) | 7 | s209 Std, Temp. 36° 11 |181|172| $10o]a14| 102; 000| 65] 260] © | 950] 24,500 | 7 | 3200] Alternate Only 22 |228|210| 4274] 56] 100,200] 65] 260] 0/1030] 4,500) | 1 | 8209 {81 |14|208| $100] 120| 102, o00| ° 6 | 3209 5 Joo1|52| $100] 120| 102, 000 ° 2 | s200 | FFUCSON, ARIZ T [oas]osr] s000] 190] 102, ooo z 3 T5209 Std, ‘Temp, 60 12 |138|121| 12000] 120| 102, 000 10 10 21 |a2s|211| 6000] 120] 102, 000 3| 970] 24,500] | 6 | 200 50 |15|201| 12000] 120| 102% 000] 10 84,500] |10 HFUCUMCART, N, NM. 3 [oas]o2] 6400} 120) 102, 000 7 | eaol ee, s00) [10 Ste, Temp. 44° 8 |o00|or7| soax| 44] 101,500] 6s} 260] 0 [150] 84,500] | « | 200] Alternate Only 21 |228{212| 6400] 120) 202, 000 4 | 980] 84,500] | 20 ae |2t0|257| S081] 4| 97,700] 65| 260] 0 2000] 4,500) | « | s200 FFULSA, OKLA axjoas]o2s] 2160] a{ 100, 600] 6s| 200) o [axa0] Na ‘Std, emp. 87° 8'089]080| 7100] 120| 102,000) 1 24,300] 10 12 |127|118] 6360] 120| 102,000] 0 84,500] | | s200] 11n|193|174| 4200] '57| 95,700] 65] 200] 0 | 140] Na. 17L|183|174|10000} 120) 102, 000) | 10 84, 500) 10 2in}at4|20s] 4150] 57] 84,7200] 65] 260] 0 | 240] 75,500| 740] 0 | s200 26" |269{a60| 7100] 120) 102,000 10 84,500| | 10 30 |a07|208) 6360] 120) 102,000 7 | 950] 4,500] | 9 | 200] s3n|008|354| 10000] 120) 102,000 10 84,500, | 10 881|003)854| 4200] 's7| 100,900] 5] 2s0| 0 | 1060] 70,000] 740) 0 | s200] VAN NUYS, CALIF. 76 |iv6| x80] @000] 120] 102,000] 70 34,500] [io San Fernando Valley 34 [856340] 8000] 120| 102, 000] 10 4,500] |20 Std, Temp. 96" ‘Alternate Only Rwy's, 6,26 NA | WASHINGTON, D.C. 3 ]ox6|oas| a724]iie]i02,o00| 8] 260] 0 | 960] 4,500] | 0 | s200 ‘National 15 |143]190| 5212] 120] 102, 000) 4 | 920] 84,500] | 3 | 3209 Sta, ‘Temp. 59° 18 |176|189| 6670] 120| 102, 000 ry 84,500] | 10 21 |206|213| 4724] 112|102, 000] 65| 260] 0 | 950] 88,500] | 0 | 3200 38 |22|320| s212| 120] 102, o00| 3 | 970] 84,500] | 3 | 3200 36 256 [003] ¢820]120| 102,000 0 24,500 |10 lweSt PALM BEACH, FLA, | © [ooa|ova{ ora] 20/102, 000 10 4,500] [x0 Palm Beach AFB. 15 [138|194| 6511] 120] 102,009] 19 84,500] | 30 Si. ‘Temp. 89° 27 |2v3|2v2| 2013] 120| 102, 000 0 84,500] | 10 ‘Alternaté Only fai |2is|a14) 6811] 120) 302, 000 10 84,500] | 10 | { | i} | CHANGES: Terr Like today's airliners, the Constellation power setting charts had information for each airport and runway. LOCK COTELLITIONE Soren CONSTELLATION aConstellations were a quantum leap forward from existing airliner designs. Although widespread acceptance of public | air travel was increasing, it was still a relatively new experience. Luxurious interiors and comfortable seats lured passengers on board, but they would soon realize the speed of air travel was a major benefit over other forms of surface travel. (Nicholas A.Veronico) PROPLINER COMPARISON Aincrart Tyee 649 749A DC-6B Wingspan: 123 ft. 123ft 1I7ft.6in. | Length: 95 ft.3 in, 97 ft.-4in, 100.7 in. Height: 23ft.8in 22.5in, 29ft.1 in, Empty Weight: 55,000 Ibs. 56,590 Ibs. 55,357 lbs. Gross Weight: 94,000 Ibs. 107,000 Ibs. 107,000 Ibs. Cruise Spee 327 mph. 305 mph, 315 mph Ceiling: 25,700 ft. 24,100ft. 29,000 ft Range: 1,600 miles 2,600 miles 3,005 miles Payload: 20,276 Ibs. 20,276 Ibs. 19,200 Ibs. Passengers: 81-22/4 81/-22/4 54/102 Remarks: Pressurized Pressurized Pressurized p AIRLINERTECH‘Agood example of cowling differences between early C-69/049 Connies and the 649/749 series; the cowl flaps on the engine nacelles are split on this California-Hawaiian 049, and also have an additional exhaust pipe ahead. Below, a Trans World Airline 749 displays large cow! flaps on the side of each nacelle. Perhaps the early Connies experienced ylinder head cooling problems and needed the extra area to provide adequate cooling. (William T. Larkins) tiliner than converted C-695 and early (049s. Eastern Airlines was the only com- yy that ended up ordering the 649 in favor of their earlier 049 production slots, This “Gold Plate” Constellation began to fulfill the earlier hopes everybody had forthe airplane. TWA also ordered eigh- t2en 49s, but the order was canceled due Aothe 1947 labor strike. The 649 first flew on October 18, 1946. It was added to the Model 0498 ATC on March 14, 1947, The price tag for each Gold Plate (a name that would ‘soon be dropped) Constellation came in at approximately $850,000. Across the Atlantic, an idea was afoot to license-build the Constellation in Eng- land, The Ministry of Supply cor ducted a study and found that produc- tion of the Connie could begin just as quickly as developing a brand new design. One wonders if the Ministry had considered the history of the Con- stellation’s development, and knew that the aircraft it produced would experi- ence similar teething problems. In the end, cost killed the project. Locka cowsELLATION Soper CONSTELLATION 43Po ee eres ‘Slipping through the air, the Constellation design had no more aerodynamic drag than Lockheed's smaller Hudson patrol bomber, an attribute that allowed high cruise speed and excellent payload ability. ( Overall, the Piston Engine Airliner Guide shows fourteen 649s were com- pleted as such. Reinforcements to the fuselage and inner wings, and better brakes, brought the airplane up to the 649A standard, which allowed a Gross Takeoff Weight of 98,000 pounds. ‘Model 749: More Range ‘The post-war airline environment ‘made long range air travel very lucrative. Transcontinental and _transoceanic flights were now reality, and even more range was possible. Lockheed designed ‘outer wing fuel tanks for the Constella- tion that added an additional 1,130 gal- lons of fuel for a total of 5,820 usable gallons, While this option could be retro- fitted to 649s, Lockheed assigned mode! number 749 and began production right away. In fact, the first eight 749s were delivered before the first 649. Since the aircraft were basically the same, Lock- hheed built both the 649 and the 749 simultaneously. Many of the 649s deliv- ered were modified to 649A standards, a4 and then again to 749 standards, Both new models were added to the Approved ‘Type Certificate on March 14, 1947, Other improvements to the 749 pro- duction line included “jet stack” exhaust, which Lockheed claimed added 15 mph to the cruise speed. The engine exhaust was ducted back through choked-down stacks so an amount of thrust was derived. Jet Stack exhaust systems inereased cabin noise, which was offset by additional soundproofing. ‘The Jet Stack could also be retrofitted to earlier 749s. Sixty 749s were built for KLM, TWA, Air France, Eastern, Pan ‘Am, Qantas, Air India, Aertinte Eirann ‘Teoranta, and LAV later, other airlines airlines places their orders. ‘The 749 production line was at one time nearly shut down due to order cut- backs from the airlines. Only 17 com- mercial Constellations were scheduled for delivery, but the U.S. Air Force and US. Navy placed orders for twelve air- craft and kept production open. Another gross. takeoff weight AIRLINERTECH jolas A.Veronico) increase to 107,000 Ibs. prompted Lockheed to designate the new model 749A to note new capabilities. Added to the ATC on February 15, 1949, the 749A would be sold to both the US. military and base Connie operators Lockheed offered a civilian freighter version of the 749A that borrowed from its military cousin. A 7 feet 8 inches wide by 6 feet high cargo door was installed in the rear fuselage, and another smaller cargo door was added aft of the cockpit. Cargo rails and tie- down rings were installed on the strengthened floor of the 3,433 square foot cabin. Refrigeration for all or part of the cabin could also be ordered None of the freighter versions were produced for civilian operators, but many would be modified later and serve as freight haulers for second and thind-tier companies. The increase in all-up weight and available payload was the result of engineers strengthening the center fuselage, wing stubs, and the centerSeaton IV RESTRICTED AN O1-75C12 (Urrex eecruca >) PANEL "[ MODLE INSTRUMENT) ‘LOWER INSTRUMENT )) PANEL fo neane m8) contrat stan) LOAD TRANSFER SWITCH PANEL (ere neue 7) Figure 117—Instruments end Controls, Flight Engineer's Stotion RESTRICTED Fight Engineer panel layout. NSTELLATION& 45This is how many Connies ended up after useful careers with their second or third-tier operators, Parts such as rudders, wing panels, Wheel brakes with better stopping power were also fitted, as were higher ply tires, stronger axle: and shock struts. South African Air- ways was the first operator of the 749A, but Lockheed quickly sold 98 kits to retrofit basic 749s to the “A” standard, Cuffed Curtiss Electric 830 paddle-blade propellers were also introduced, which actually improved the takeoff and climb performance numbers over the lighter 749. Operating Costs Lockheed Report SLR/762_ was written in November 1947 to educate prospective operators of the projected cost of owning and flying the model 749 Constellation. This particular report was aimed at companies want- ing an executive transport or an explo- ration platform that would seek out petroleum resources. Although Lock- heed did point out that the numbers were developed using several cost esti- mates that were unknown at the time, it 46 doors and other fittings would be scavenged from retired aircraft to keep fiying examples airworthy. N6OBAS sits in the Arizona desert after donating parts to keep her sisters flying. (Nicholas A. Veronico) A Delta 049 Connie taxies out for departure. The clean lines of the aircraft and the powerful engines allowed the Constellation to perform well at high altitudes, cruising above most bad weather. Pressurization of the cabin gave the occupants an 8,000-foot altitude when the aircraft was flying at 20,000 feet. (W.AS. Collection) does give: operating a Connie during its time. The last of the short-body Constel- lations were remembered for their reli- ability and excellent service record with the airlines and the military AIRLINERTECH arp insight to the costs of Flight crews liked the 749 due to its exceptional power to weight ratio and docile handling characteristics. Pro- duction of the 749 and 749A ended at | 132 examples so that a larger breed of Constellation could be produced.Mobet 749 OPERATING Costs From LockHeep Report SLR-782 Assumptions: Annual Aircraft Utilization: 1500 hours Fuel cost per gallon: 40 Oil cost per gallon 80 Initial Cost of Modified Aircraft: $820,000 Initial Cost of Engines: $160,000 Fuel Cost (390 gph): $156.00 Oil Cost (8.32 gph}: $667 Aircraft Depreciation: $54.67 Engine Depreciation: $13.33 Maintenance and Overhaul Cost: $138.00 (Spares @ $47.00/Hr.and Labor @ $91.00/Hr) Crew Costs and Expenses: $6452 (1 Pilot, 1 Geologist/Co-Pilot, 2 Flight Engineers, 1 Navigator, 1 Radio Operator, 2 Photographers) Insurance (90 percent Hull coverage): $4737 Indirect Costs: $288.33 (An arbitrary figure of 60 percent of Direct Costs has been assured. This is appreciably higher than the amount that can be reasonably anticipated, but due to there being no directly comparable operation among present Constellation owners, this conservative percentage has been used) $768.89 TheMATS Connie" is operated by Vern Raburn in Arizona, and makes numerous airshows around the country every year. N494TW (msn 2601) is a C-121A that served with the Air Force for 20 years before being stored at Davis Monthan Air Force Base. (Nicholas A.Veronico) ocuEE conTELLATON A Super CONSTELLATION 47THE Lone Connies Bree en kes ema (earaies hort-body Connies were looked S= ts eal bot rosy the Might crews, but the airlines wanted more: more speed, more pay- load, and more range. Almost as soon as the 649 and 749 were announced, Lockheed knew more capability would become necessary. The public was accepting air travel as a viable means of transportation, not merely a I only afforded by the wealthy. This coming decade would see the introduction of a plethora of new mili tary jets, seemingly on av AL-1049G climbs out over New York in TWA col Aviation and science technology were continually expanding the flight env lope of these new fighters and inter- , but much of this data on tur- ines, swept wings and high mach numbers did not find a place with commercial aircraft manufactur- y, piston engine airline were accepted as the norm. But the story was different in En land, where the de Havilland Comet made its first flight on July 27, 1949, This event surely marked the beginnit of the end of the piston-engine airliner and another 700 miles of needed range. (Lockheed) 438 AIRLINERTECH era, although the end took longer than expected, The Constellation design still held promise and Lockheed 1g department dutifully went to work to improve the aircraft Stretching the fuselage of the Con- stellation meant that the airlines would enjoy mote seats ata reduced seat cost- per-mile, which meant higher profits and increased operating efficiency. | Lockheed conducted research and tests in 1949 in both their engineering and flight departments. This included fly- ing an updated model 749 at a gross ee ee at ors. he 609-gallon tip tanks added just five inches to the wing span,LOCKHEED SUPER CONSTELLATION MILITARY MODELS R7V-1 AND C-121C The Emergency Information Card gave airport rescue workers information regarding fuel tank location and emergency exit operation. Leading World Airlines have selected TURBO COMPOUNDS for greater speed, economy, and payload in long-range transportation CURTISS: WRIGHT, CORPORATION + WOOD-RIDGE, N. ACurtiss-Wright advertisement in a 1950s aviation magazine touted their Turbo Compound R-3350s as the engine of choice for airliners around the world. TOCKREED CONSTELLATION Super CONSTELLATION a9‘Amodel 1049C at Travis Air Force base shows how Lockheed engineers improved the Connie over the years. Shrouds weight of 137,000 pounds, proving the lifting capability of the basic wing design. Instead of building a com- pletely new prototype, Howard Hughes sold his C-69 (the once modified XC- 69) back to Lockheed. Workers liter- ally sawed the fuselage apart and installed two plugs totaling 18 feet 4% inches, The first plug was inserted just ahead of the forward wing spar, and the second one 53 inches behind the rear spar. AS a result of the modification, Lockheed assigned model number 1049 to the aircraft and changed the constructors number from 1961 to 1961-S to signify “Stretched” Soon named the “Super Constella- tion,” the new model's main feature was the longer fuselage. Since the wing had been tested to a much higher ‘2r0ss weight, Lockheed knew that this ‘would be a viable, cost-saving move for themselves and the airlines that ‘would buy the aircraft. Workers would ot have to learn to build a new wing or fuselage, thus bypassing a time con- suming learning curve. 50 now appear behind the prop spinners to direct cooling air around the cylinders. Also, a cargo door option was ordered for this example, N9717C (msn 4546) operated by Twentieth Century Airlines. (William T. Larkins) A tired and worn R-3350 sits in an engine cradle, awaiting overhaul. The section for the power recovery turbines can be seen, as the right rear PRT is not installed here. The forward nacelle doubles as the engine mount. The steel tube structure is visible under the wiring. (Scott E. Germain) AIRLINERTECH‘Sign of a good time to fly a. Ato ince. rev TWA ‘One of TWA’s 1950s advertisements extolling the virtues of the Constellation’ weather-topping performance; a point tosoothe passenger anxieties about flying in bad weather. TWA and their Connies could take you away from the cold and snow to deliver you to any number of warm vacation climates in their route system. Artist’s renderings of proposed methods oflifting ‘cargo to the higher cabin floor of the Constellation series. It's interesting to note that the “Skybridge” method looks a lot like today’s jetway. LOCKRERD CONSTELLITIONE Stren CON 51Detail view of the Super Constellation’ tai, elevators and rudders. The early Model 049 had a retractable tail bumper, but this was soon deleted. In its place is the tie- down ring. The rudders were split by the horizontal stabilizer, and provided Connie pilots with the ability to cope with failed engines. (Scott E. Germain) Lockheed intended to use a new version of the R-3350 being jointly developed by Wright and the US. Navy. The new “Turbo Compound” promised a large horsepower gain, but it was not available when Model 1049 production began, The R-3350- 956C18CA engines of 2,700 horse- power were used, at least providing a little more power than the 2,500 horse- power units of the Model 749. This ‘meant the Super Constellation wasn’t s super as Lockheed had hoped, and the 1049 served as an interim model until the Turbo Compound engines became available. Douglas’ DC-6B had been developed to compete with the earlier Connies, and it was faster than the new 1049. The unavailability of the newer engines and the perfor- mance shortcoming was quite a set- back for Lockheed. But there was some good news as Lockheed had guaranteed a maximum gross takeoff weight of 114,000 52 The main landing gear of the Super Connie was able to not only take the weight of the aircraft, but also handle rough fields and hard landings. The large retraction strut brought the landing gear up and forward into the uplocks visible on the bulkhead at the top. Mechanical rods closed the doors after retraction. (Scott E. Germain) Dual disc brakes on each main wheel allowed heavy Connies to slow down after landing. Lockheed even designed in a step for maintenance personnel to work up in the wheel well. Its seen on the back side of the main landing gear Jeg. (Scott E. Germain) Called “The Beast,” the prototype Constellation would be bought back from Howard Hughes to be converted into the first Super Constellation. Seen returning to Burbank airport over Pasadena's Rose Bowl, The Beast would also test various engines, radomes and modifications for both civilian and military Constellations. (Lockheed) AIRLINERTECHLOCKHEED REPORT 11360 Figure 1-4. Three-View Drawing of Aiteraft Lockheed drawings depicted flaps, tip tanks and control surfaces on the Model 1049. LocuaeancowTELLTON Sura CONConnies with a white fuselage and tail. Although a certain amount of weight was added to the basic airframe, the aircraft now appeared more modern and were easier to see. N6905C (msn 4019) was built on July 31, 1952 and was christened “Star of Rhone,” although the name only appeared on the left fuselage. (William T. Larkins) The partially extended Constellation flaps and their well show the cleanliness of the design. When retracted, the flaps ft flush to the bottom. The large pipe on the wing fille is a fuel dump outlet. (Scott E. Germain) sa AIRLINERTECH[ voce woe se ‘econ soe Instrument panel layout of the 1049 Constellation. The preflight walkaround was normally done by the Flight Engineer. ela iad Aincrart TYPE Dc-7 1049G De-7c Wingspan: 117 ft.6 in, 123 ft.Sin. 127 ft.6in, Length: 108 ft.11 ft. 116 ft.2 in 11243 in. Height: 28 ft.7 in. 24 ft.9.4 in, 31 ft.10 in, Empty Weight: 66,306 Ibs. 69,326 lbs. 72,763 Ibs. Gross Weight: 122,200 Ibs. 137,500 Ibs. 143,000 Ibs. Cruise Speed: 359 mph. 311 mph. 355 mph. | ceiling 27,900 ft. 22,800 ft 21,700 ft. || Range: 2,850 miles 3,463 miles 3,280 miles Payload: 20,000 lbs. 18,300 Ibs. 23,350 lbs. Passengers 65-99 99 54/102 ‘OCANEED CONSTRLLATION | Sten CONSTELLATION 55Built as a C-121C for the United States military, the Historical Aircraft Restoration Society's Super Constellation is th 4s the civilian 1049F passenger/cargo version. This aircraft would take a total of 42 hours of flight time, with stops in Hawaii, Pago Pago and Nadi, to reach Australia. (Nicholas A.Veronico) pounds, and certified the 1049 for an all-up weight of 120,000 pounds. Approximately 550 design improv ment nie, which was 13, 1950. The first production 1049 flew on July 14, 1951 and was awarded Certificate (6A- 5) on November 29, 1951. Fuel capac- ity of the 1049 was increasec gallons by installing a 730-gallon cen- ter section fuel tank in the wing. This increased range by 500 miles over the 749A. Only 24 of the initial Super Constellation models were built. A new manufacturing method was Pioneered by Lockheed during the A relatively new Trans World Airlines 1049 taxies in after a flight in October, 1049 program, In an effort to save 1952, one month after its September 29, 1952 delivery date. The 1049 was the weight while increasing structural first of the Super Connies to feature a stretched fuselage and more powerful strength, large portions of the wing engines. (William T. Larkins) panels were milled out ofa single piece of aluminum, These panels had milled EE ee AIRLINERTECHAunique view of the number one R-3350. Volleyball are pushed into the exhaust stacks to prevent birds from nesting there. Each Turbo Compound engine pumps out 3,250 horsepower, producing an incredible amount of heat. The dark area of the aft cowling is steel to repel the exhaust heat. (Scott E. Germain) The windscreen on the Model 1049 was increased 3 inches in height to improve the somewhat limited visibility afforded to the flight crew. With an additional seven inches of headroom in the cockpit, the Super Connie was a much more comfortable aircraft for the pilots. (William T. Larkins) LOcaNEED consTLLATION Super CONSTELLATION 57'N1880 emerges in its new Lufthansa paint at Buchanan Field in 1959. Note the heavy exhaust staining from the R-3350s behind the cowling:a normal state for the large reciprocating airliners. Passengers would easily notice the long and fiery ‘exhaust plumes from the engines’power recovery turbines at night, leading to many frayed nerves and calls to the fight attendants! (William T. Larkins) internal stiffening members and saved weight by deleting internal parts and the need for rivets. A new 3 inch taller windscreen arrangement provided vastly improved visibility and resulted in seven additional inches of headroom in the cockpit. Passengers were also treated to a better view through larger rectangular fuselage windows. Once again, heating, cooling and pressuriza- tion systems received attention and substantial improvement. The Connie could now hold a 5,000-foot cabin at 20,000 feet cruise altitude. A totally new electrical system was designed and built, which included new electrical/pneumatic deicing system. This new system would electri- cally heat the extreme leading edges of the flying surfaces while inflatable boots would cover the remainder of the leading edge back to the 10 percent chord line. Additional baggage doors and an additional cargo door to the bin were also offered. Since stretching aircraft fuselage decreases yaw stability the vertical sta- bilizers on the 1049 were lengthened The Super Constellation’s Fowler flaps telescoped rearward and down to increase wing area and camber. These flaps allowed the Super Connie to take off and land at relatively low airspeeds. When extended, the flap sections separated slightly into five sections as seen here. The opening on the top of the wing is for the heat exchanger and refrigeration units. (Scott E.Germain) AIRLINERTECHMODEL 1O49H ABBREVIATED EMERGENCY PROCEDURES The pilot's Abbreviated Emergency Checklist for a 1049 Connie. Cabin pressurization, heating and cooling chart for the Super Constellation. Line drawing for the Model 1049 Super Constellation from a Lockheed document. Note how the circular windows were added to the drawing in error. 1049's were equipped with rectangular windows. (Lockheed) Loco conreLLTON& Spm CONSTELLATIONpe 3 ts The Super Constellation series featured a new manufacturing process for wing panels. A 32-foot long, 3,200 Ib. slab of aluminum is placed in a milling machine, where it will be whittled down to a mere 389 pound outer skin panel. By doing this, engineers bypass the need for rivets to hold interior ribs and formers in place, therefore saving weight. (Lockheed via W.AS. Collection) Lockheed’s Model 1049H was a whole new breed of Constellation. Longer, wider, more powerful, and with longer range, the new model would open new air travel routes throughout the United States, Europe,and around the world. California Eastern Airlines operated N6931C (msn 4813) as seen here at Oakland on September 15, 1957. The Super H had a convertible interior for passenger or cargo use, (William T. Larkins) by splicing in a section to increase their area. This necessary move took away the elliptical shape of the middle stabi- lizer. The rudders and ailerons were now metal covered. Eastern Airlines, the first airline to book orders for the 649, was first once again with a request for ten 1049s on April 20, 1950. An additional four were added later. Eastern chose not to have the center fuel tank installed in any their 1049s, although the hardware was there for later installation. Commercial ervice at Eastern began on December 7, 1951. The 8 passenger 1049s were used only on domestic routes. TWA also placed orders for ten Model 1049s, but sources conflict on the inclusion of the center section fuel tank. After the aircraft were delivered © AIRLINERTECH‘Antenna locations for communication and navigation radios. Fach crew member had a specific section of passengers toevacuate in the event of a water landing. Escape routes are depicted. olga ie ute | Aircrart TYPE 1049 DC-6B 1049C Wingspan: 123 ft. 117 ft.6 in, 123 ft. Length: 113 ft.7 in, 100 ft.7 in. 113 ft.7 in. Height: 12 f.9.4in. 29 ft.1 in. 24 ft.9.4 in. Empty Weight: 70,083 Ibs. 55,357 lbs. 70,083 Ibs. Gross Weight: 133,000 Ibs. 107,000 Ibs, 133,000 Ibs. Cruise Speed: 327 mph. 315 mph. 314 mph. Ceiling: 23,200 ft. 29,000 ft. 23,200 ft. Range: 2,880 miles 3,005 miles 2,880 miles Payload: 26,400 Ibs. 19,200 Ibs. 18,300 Ibs. Passengers: 47-106 54-102 99 Remarks: All aircraft are pressurized and powered by Wright R-3350 engines. Only the Lockheed 1049 lacks the Turbo Compound powerplants. locauseycowreztova pee CONSTELLATION 61and in servic several modifications to boost the air- plane's speed. The propeller spinners ‘were extended rearward to improve air- flow through the cowling, the engine nacelles were lengthened, and the shape of the cowl was changed a bit. One of the intakes for cabin cooling was cov- ered over, and another was decreased in size. The fillets between the fuselage One of the final steps in producing a Super Constellation was wiring the aircraft’ electrical system and avionics. The worker here uses both a photo and blueprints to ensure the wiring in the Main Electrical Panel is done correctly. The original caption from Lockheed makes it a point to confirm male and female assembly line workers were paid equally. (Lockheed via WAS. Collection) A classic view of the Super Constellation triple tail. he horizontal stabilizer runs through the vertical surfaces and is ‘mounted high on the aft fuselage, keeping the structure out of the downwash from the wing. (Scott E. Germain) 62 AIRLINERTECHLOCKHEED REPORT 11360 PERMISSIBLE AIRPLANE LOAD FACTOR VS. INDICATED AIRSPEED FOR TAKE-OFF ‘GROSS WEIGHT OF 137,500 AND ALTITUDES LESS THAN 16,000 FT. MAXIMUM LEVEL FUGHT SPEED 261 KNOTS (300 MPH) —} PLACARD DIVING SPEED 294 KNOTS (338 MPH) 7250 300 350 200 LAS. —KNOTS Figure 5-1. Aircraft Flight Strength Diagram 5-12, STRUCTURAL LIMITATIONS. 5:13. Flight of any aircrafe through curbulent atmos- phetic conditions imposes loads on che structure in excess of those encountered in normal operation. These load conditions were taken into consideration during the design of the aircraft; however, it is possible to reduce the stresses imposed by turbulence and gusts, and improve passenger comfort, by observing certain tech- niques and precautions. 5-14. In normal level flight the wing supports a load equal to che aircraft's weight. When acceleration is applied (0 the aircraft, however (dhrough maneuvers such as pull-ups, push-overs, turns, or by atmospheric disturbances such as gusts), the load on the wing becomes greater or less than the aircraft's weight depending on the nature of the acceleration. The ratio of the load actually sustained by the wing to the weight of the aircraft is called the load factor. The basic CALA. load factor requirement to which all transport aircraft are designed is 2.5, 5-15. When flying high-speed transports in gusts, care must be exercised so that the allowable gust load factors are not exceeded. It is impossible for the pilot to pre- ‘vent the build-up of gust loads on the wing, because they build up too rapidly. Therefore, when rough air ‘cannot be avoided, one simple precaution should be kept in mind: REDUCE AIRSPEED. Refer to figure 5-2. 5-16. The reason for this precaution is explained by the fact that for an aircraft entering a gust, the additional load imposed by the gust is directly proportional to the aircraft's speed, Although for a given gust velocity, che change in wing angle of attack to the relative wind decreases as the aircraft speed increases, the load pro- duced by the change in angle increases as the square of the speed. 5-17. Because of these factors, it is apparent that i is advantageous from the standpoint of aircraft strength to reduce airspeed in rough ait. If this is cattied too far, however, the danger of stalling the wing by a gust is increased. The V-G diagram for the 1049 Super Constellation. LOcKHEEDcoNsTALLATIONA Spm 63A Trans Canada 1049C wings westbound over Ventura on a delivery test flight. CF-TGA would later be converted toa 1049E for Airmotive Inc, stored at Burbank, and broken up in 1964. Lockheed via W.A.S. Collection) and the wing were also reworked and ving walkway paint was removed. All of these “improvements” reportedly gave a 12-mile per hour increase at 20,000 feet. R-3350-975C18B-1 ‘engines giving 2,800 horsepower were approved in May 1952, bringing the model to the 1049-54 series October 19, 1953 saw TWAS inau- gural flight between Los Angeles and ‘New York. The Super Connie could aloft for extended periods of time flight crews began to complain about the length of their duty days. As a result of this, westbound flights had to stop in Chicago for a crew change until pilots agreed to a ten-hour workday on transcontinental flights. TWA's 1049s ‘were configured to carry 75 passengers. No 1049A or 1049B models were produced for civilian operators. The: nations served as Lockheed iers for military WV-2, WV (text continued on page 70) 64 The polished finish ofthe presidential Columbine displays the superb craftsmanship of the metal work by Lockheed assembly line workers. The aircraft is displayed at the Pima Air and Space Museum, Tucson, Arizona. (Nicholas A.Veronico) AIRLINERTECHKODOCHROME CONNIES Bier e kai eas om in the World War Il era of B™ and white photos, the Lockheed Constellation grew up in a rapidy expanding airline indus- tty. The drab colors of the Army Air Corps gave way to polished metal and the colors of air carriers that would soon serve the world, Trans World, Pan American, Northwest Orient, and a host of others would fly the various models of the Connie well after the first jet transports entered service. Many different paint schemes adorned the Constellation through the years. Some were well known, such as the white and red of Trans World Airlines or the polished metal and blue of Pan American. Other operators only flew a small number of Connies and never acheived any noteriety. In the twilight of its career, many Connies would find their way to the desert cities of Tuscon, Avra Valley and Mojave to become parts sources for Arizona's dry desert proves to be an ideal place to store aircrafe save for the wildlife that likes to make these retired aircraft their home Many parts from these retired workhorses have been removed to keep others lying (Nicholas A.Veronico) The eliptical vertical stabilizer and fabric covered rudder on the Global Aeronautical Foundation’s Super Constellation. The skunk on the tailisa The 049 had very advanced features for a passenger airliner: hydraulic fight controls, new engines, and high aerodynamic efficiency. Airlines such as TWA, Pan Am, and many others would count on this to attract passengers in post- war years. (Nicholas A. Veronico) nod to the Lockheed lineage, while the emblem pertains to the Air Defense Command, the former service the aircraft lew for. (Scott E.Germain) CAMEO CONSTELLATION Suen CONSTELLATIONflying aircraft. They were finally cut 5 beanrriaia up and sold for scrap. An inglorious a yn end for such a classy aireraf , . a The following photos offer a color limpse into the life of the “black and white” Lockheed Constellation, an air line that began life inthe war weary days ofthe 1940's, and grew up to become the symbol for modem ar travel The front office of the Super Constellation was well laid out and roomy thanks to the additional headroom afforded by the new windscreen. To the extreme left is the nosewheel steering tiller. The center panel contains trim, autopilot and throttle controls. Prop reverse was available by lifting the knobs for each engine and bringing them up. (Nicholas A. Veron The Columbine, President Eisenhower's ‘Air Force One,” complete after refurbishment at the Air Force Museum. Cuffed propellers, an astrodome, and the original interior make this aircraft one of the most complete and original Connies that survives. (Nicholas A. Veronico) Without a doubt, the Flight Engineer on a Constellation was of major importance. Throttles, mixtures, prop levers, and controls for all the systems were run from this position. Often, the man flying "the panel” was a certificated ‘mechanic able to make repairs during stopovers. (Nicholas A. Veronic AIRLINERTECHN608AS (msn 2600) looking worse for wear after giving up cowlings and other various parts to keep other 749s in flyable condition. Many of the earlier 749 were retrofitted with the later-style long nose of the Super Constellations. (Nicholas A.Veronico) Constellation 749VR (msn 2604) sits in Avra Valley, Arizona still wearing its Conifer Aviation, Inc. markings. This model 749 served the U.S. Air Force as aC-121A, then as a bug sprayer in Canada, (Nicholas A.Veronico) Willair International had a bad day on September 28, 1968. Starliner N8081H (msn 1026) suffered a gear collapse on landing in Stockton, California, only one month after delivery. Although damage appears to be surprisingly minimal, the right outboard engine nacelle did catch fire and heavy damage was inflicted on the aircraft. (William T. Larkins) Locum coNsTELATIONLacking the airline windows of civilian Super Constellations, Wayne Jones EC-121 still displays the classic curved lines of the design. light on the fuselage would illuminate the wing and engines during flight, enabling the flight crew to check for ice. Te overwing exit, shown open,is ‘abit tough to get through for normal sized people. (Scott E. Germain) The Constellation’ wheel wells were amaze of hydraulic lines, tanks, retraction struts, and hoses. The Janding gear leg and struts are attached at the right, and the retraction strut extends up through the middle. (Scott E. Germain) ‘An exterior view of the Wright R-3350 Turbo Compound engine. Exhaust from the three sets of six cylinders spun a turbine, which was connected to the engine's crankshaft. The recovery ofthis otherwise wasted | heat energy returned approximately | 20 percent of the engine's power. (Scott E. Germain)Components of the main landing gear from the Erection and Maintenance Manual. Aside view of the Wright R-3350 Turbo Compound engine shows the exhaust ducting to two of the three Power Recovery Turbines. Later versions would feature .355 ratio nose case gears to keep prop tip speeds slow and efficient. (WAS. Collection) Details ofthe flower-petal style cowling on the Constellation. Unrestricted access to the engine and related systems was excellent. ‘CURTISS.\WRIGHT. TURBO-COMPOUND ENGINE LOCKED COTELLATION 69(text continued from page 64) RC-I21C, RC-121D, R7V-1 and a single presidential VC-121E Constel- lation model. ‘Turbo Compound Super Connies The 1049C Super Constellation was the first civilian version, and the first production Connie, to use the Wright Turbo Compound R-3350- 872TCCI8DA-I. Although not much larger than previous versions of the engine, this model could pump out a staggering 3,250 horsepower. With more horsepower providing better climb and cruise figures, the 1049C was certificated to lift off at 133,000 § pounds. On paper, this gave the Super KLM operated a number of Constellations. This model is a Super Gon a test Connie better payload performance flight out of Burbank. PH-LKE was dubbed “Pegasus” upon delivery, and was than the similarly powered Douglas stored after her service life until she was broken up in July 1964. (Lockheed) The most famous “airliner” version of the Constellation wasn’t a civilian model at all. The United States Air Force Museum proudly displays the only presidential VC-121€ built. Mrs. Eisenhower christened 53-7885 (msn 4151) “Columbine ill”on November 24, 1954. It went right to the Air Force Museum in 1966 after retirement. (U.S. Air Force Museum) eea TT The five sections of a Super Constellation flap seen partially extended. The Turbo Compound R-3350s could throw a considerable amount of oll overboard as seen here. The hydraulics worked through Jack screws and the large actuator ‘arms seen near the flap tracks. (Scott E. Germain) line shows how litte the addition of the PRTs added to the size of the engine. The assembly around the engine nose case helped keep airflow coming off the prop spinner flowing cleanly and efficiently to the engine's cylinders (Lockheed via WAS. Collection) mors cyrosm, Nee, eevee F Betes i i ont ena \ cn nt si Besant Cnet, He Oe sera Locations of various components within the 1049 airframe. LOCKED COWTELLATON& Super CONSTELLATION nAnother view of the flower-petal style cowling on the Constellation. Opening the cowl allows unobstructed access to the engine and the accessory section at the rear. Note the pristine condition of the cowling: no oil or grease at all! (Lockheed) DC-6B. Cruise speeds of the two air- craft were about even at 314 miles per hour, but the DC-6B had a range advantage, This was somewhat coun- tered by the higher range of the later 1049G. The 1049C Super Constella- tion first flew on February 17, 1953 Turbo Compound R-3350s utilized Power Recovery Turbines (PRT'S) that ‘were spun up by the hot exhaust gases, thus ‘recovering’ some heat energy that would otherwise be dumped overboard. Six cylinders would feed each of three PRT, while a fluid coupling would feed the rotational power of the turbine wheel to the crankshaft of the engine, Wright claimed a 20 percent increase in engine power, which would allow the 1049C to finally meet the design goals envisioned all along for the Super Constellation A view of a damaged Power Recovery Turbine from a Wright R-3350 Turbo Compound engine. The turbine wheel housing held the turbine wheel and its bearings. The cover on the right helped duct the exhaust gases overboard. Notice the cracked and missing hollow turbine blade at about the one oclock position. (Scott E. Germain)Alook inside the main landing gear well showing hydraulic reservoirs, plumbing and the oil cooler air outlet. (Scott E.Germain) Maximum gross takeoff weight remained at 133,000 pounds, but the cruise speed worked out to be 327 mph at 65 percent power. Range suffered by 300 miles. The inadequate exhaust system caused some problems on the 1049C now that the engines were generating this enormous amount of power. Exhaust flames extended the length of the wing to the trailing edge and were adversely effecting the metal wing structure. Passengers also became alarmed at the sight of the flames at night. It would take nine months and approximately two million dollars of research and development to figure the problem out. A simple two-inch wide ring of armor was installed around the turbine. Several other detail changes kept the heat from damaging the skin Further changes to the 1049 included a new landing gear retraction system, the installation of an engine oil transfer system, and the designing of a better fuel management system, The 1049C would become known as one of the quietest piston-engine airliners ofits day due to better cabin soundproofing. Lockheed also produced the The Super Constellation nose landing gear showing the enclosing doors, hydraulic steering pistons, landing lights, and canted tires. The attached towbar required disconnecting the steering scissors. Forgetting to reconnect the scissor ‘arm would render the nosewheel steering useless. (Scott E. Germain) ‘model 1049D, the world’s largest cargo aircraft at the time, The 1049D used mlitary-style freight doors and an anti- corrosion magnesium floor with cargo tie-down rings. Fittings for up to 109 seats and stretchers were also available, but few operators showed any interest in the cargo Connie. Only four were built for Seaboard and Western in the summer of 1954 Other model 1049s were also developed and produced. The 1049E had structural enhancements to accom- modate an eventual Maximum Gross LOCKED CoNTELLITON& Super CONSTELLATION 73The 609-gallon tip tanks installed on civilian and military Super Constellations were very close in shape to the extremely efficient design of Lockheed’s P-38 drop tanks. The NACA air inlet allowed air to somewhat pressurize the tank in flight, preventing fuel starvation. (Scott E, Germain) Lockheed tried to make the Constellation an easy aircraft to work on, as shown in this photo. Crewmembers from the Historical Aircraft Restoration Society tend to one of the top cylinders on their 1049F before it makes a marathon 42 hour fight to Australia. Three stops had to made along the way for fuel ‘and crew rest. Nicholas A. Veronico) Takeoff Weight of 150,000 pounds. Next off the Lockheed production line was the 1049F, a civilian version of the USAF's C-121C combination passen- gericargo Connie. Maximum weight for the 1049F was 137,500 Ibs. and it cruised at 355 mph. The neatly cowled R-3350 Turbo Compound engines provided a staggering 3,250 horsepower and allowed the Super Connie to attain the desired levels of performance. The engine air intake scoops on top of the cowls are closed to prevent birds from nesting. Note the angle of the oil cooler flaps in the open position, (Scott E.Germain) 74 AIRLINERTECHgta Registered C5-TLA, this 1049G taxies out for a test flight prior to delivery to Transportes Aereos Portugueses on July 15, 1955. Note the deep prop spinners extending back into the tightly cowled R-3350s. (Lockheed) Ahand tiller on the left cockpit console controlled the hydraulic nosewheel steering on the 1049 ‘model. The earlier castering nosewheels on early 049's required a burst of power from the engines to make tight turns, often blowing over ground personnel and equipment. (Nicholas A. Veronico) Looking forward into the pristine nosewheel well of Global Aeronautical's Super Constellation, it is apparent Lockheed spent considerable effort to keep the gear wells free of clutter. The two boxes at the top are batteries, and a work light sits in between for night ‘maintenance. (Scott €. Germain) The Super G and H The Constellations had always embodied respectable cruise speeds and payload ability, but the compet- ing Douglas DC-7 had nearly equal range numbers and cruised a little faster than the 1049C. Lockheed rose to the challenge with the Model 1049G and again leapfrogged ahead of the Douglas aircraft by adding 609-gallon tip tanks to the 1049. This brought the total fuel tankage up to 7,750 gallons and extended the range OCuHEED COWTELLATION& Super CONSTELLATION 75The Turbo Compound R-3350s pump out an enormous amount of heat and exhaust, as the dark staining on the steel shield attests. The Power Recovery Turbine housing would glow white hot at night, adding to anxious passengers’ nerves. Coupled with the exhaust flames, the sight was truly incredible. The large pipe exiting the cow isan oil drain to collect oil for reuse. (Scott E. Germain) another 700 miles. Maximum takeoff weight was increased to 137,500 pounds due to improved engines from Wright. Some aircraft were further tweaked to lift off at 140,000 pounds with wing modifications, Up to this point, piston-engine air- line designers were forced to provide certain performance characteristics at the cost of others. Some design para- ‘meters had to suffer in most of the ear- lier designs, including the Constella- tion. The engines that powered these aircraft in the late “30s simply could not provide enough power and fuel efficiency to allow them to achieve the desired speed, range, and payload goals. But the introduction of engines such as the Pratt & Whitney R-4360 and the Wright R-3350 Turbo Com- The outboard fuel jettison pipe is located between the aileron and flaps on each outer wing. This kept the fuel away from engine exhaust and any chance of igniting. The red blocks are control locks to keep the ailerons from banging around in the wind while the aircraft is at rest. (Scott E.Germain) 76 AIRLINERTECHEven with the tip tanks installed, the delicate curvature ofthe traling edge ofthe wing was preserved. Addition of the tip tanks only added five inches to the wingspan and caused very little drag. (Scott €. Germain) Nose to nose Connie nosegears. Although the unit is long, the shape of the aircraft's fuselage actually allowed the unit to be shorter in the end. Note the two different styles of ‘nose wheels and the hydraulic lines that provide power to the steering pistons. (Scott E. Germain) Two of the four ‘Demons from Hades.” Although these are Turbo Compound versions of the Wright R-3350, the earlier versions of the engines are not much smaller and were cowled equally as neatly. The cowling flaps allowed large ‘amounts of air through the cowling to cool engine cylinders during low speed, high power climbs. The oil coolers are located in the scoops below the cowl. (Scott E. Germain) ‘Locunen cowreLLiTON& Sten CONSTELLATION 7Quantas livery comes to San Francisco for the first time on May 17, 1954. The inaugural flight brought Connie VH-EAG (Model 1049E, msn 4539) to the United States for public relations and advertising one month after delivery. It was a common practice to shut down the outboard engines while taxiing in, (William T. Larkins) Lockheed 1049E “Southern Constellation” (VH-EAG, msn 4539) arrives from Australia on its inaugural flight. Notice the squared off windows and the short nose cone. Other improvements on the 1049 included additional structural beef-up pound gave the Super Constellation, the Douglas DC-7, and the Boeing Stratocruisers the speed, range, and payload to usher in modem air trans- portation. True airline capability was at hand, ‘The 1049G was just such an air- for a gross takeoff weight of 133,000 pounds. (William T. Larkins) craft, Altogether, it embodied approxi- mately 100 design improvements over the 1049, Small improvements, insignificant by themselves, combined to make this model of the Super Con- stellation one of the first airliners with the ability to provide worldwide ser- vice. It also emphasized just how important and close the competition was between commercial aircraft designers. New propeller hubs and better deicer boots on the wings and tail were included. The inner surface of the 78 AIRLINERTECHThe Model 1049 had both front and rear passenger doors, along with better soundproofing for the cabin. Other passenger improvements by Lockheed included larger rectangular windows, and vast improvements in cabin heating, cooling, and pressurization. (William T. Larkins) 259 Model 1049 Super Connies were built for civilian use and were operated by more than twenty-one companies. N1927H cabin skin was covered with a new sandwich of plyboard and new fiber- glass material to deaden the engine noise. The engine mounts re attention: Rubber shock mounts fur= ther reduced vibration and noise. eived Weather radar (requiring a revised radome) was also available. The 1049G was added to the 1049 ATC on January 14, 1955 and began commercial passenger service ith Northwest Airlines in July 1955, (Model 1049H, msn 4821) was delivered on July 17, 1957 to Air France Corporation and operated by Transocean Air Lines. It then was acquired by The Babb Company, for Capitol Airways, as shown here at San Francisco. William T. Larkins) However, TWA was again largely connected to the 1049G and dubbed its planes “Super G's” by painting the moniker on the tails, This name has survived through the years. Range was improved greatly over the earlier UocKHEDcowTELLATON Super CONSTELLATION 79A Dollar Lines 1049H gets its paint stripped at Oakland in 1959. N1880 (msn 4820) would be leased to more than eleven different companies during its career! The graceful airliner would finally end up being used for fire-fighting practice at Miami international Airport. (William T. Larkins) Another view of N1880 (msn 4820) at Oakland. The 1049H was powered by four 3,400 horsepower R-3350 Turbo- Compound engines and could take off with a Gross Weight of 140,000 pounds. Note the Navy SNJs and SNBs in the background. (William T. Larkins) 1049 models: The Super G could fly The role ofairlines was being looked model that would be convertible between 4,140 miles with an 18,300-pound at very carefully in the mid-fifties. passenger and cargo interiors payload. With a reduced payload of Although pure fieighter models of the The resulting Super H (Model 100. more fuel could be carried, Constellation were never popular, Lock- _ 1049H) was basically a Super G with a allowing a range of 5,250 miles. heed perceived aneed fora Constellation convertible interior. In just a few hours 80 AIRLINERTECHThe triple tails and rudders of the Constellation are evident in this 1959 shot of N1880 (msn 4820). While the design is trademark Lockheed, it actually stemmed from the requirement for the new airliner to fit into existing maintenance hangars, Metal covered rudders were introduced on the Model 1049. (William T. Larkins) Slick 1049H (N468C, msn 4846) sits at San Francisco with blanked out windows, suggesting cargo operations. The the interior of the 1049H could be con- verted between all-passenger and all- cargo as necessary. Interior panes, up to 94 passenger seats, lavatories, baggage racks, and galleys could be taken out and replaced by the cargo modifications produced for the 1049D. Performance ‘numbers for the Super H were the same as the 1049G, and some were even cer- tificated to have a maximum gross take- 1049H, or ‘Super H,’was a jack ofall trades, having a convertible interior for cargo or passenger operations. N468C would end its flying career after a gear collapse in Belize in March, 1956. (William T. Larkins) off weight of 140,000 pounds in an all- cargo, five-pervent overload condition In all, 259 Super Constellations were produced for numerous airlines and the United States armed forces. The final LOCKHEEDCONSHLLATON A Sten CONSTELLATION 81FINAL CONSTELLATIONS AND FURTHER DEVELOPMENTS ockheed’s Constellation series L: seen exenive development through its career. From 1938 through 1958, airline requirements, military needs, technology advances, and aviation milestones had a direct impact on the Constellation and its development. From rather simple requirements in the late ‘30s, she had grown to become one of the most com- plex aircraft ever produced for the air- lines. The Constellation, the Super Constellation, and other propliners car- ried a nation and the world into the age of public air transportation. But Lock- heed wasn't finished yet. Douglas had changed its DC-7C by installing a ten-foot section of wing inboard of the engines. This not only increased the intemal area for more fuel - it also increased the aspect ratio of the wing and actually reduced drag ‘The Douglas airliner could now out- perform the Super G in terms of range, payload, and speed, and could operate on the Atlantic routes all year. ‘Turboprop Constellation? A possible solution called for Lockheed to hang new, higher horse- power engines on the Constellation The “turboprop” was emerging in the 1950s as a combination of “old” pro- pellet technology meeting “new” jet engine technology. ‘The resulting engine used a gas turbine to drive a pro- peller through a reduction gear box. Delivering high horsepower with relia~ bility, the new engines filled a niche between the performance envelopes of pure propeller and jet aircraft. These engines would ensure dramatic increases in the speed, payload, and range of the Super Constellation, To beat the DC-7C’s performance, Lockheed engineers designed the Model 1449, a Constellation that would use a new wing and the new 6,000 hp. Pratt & Whitney 7-34 turboprop engines. Cale lations showed the newest Constellation ‘would cruise at 432 mph at 20,000 feet and have a range of 5,300 miles. Payload ‘worked out to be 16,460 with a gross \weight of 177,000 pounds. Not surprisingly, the military was the force behind the development of these new engines. September 1, 1954 saw the first flight of a Navy R7V-2 (Model 1049 fuselage) with the 6,000 hp. Pratt and Whitney YT-34-P-12B engines. With each engine providing almost twice the horsepower of a Turbo Compound piston engine, the R7V-2 was put through thorough, rigorous tests, including dives to 500 mph and takeoffs at weights up to 166,400 pounds. New wide chord propellers were also used to soak up the tremen- dous horsepower without lengthening the propeller blades. Other military Super Constellations also tested the Allison 501 turboprop. Mik MeL FEE Lockheed 1049H Super Constellation taxies in after landing. Notice how the nosewheel has pivoted to the right, allowing the outside wheel to roll flat, while the inside wheel compresses from the force of the turn. Since the Super H could be converted between passenger and cargo interiors, a large cargo door, with a smaller passenger door inside, was installed in the aft left fuselage. (Airliners Magazine Collection) AIRLINERTECH‘Many of the early wind tunnel tests for the Constellation centered on the nacelles and cowlings. The result was not only an ‘esthetic design, but a very efficient one. The large cow flaps are located on either side of the cowls. (Scott E. Germain) Unfortunately, politics and devel- opment delays in 1955 would sink any hopes of producing a commercial Con- stellation that used the turboprop engines. Pratt & Whitney pulled its engine out of the program after leam- ing Lockheed was planning on stretch- ing the 1449 an extra 108 inches to take advantage of the increased power and load carrying ability. the engine manu- facturer thought that too much cruise power was being asked of its new engine, even if early overhaul limits were going to be between 200 and 300 hours. Although Lockheed cancelled the Model 1449, it took advantage of the tests and development data, which contributed greatly to the Model 188 Blectra ‘The Starliner With the turboprop Model 1449 scrapped, Lockheed grafted its new An excellent example of the Super H cargo Connie. This Seaboard and Western aircraft features front and rear cargo doors and wide chord propeller blades, (WAS. Collection) wing on the 1049G fuselage in May 1955. Further modification allowed updated Wright Turbo-Compound engines to be used in place of the still bom turboprops. This new model was certificated as the 1649A, and no plain “Model 1649° was envisioned or pro- duced. On October 10, 1956 the 1649A lifted off from Burbank, Cali- fornia for its maiden flight, First flight OCA CONTELLATIOV& Suren CONSTELLATION 83honors went to Lockheed pilots Roy ‘Wimmer and Herman “Fish” Salmon con the 50-minute flight. Overall, three Starliners were used in the amazingly short 251-hour flight test program to receive CAA authorization ‘The new rectangular wing spanned 150 feet and featured slight sweepback of the leading edges. The trailing edges swept forward to the tips and gave the wing an efficient aspect ratio of 12:1. A laminar airfoil, the symmetrical NACA 0015 tapering to NACA 0011 atthe tip, was chosen, Other wing features included top and bottom single-piece center skins running from the root to the outer engine nacelles. As with the model 1049, these panels were machined from one slab of aluminum. The 37 feet long skin was integrally stiffened and varied from 114 to inch thick. When attached to the spar, this completed an extremely strong torsion box structure and was sealed to serve as a fuel tank. Unlike the ‘wings on the earlier Constellations, the Starliner wing was built in two halves and joined at the center. The new wing did exactly what Lockheed had planned: it gave the 1649A better range performance than the Douglas DC-7C and improved the ride in turbulence due to its flexibility. Fuel capacity grew from 7,750 gallons to 9,600 gallons. That meant 19-hour eastbound flights between Los Angeles and London could now be made non- stop over the polar route. The Starliner, as it was named in March 1957, still featured a two-pilot flight deck with stations for an aft-fac- ing radio operator behind the pilot, and a flight engineer station behind the copilot. Like earlier 0495, a navigator station was located behind a bulkhead aft of the flight deck. A crew rest sta- tion was located opposite from the nav- igator and could be configured with seats or bunks A completely new fuel system was designed and built into the 1649A: one that minimized leaking points by using the wing box beam as a fuel tank struc- ture. Solid wing ribs defined the outer Military Super Constellations were test flown with the new Pratt & Whitney -34 turboprop engines capable of 6,000 hp. Unfortunately, the engine company thought Lockheed was going to ask the new engine to pull too much power during cruise, leading them to withdraw from the program. Lockheed did collect data that would be useful in the Model 188 Electra. Lockheed) wall of the fuel tank near the outboard engines. The interior volume of the wing was used in a more efficient man- neer, and all fuel lines ran inside the tanks whenever possible. To increase maintainability, the leading edges of the wings could hinge upward to pro- vide access to components inside. The hydraulic system was also redesigned to include two totally sepa- rate 3,000 psi systems run by pumps on different pairs of engines. A backup hydraulic system, fed by its own fluid source and run by electrical power, was also included for the emergency brakes and extending the nose landing gear. ‘The main landing gear, redesigned to massive proportions to support the s2toss weight increase, free-fell into the down and locked position. It could also be used as a speed brake up to 234 knots indicated airspeed. ‘The engines were still Wright ‘Turbo Compound R-3350s, but the 3,400 hp. 988TCISEA-2 series were ‘mounted further out on the wing to reduce cabin noise. Special .355 nose case gears lowered the prop rpm and also cut down on engine noise trans- mitted to the cabin, Additionally, 900 pounds of insulation and sound absorbing material was built into the Starliner cabin. Other design changes included the addition of a flight control system sim- ilar to the C-130A Hercules. Featuring ‘win hydraulic actuators at each control surface, each actuator was run by a separate hydraulic system and pro- vided control feedback to the yoke The flaps were driven by dual hydraulic motors, steel torque-tubes, a gear box and jack-screw actuators “Means were provided” to limit flap asymmetry should a mechanical fail- ture occur, although Lockheed didn’t explain the means in literature at the time. ‘Two different styles of Hamilton Standard propellers were offered on the Starliner. Solid steel blade pro- pellers could be installed, or hollow extruded-stee! blades could be used at a weight savings of approximately 680 AIRLINERTECHNorthwest Orient Airlines, as it was called in 1955, took delivery of the first Super G (msn 4572) on April 19. The Super G Constellations featured more fuel than previous versions, but no tip tanks were installed here yet. N5172V would spend its final days in Lancaster, California before being broken up in 1966. (Airliners Magazine Collection) pounds per aircraft. This seemed to be an efficient, sound economic idea, but later problems with the nylon core of the hollow blades would cause TWA to revert to the solid props. Propeller diameter was 16 feet 10 inches. Lockheed was awarded ATC 4A~ 17 for the 1649A Starliner on March 19, 1957. Maximum takeoff weight was 156,000 pounds and the price tag for each aircraft was almost $3 mil- lion dollars, When TWA took delivery of its first 1649A, its public advertising called the aircraft the “Jetstream Star- liner” Whether or not this was meant to capitalize on and confuse the mod- em “jet” theme is up for debate, but TWA did pioneer name recognition as a form of airline marketing. The name ‘Jetstream’ conjured mental images of fast moving aircraft cruising high in the heavens, and hopefully attracted passengers in search of speedy, luxuri- ous travel. Whatever the case, 1649As were still Constellations and were dri- ven by propellers. These propliners, the most advanced and developed of their breed, still had shortcomings. Just like light aireraft, none of the Connies, DCs, or Bocings of this era were fill-the-seats and fill-the-tanks aireraft. For exam- ple, the 1649s maximum range w a light load would allow it to fly 6,885 miles. However, adding passengers and freight ate into the fuel that could be carried. A typical middle ground gave the 1649A a 17,000 payload with a 5,300-mile range at 350 mph, The maximum payload the Starliner could carry was 24,335 pounds. Lockheed claimed that the 1649A. had the greatest range of any airliner at the time. It could fly from New York to Paris in nearly three hours less time, with the same payload, than the DC- 7C. Lockheed also boasted that the Starliner was 70 mph faster than any other piston-engine airliner on routes ‘over 4,200 miles, again due to the fuel stops made by the competing aircraft Its range allowed operators to reach any European capitol city from New ‘York nonstop. ‘When the Douglas DC-1C is com- pared with the 1649A Starliner, the Douglas aircraft may be perceived as the more successfll of the two if just production numbers are compared, Although the DC-7C may have been an easier aircraft to fly, it should be remembered that it had a one-year advantage in entering passenger ser- vice. Overall, 121 Douglas DC-7Cs were produced versus 44 Starliners ‘Twenty-five Starliners were ordered by TWA and an additional four ‘would be ordered later. Service began late in May, 1957. The interior of TWA’ transoceanic Starliner could be equipped with 74 tourist seats or 30 first-class and 34 tourist seats. On transcontinental routes, 44 first-class and 20 coach seats could be accommo- dated. First-class could also be con- verted to carry 32 sleeper seats Air France also ordered twelve 1649As, but later reduced that number to ten. These aircraft featured special seats designed by the airline itself, and a RCA AVQ-10 weather radar. Several interior combinations were available, including a 44 passenger/6 berth arrangement and a three-class option of 34 tourist, 12 first-class Sky Lounge sleepers, and 8 Pullman berths. The | LOCKED CONSTELLATION Stren CONSTELLATIONfirst Air France Starliner flight departed from Los Angeles and flew to Paris nonstop over the North Pole, set- ting a record at 18 hours and 11 min- utes. Lufthansa, another Starliner cus- tomer, bettered that distance record with one of its 1649As, flying the 7,000 miles from Burbank to Hamburg in 17 hours and 19 minutes. The long reach of the Starliner allowed the airlines to open new routes everywhere around the world, Pan Am and TWA competed for the popular Los Angeles/London route. Pan Am began service over the Atlantic with DC-7Cs three weeks prior to TWA’s introduction of Starliner service. The 1649A proved to be considerably faster on this route and still holds the record for the longest continuous piston- engine airliner flight: 23 hours and 20 minutes, set in October 1957. A sixteen-year Constellation pro- duction rum came to close on February 12, 1958, when the final Starliner was delivered to Lufthansa. The new jets were displacing all of the highly devel- oped piston-engined propliners. TWA replaced Starliners and other Constella- tion models on transoceanic routes first, domestic and freight routes last Even as jets took over passenger routes, one final extension of first-tier ‘Starliner service came in the form of all- freight conversions. In 1960, Lockheed Aircraft Services converted six TWA Starliners by installing upward opening fore and aft cargo doors and a strength- ened freight floor. Six more Starliners ‘were converted later. The aircraft, which could cary 37,250 pounds of cargo across the Atlantic, replaced the less capable 1049Hs on front line transcon- tinental and transatlantic cargo routes. Rumble to Whine The Starliners that rolled off the Burbank production line would serve unreasonably short careers in front fine passenger service due to their late intro- duction. The end of a colorful era had come, heralded by the shriek of turbojet engines and the aroma of kerosene. It is sme that these highly-cleveloped pis- ton airliners were in service such a short time before the jets arrived and began to take over routes. The nostalgia of the noisy oil-throwing radials provided a level of excitement for post-World War Il passengers up to the introduction of the deHavilland Comet, Boeing 707, and Douglas DC-8. Air travel had meant adventure, luxury, and the wonder of ‘An excellent view of the cowling in the open position. The tightly cowled engine had cooling problems early in the program, but improvements to the cylinder cooling fins and cow! flaps alleviated the problems. One of the three PRTS is visible below the aft part of the engine. (Scott E. Germain) AIRLINERTECHBARGAIN FARES everywhote. [Now everyone who travels can afford to fly TWA. Just compare the low cost by TWA Sky Tourist with the total eoet by tain or New Yr an Cateia © Dbas-inchiding meal pillows, tpe and the many other incidentals ap |New Yorcond London necessary during surface tripe. You quickly dacoveriteorteno more | B00" ens Sone forthe speed andl convenience of air travel, And service i ‘beyond compare-the same swift Constellations wsed on TWA de Iaxe Aight, same milion ile ews, same ever attentive hostess. Next {ep joi the millions who see the world and save with TWA semen aan OW Check out those fares! TWA advertises with the Connie, one of the few airlines to build customer loyally with an aircraft type. OCAED CONTELLATION A Scran CON 87being in another city in a matter of hours rather than days. Jets would increase the utility of air transportation but would also begin to chip away at the tradition of ‘what air travel had become. All piston-engined airliners were becoming obsolete. Some surplus Connies were scrapped outright, while others were sold or leased to the next operator. The complexity of the aircraft and the level of skilled maintenance it took to keep the Constellation airwor- thy were too much for many compa- nies. Others found they could operate the aircraft successfully and carried on A close up of the prop damage to N8081H after the right main landing gear with the type through the late 1960s collapsed. The fact that the props are bent back shows that little, if any, power and ‘70s. A few Connies served in for-_ was being put out by the engines. Behind the wing to the right, it would eign countries into the early 90s, appear that the right vertical stabilizer didn’t even touch the ground! After an It is ironic that the final piston- inspection of the airframe, major damage was found. The aircraft was broken engine passenger flight in the United up in 1969, (William T. Larkins) A view of Starliner N8081H after a landing gear collapse in Stockton, California. The attractively painted red and gold aircraft looks lke it sustained minimal damage, but further inspection found irreparable damage. The right engine caught fire after impact, and the smoke must have curled over the fuselage as evidenced by the soot stains (William T. Larkins), as AIRLINERTECHSuper Constellation pilots had an uncluttered office. The center pedestal is dominated by the throttles and prop reverse levers. Basic blind-flying instruments equip the left panel, while engine instruments are ahead of the throttles. (Scott E. Germain) States was flown by a TWA Model 749. The 749, the first true airline ver- sion of the Constellation series, pro- vided a fitting footnote to the May 11, 1967 flight. Developed fom Hughes’ late 1930'S requirement, the Conni had grown in length, wingspan, power, and load carrying ability to become the predominant moder airliner in the late “50s and ‘60s. An estimated 50 million passengers were flown on TWA Constellations alone. Phase Out and Second Tier Since the commercial jets offered much more speed than their piston- engined forefathers, aircraft like the Constellation were quickly retired from front line service with TWA, Pan ‘Am, and other airlines. Foreign carri- ers and small commercial operators were now able to purchase surplus air- craft economically. Thus began the sec- ond-tier operations of the aircraft. Some of these companies were ‘one aircraft operations, while others became larger airlines that are still fly- ing today. Alaska Airlines operated two 1649A Starliners on their MATS con- tract routes throughout the United The cockpit of the Super Constellation would be home for the pilots on long transoceanic and transcontinental trips. Autopilots of the era would keep the aircraft on course and altitude, leaving the men to monitor systems and navigate. Once back on the runway, the steering tiller at the far left would be used to steer the nosewheel. (Lockheed) In addition to engine controls, the flight engineer keeps tabs on all the systems. electrical, pressurization, fuel and oil. The myriad of gauges and dials would be overwhelming, so a specific pilot certificate for Flight Engineer was required to fly the panel. The small crew dooris to the right. (Scott E. Germain) States, Europe, and Alaska, Interior Airways also leased several 1049H Connies, but an anticipated increase in the oil business never materialized and these aircraft ended up being returned. Other Alaskan companies flying Con- stellations included Wein Air, North Slope Supply Company, and Prudhoe Bay Oil Distributing Compan Elsewhere in America other sec- ond tier Constellation operators made use of various models of the airliner. One of the more suecessfl companies was California Hawaiian Airlines. waco Suren CONSTELLATION 89Offering low fare service from the ‘mainland to the Islands, CHA operated early 049s, 7495 and the 1049. Trans International Airlines also operated a large fleet of 749A, 1049G/H, and one 1049E on cargo and military charter flights out of Burbank Airport. In all, approximately 84 second-tier operators used Constellations in North America for everything from passenger and cargo flying to executive transporta- tion, aerial survey, spraying, and oil exploration, One Super Constellation ‘was even prepared for air racing! The dumping of the Constellation ‘on the open market allowed many for- cign operators to acquire examples Companies, airlines, individuals, and “organizations” bought and leased di ferent models of the Constellation for use in Europe, Asia, Aftica, and every other part of the world. While most served as passenger and cargo aircraft, stories abound of Connies being used as transports for guns, drugs, and other types of contraband, There is even one story about the Connie being used as a bomber! Everything from cars to cattle has been carried within the graceful fuselage of the Constellation. Service Difficulties For an aircraft of its complexity, the Constellation actually had very few problems that resulted from the aircraft design itself. Although the accident record for the Connie during the first two years was less than good - eleven Connies were written off in accidents - most causes were attributed to pilot error or mechanical component failure. ‘The design itself was sound. The Connie was one of the first pressurized aireraft to go into commer- cial operations, so a degree of trouble ‘was to be expected from the pressuriza- tion system. Research shows few prob- Jems with the system itself, however, several accidents occurred as the direct result of the aircraft being pressurized. ATTWA navigator was taking a fix ‘out of his 049s plexiglass astrodome when it failed over the Azore Islands. Heart of the Constellation sits here at the Flight Engineer panel. Throttles, prop RPM controls, supercharger levers, mixtures, and feathering buttons are visible Although the exact cause of this fatal accident was never determined, it was thought to be an installation error of the astrodome unit. This was the first, but certainly not the last, accident to involve a window failing on a pressur- ized aircraft ‘A Northwest 749 experienced explosive decompression near Whittier, Alaska in December of 1957. Climbing ‘out of 18,000 feet, the front left door departed the airframe and pieces struck the number three engine. Although power was lost on that engine, a safe Tanding was made at Anchorage. ‘The complexity of the Constella- tion made new warning systems neces- sary to keep tabs on engines, possible fires, and other parameters. A TWA Constellation was almost lost when the ‘crew was overcome by carbon dioxide fire extinguishing agent after a false fire warning was given in the forward baggage compartment. The crew dis- charged the cylinder, which filled the cargo and cockpit compartments with the gas. Lockheed formally advised the entire industry of the problem through the Air Transport Association (ATA) and changed the procedure to include on the 10496 FE panel. The pilots also had throttles, but control of the engines would be transferred between the flight crew and the FE, (Scott E. Germain) depressurizing the cabin and opening the cockpit windows before discharg- ing the carbon dioxide. Lockheed also recommended the use of 100 percent oxygen for the flight crew. No discussion of Constellation problems would be complete without reference to the Wright R-3350 Twin Cyclones. These engines, which pro- duced 3,400 hp, were a major jump in technology and ability and a difficult task. Over the years, the engine was developed into a safe and reliable pow- explant for the Constellation. As a result of the B-29 Superfortress pro- gram, quite a few problems surfaced early on and changes were made accordingly. The addition of fuel injec- tion drastically reduced engine fires ‘and improved fuel distribution to the cylinders. Improvements in cylinder attachment and cooling also added reli- ability. Still, problems were encoun- tered on the line. ‘An Imperial Airways 049 was forced to make an emergency landing in Prestwick, Scotland, because two engines had been shut down and the two that were still operating had blown cylinder heads. This was another a 90 AIRLINERTECHAlarge pitch trim wheel flanks either side of the center pedestal between the pilots. The long black handle operates the flaps, and has position for Up, Take Off Approach, 80 Percent and Landing, The landing gear and flap indicator are hidden by the flap handle. The prop pitch levers are located to the left. (Scott E. Germain) chronic R-3350 characteristic. A later crash with an Imperial Constellation killed 66 military personnel and caused the revocation of the company’s operat- ing certificate. Indications pointed to substandard maintenance practices. ‘A Linea Aeropostal Venezolana 1049E had departed New York on June 30 1956 enroute to Caracas when the number two propeller began to over speed, When efforts to control the pro- peller failed, the aireraft turned back for New York in preparation for an emer gency landing, The flight crew beg dumping fuel to lighten the aircraft. It exploded and all occupants were lost to the Atlantic Ocean A USAF Super Connie experi- enced engine problems with its Turbo- Compound engines on July 11, 1965. On climb out, the number two engine failed to shift into high blower, limiting Global Aeronauticals EC-121 at the Camarillo, California airport. The electronics/radar version of the Super Connie s characterized by the huge radome seen on the belly ofthe aircraft. Owner and Connie pilot Wayne Jones says the radome only takes about 10 to 12 knots away from cruise speed. Scott E.Germain) the amount of power the engine could produce at high altitude. Later in the flight, the number three engine caught fire and the previously ailing number two engine quit outright. The aircraft was forced to ditch in the Atlantic Ocean off Nantucket Island, In retrospect the addition of mod- em features like cabin pressurization, and the use of R-3350s, caused many of the problems experienced during the Constellation’ service life. But these same features led directly to the success of the aircraft and its place in aviation history. Lockheed, the avant-garde com- pany of aircraft design, gambled with systems that had not been proven or produced, and came up with a winner. OCAMED COWTELLITON& Stone CONSTELLATION 1Flying the Cont Like other large aircraft of the period the Constellation was known to be heavy on the controls, even with the jdraulic flight control system. That, taken by itself, is not a complimentary term for most aircraft; however, itis a od quality for a large commercial transport which spends its time flying through turbulent and stormy weather, The Constellations were considered ‘more difficult to fly than the Douglas airliners because they were larger, heavier aircraf. Wayne Jones, President of the Slobal Aeronautical Foundation, oper- ates an EC-121 Constellation on the airshow circuit from the Foundation’s Camarillo, California base. Global Aeronautical bought the aircraft from the Pima Air Museum and has pre- served most of the military electronics and radar stations in the interior. The flight deck of the Super Constellation was well laid out and featured improved head room over earlier 749’s and 0495. Basic fying instruments were in front of each pilot, and autopilot controls were located on the central pedestal between the pilots. Notice the modern radios and GPS navigation system placed below the middle windscreen on “Southern Preservation.” (Nicholas A.Veronico) “Southern Preservation” taxies out for departure to Australia. The tip tanks on the Model 1049 only added another five inches to the wingspan, but increased range by lengthy 700 miles. (Nicholas A. Veronico) AIRLINERTECHAlthough it is a military version, the very few flying Constellations make his thoughts on flying the airplane rel- evant to the civitian models as well. “We bought the aircraft for ‘$250,000 and I fee! it’s worth a million dollars. Its one of five flying Constella- tions here in the United States, and the only flying EC-121 model,” Jones says. “Obviously, its very heavy on the con- trols and turns take forever. For normal turns, no rudder is required as the nose comes up a bit due to aerodynamics ‘That took me a while to get used to.” Jones says that the Wright R-3350 Turbo Compound engines are “great,” but they will not tolerate being abused “The PRTs are operational, and we need them at takeoff weights between 20,000 and 125,000 pounds. On 100 ‘octane avgas we get about 2,700 horse- power per engine.” With the required three-person crew, Jones says coordination on the flight deck is extremely important Getting the Constellation ready to fly involves a normal preflight walk- around inspection, including dipping the fuel and oil tanks to ensure proper quantities. The Pilot in Command (PIC) will brief the crew on the flight and begin the pre-start checklist. After the R-3350s are running, the aircraft is configured for takeoff and taxied to the active runway for departure “After I bring the throttles up to 35 inches of manifold pressure, Ill tell my Flight Engineer to give me full power with his throttles. Around 70 mph the rudders become effective, so Ill get off the nosewheel steering tiller and use the rudder to keep the centerline, After liftoff, the Second in Command (SIC) raises the gear,” Jones says, Takeoff Safety Speed (V') is 100 mph, The copilot calls this out, as well as engine out climb speed (V"), which is around 110 to 120 mph (depending on weight). After liftoff and accelerating through 160 mph, Jones calls for flaps up and climb power. Upon reaching cruising altitude, 75 percent power is set and the airspeed needle settles around The center pedestal contains throttles, trim wheels and prop reverse levers. A small lever to the immediate left of the throttles turns off the hydraulically the pedestal. (Scott E. Germain) 220 mph indicated. “That bottom radome is very aerodynamic, i's sur- prising, I've flown a Connie without the radome and there's only a ten to twelve mph difference.” When the flight is 40 miles out from its destination, Jones begins his boosted controls if necessary. The parking brake is located to the lower left of descent and briefs the Flight Engineer, who begins reducing power. This is done in several stages to prevent shock cooling the cylinders. Five miles from the airport with approximately 30 inches of manifold pressure, Jones announces, “I have the throttles.” LOCAaEED CowTELLITION Suenn CONSTELLATION 93‘An ex-USAF C-121C in reality, VH-EAG now resides in Australia with the Historical Aircraft Restoration Society. Brought Landing gear is extended abeam the tower and approach flaps are used to slow the aircraft to 140 mph. “At this point, we've got some time to figure ‘out any gear problems if it ever hap- pens,” Jones says. Obviously, the Con- stellation is not an aircraft to fly tight patterns with. “I turn base at about 140 mph and slow to 110 across the threshold with full flaps,” Jones says. “Ihave about 30 inches of power on all the way down, so the gear and flaps allow for airspeed and descent control. For the flare, I pull the throttles back a bit and let the Flight Engineer take over the throttles. That way the engines won't die. He can keep them running while I concentrate on landing, ‘The massive Wright R-33508, like other large piston engines, are prone to be fussy when power is taken off and reduced to idle. Since the engines run all the flight control, flap, gear, and braking hydraulics, the loss of one or ‘more of these services during the land- ing and roll-out would not be welcome, Moderate braking will bring the Con- stellation to a proper taxi speed to exit the runway without heating up the brakes too badly. “When we fly to airshows, we are very economy-minded, We flight plan for approximately 450 - 475 gallons of fuel per hour, and about three to five gallons of oil per hour per engine.” Jones laughs, “Heck, they leak more than that!” Hourly operating costs run in the $4,000 per hour range, including fuel, oil, insurance, and flight crew pay. “In all Jones says, “It’s a great air- plane and I'm proud to have it. We need Constellations here in America The airplane generates a lot of interest at air shows, and it’s an important part of our aviation history.” Another Super Constellation, a sis- ter ship to Jones’ aireraft from the Pima Museum, was put into airworthy condi- tion and flown to Australia. The Histor- ical Aircraft Restoration Society's 1049 is actually an ex-military C-121C that served with the 193rd Tactical elec- tronic Warfare Group of the Pennsylva- nia Air National Guard. In 1991, an advance team from the Sydney based group opened up the aircraft to inspect its condition and begin work. Clean up out of storage at Davis-Monthan (AMARC), the Connie was prepared for a trans-Pacific flight to its new home. The aircraft is shown at Oakland, California during start-up, prior to departing. (Nicholas A. eronico) The 1049 Super Constellation not only featured a lengthened fuselage, buta revised windscreen layout. The taller windscreens gave the flight deck crew seven additional inches of headroom. (Lockheed) of the airframe and interior began in April of 1992, Much of the airframe ‘was still in stock military condition and was very well preserved. After years’ worth of pigeon drop- pings were cleaned out, the real restora- tion work began. Engine controls, prop governors, and pumps all received attention, and all flexible hoses were replaced. Several cylinders on the R- 3350s were also replaced. Extensive inspections were carried out and all air- worthiness directives were complied 94 AIRLINERTECHwith in order to make the newly named “Souther Preservation” airworthy. Over 12,500 hours of labor were spent getting the Super Constellation ready. The work paid off on September 23, 1994, when the aircraft made a short flight to Tucson International Air- port to be painted in a Qantas-style scheme. With 20 passenger seats installed and considerable room for spares, the aircraft was test flown in Arizona before heading off towards Australia on January 26, 1996. Flying from Oakland to Sydney via Hawaii and Pago Pago, the flight took over 42 hours and recalled the nostalgic days of transoceanic service. It now visits air- shows in Australia and New Zealand, Even though many surviving Con- stellations are former mil frames, Kansas City based Save-A- Connie operates a 10491 Super Con- stellation painted to simulate a TWA ai liner. Named “Star of America,” SACs 1N6937C (msn 4830) serves to remind ‘current aviation enthusiasts of a more ‘graceful era of air travel. Flying to air- shows across America and Canada, the aireraft is one of the few non-military airframes to survive and most closely represents a civilian, airline-operated Super Constellation. The museum, located at the Kansas City Downtown Airport, is open Monday through Satur- dy. A $2.00 donation is suggested. Even though the aircraft is painted as a 1049 Super G, Save-A-Connie's example is actually the duat-role 1049H model. Able to be converted between cargo and passenger interiors, the Super H served on cargo routes after giving up front line passenger service after the first jets arrived. (Nicholas A. Verot The popularity and widespread preservation of flyable Constellations will never approach the levels of other Warbirds, like the 1-6 Texan or the P- 51 Mustang. The cost, available air- frames, and organizations willing to put funds, time, and effort into restor- ing further Connie airframes limit restoration efforts. However, the exist- ing handful of flyable Connies gar- nets a disproportionate amount of interest at air shows and among vari- ) ‘ous enthusiast groups. With proper funding and interest, these remaining grand ladies of the airways. should take wing for many years to come. Thousands of Connie stories begin with, “I remember when...” and end with @ look of nostalgia and times past. More so than the Douglas DC series, flight crews, passengers and ‘mechanics will all fondly recall their days of association with Lockheed’s graceful Constellation. PROPLINER COMPARISON Aincrart TPE De-7¢ B-377 1649A Wingspan: 127 ft. 6 in. 141 ft.3 in. 150ft. Length: 112.3 10 ft.4in, M6 ft.2 in. Height: 31 ft. 10 in. Unk. 23 ft.48in, Empty Weight: 72,763 Ibs. 83,500 Ibs. 85,262 Ibs. Gross Weight: 143,000 Ibs. 145,800 lbs. 156,000 ibs. Cruise Speed 355 mph. 340 mph. 342 mph, Ceiling: 21,700 ft 32,000 ft. 23,700 ft. Range: 3,280 miles 4,600 miles 5,410 miles Payload: 23,350 lbs. 23,930 ibs. 24,335 lbs. Passengers: 54-102 55-100 99 Remarks: All aircraft are pressurized and use the Wright R-3350 Turbo Compound, except the B-377 which Used the Pratt and Whitney R-4360. LOCKHEGD CONSTELLATION Suren CONSTELLATION 95Doors taken, cowlings removed, and systems left to rot, a Constellation awaits final scrapping after years of hard work. Approximately 80 Constellations survive today, five of them flyable. (Nicholas A. Veronic When Save-A-Connie wanted to paint their 1049H in TWA colors, problems arose with liability and this pseudo-TWA scheme was settled on. TWA was the first and foremost airline associated with the Constellation, and the TWA style paint scheme is.a fitting tribute to the type. (Nicholas A. Veronico) The number two R-3350 Turbo Compound engine is brought to life on the HARS Super Connie. crew member stands by to monitor the start and warn of fre or any other abnormalities. As with any radial engine, oll would drain to the bottom cylinders after shutdown. During the next start up, the collected oil would burn and produce the characteristic cloud of white smoke. (Nicholas A. Veronico) 96 AIRLINERTECHConstellation 049 (msn 2078 N90816), was delivered to TWA on September 25, 1946 and dubbed “The Star of Geneva." The faded paint of Eddie Airlines can barely be seen peeling off the fuselage sides as shown here in 1990. The plane awaits final scrapping. (W.A.S. Collection) Another sad view of N90816 with the wings and tail chopped off Many Constellations found a similar fate after their service lives. (W.A.S. Collection) ie tio moe AU ate ULe ey Auncrart TYPE 049 649 749A 10496 1649A Wing Span 123 ft. 123 ft. 123 ft 123ft.5in.® 150feet Length O5f.3in. —«95FLZin. © 97FLAiND 116 FLinD 116 f.2in@ Height 23f.8in, —«-23fLBin, —22FLSin, 24 FLI4in. 23 FL4Biin. Empty Weight 39,392 lbs. 55,000lbs. 56,590Ibs. 69,326 lbs. 85,262 Ibs. Gross Weight 86,250 Ibs. 94,000 lbs. 107,000Ibs.137,500Ibs. 156,000 Ibs. Max.Ldg Weight 75,000Ibs. 84,500lbs. 89,500Ibs. —113,000Ibs. 123,000 Ibs. Max.Speed 339 mph 352mph. 345mph. -366mph. ——--376mph. Cruise Speed 313 mph 327mph. -304mph. 311 mph. 342. mph, ‘Max. Range 3,995 miles 3,995 miles 4,845 miles 3,463 miles. 6,885 miles Range 2,290 miles 3,200 miles. 2600 miles 4,140 miles. 5,410 miles Ceiling 25300f. —«-25,700ft. 24,100 ft. 22,800 ft. 23,700ft. Cabin Length G4ft.9in. —64fL.9in, © 64 FL.9in, © 83F.Zin. © 83 FL2in. Cabin Height 6ft.6in. 6ft.6in. 6ft.6in. 6ft.6in 6f.6 in, Payload 18423 lbs. 20,276 Ibs. -20,276Ibs. 18,300 bs. 24,335 Ibs. Passengers 81 81 8122/4) 9 9 ® Optional radar nose Tip tanks @ Sleeping berths/Seats Passenger seats are maximum available. Lockheed offered up to ten different passenger configurations during the model 649/749 Constellation production run. SE LOCAMEBDconseLLATIONA Stren CONSTELLATION 7MAJor CONSTELLATION PRODUCTION MODELS ar ee re (049. Initial production version for airline use. All aircraft taken over by U.S. Army, designated C-695 and finished as ‘troop/cargo transports. After World War I they were converted to civilian status for original customers. Gross weight 90,000 Ibs. 649 Improved R-3350 engines of 2,500 hp, better cabin environmental systems, revised cowlings, reversible propellers, better soundproofing. Gross weight increased to 94,000 Ibs. 649A Higher capacity brakes and structural enhancements increased Gross weight to 98,000 Ibs. Earlier 649's could be upgraded to this standard, 749 Added fuel capacity of 1,555 gallons in outer wing tanks, Gross weight increased to 102,000 Ibs. Enhanced fuel dumping ability introduced. 749A. Gross weight of 107,000 Ibs. 1049 Short-body Constellation with an eighteen foot fuselage stretch. Uprated R-33508 produced 2.700 hp, fuel capacity increased to 6,550 gallons with the addition of a center section fuel tank, rectangular windows, taller cockpit ‘windscreens, enlarged vertical tails, vast improvernents in cabin heating, cooling and pressurization. Gross weight of 120,000 Ibs. 1049C_ First Super Constellation to use the Turbo Compound R-3350 of 3,250 hp. Gross weight rose to 133,000 pounds. ‘Additional soundproofing, wing and fuselage strengthening. 1049E Additional structural beef-up. 1049G Added 609 gallon tip tanks to bring total fuel capacity to 7,750 gallons for increased range. Gross weight between 137,500 and 140,000 Ibs, additional cabin soundproofing and rubber shock mounts for the engines. 1049H Convertible passenger/cargo version of the 1049G. Uprated R-3350 Turbo Compound engines produced 3,400 hp. 1649 1049G fuselage with a new wing containing 9,278 gallons of fuel. 160,000 lb.Gross weight. 98 AIRLINERTECHPere Ka eT eT ae Routes Originating/E: Atlantic Route Records Date City Time Date City Pair ‘Apr.17,1944 — Burbank-Washington DC. 657, Sep.22,1945 _Stephensville- Paris ‘Apr.5,1945 Faibanks - Burbank 10:19 Dec.4,1945 Washington D.C.- Paris Sep.6,1945 Washington D.C.- Burbank 839, Jan.14,1946 Bermuda - New York (0ct.3,1945 Miami - Burbank 753 Jan.19,1946 NewYork Lisbon Sep.15,1945 Winnipeg - Montreal 339 Feb.11,1946 New York-Hurn Jan.6,1946 San Francisco~ Burbank 104 Feb.11,1946 NewYork Johannesburg Feb.2,1946 Fairbanks - Great Falls 628 Feb.11,1946 Paris -Cairo Mar.4,1946 New York - Burbank 953 Feb.11,1946 Washington DC.- Cairo Mar.19,1946 Burbank - Cleveland. 739 Mar.30,1946 New York- Rio de Janeiro Dec.13,1946 Dallas Atlanta 2:18 Oct-7,1946 Paris -New York Jan.1,1947_ New York - Caracas 728 Oct.14,1946 Paris - Shannon Jan.28,1947 Los Angeles - Chicago 448 Oct.14,1946 Gander - New York Jan.28,1947 Los Angeles - Kansas City 3:28 Nov.30,1946 Gander - Dublin Jan.28,1947 Kansas City - Chicago 120 Dec.2,1946 NewYork - Shannon Feb.24,1947 Havana - New York 408 Dec.11,1946 Caracas - Rome May.29,1947 Burbank - Mia 624 Dec.30,1946 Boston - Azores ‘Apr.6,1947 Kansas City - New York. 3.08 Jan.11,1947 New York- Amsterdam Jun.3,1947 Washington D.C.- Miami 323 Jan.26,1947 Goose Bay - Shannon Jun.23,1947 Newark - Miami 323 Jan.31,1947 New York Ankara June.28,1947 San Francisco - Chicago 538 Feb.5-6,1947 Shannon - Gander Jul.16,1947 Miami Chicago 356 Feb.6,1947 Shannon - Boston 141 Jul.23,1947 New York - New Orleans 352 Mar.10,1947 Shannon - New York 1141 Jul.26,1947 Miami Atlanta 219 ‘Apr.15,1947 Montreal - London 1054 Ju.28,1947 _Chicago- Los Angeles 547 ‘Apr.20,1947 Boston - Shannon an ‘Aug.5,1947 Atlanta - Chicago. 201 Apr.27,1947 Gander - Paris 736 ‘Aug.5,1947 Atlanta - New York. 236 Dec.16,1947 NewYork - Gander 313 ‘Aug.5,1947 New York- Atlanta 218 Jan.15,1948 New York- Frankfurt 1241 ‘Aug.8,1947 Kansas City - Los Angeles 441 Jan.18,1948 Gander- Shannon 5:03 ‘Aug.9,1947 Miami - Washington DC. 250 Jan.18,1948 NewYork Paris 10:38 ‘Aug. 18,1947 Newark Houston 430 Jan.22,1948 Washington D.C.-Shannon 10:40 ‘Aug.17,1947 Detroit - Miami 336 Feb.23,1948 Johannesburg -New York 41:05 ‘Sep.18,1947 Washington D.C.-Houston 3:56 ‘Mar.11,1948 Montreal - Prestwick 838 Sep.23,1947 Atlanta - Washington DC. 149 ‘Ape21,1948 Santa Maria - Miami 13:19 ‘Sep.29,1947 Burbank Mexico City 610 ‘Apr.28,1948 New ork- Bermuda 215 Oct.1,1947 Chicago - Jacksonville 242 Jan.18,1949 New York- London 1002 Oct.21,1947 San Francisco-Los Angeles 1:05, Nov.12,1947 Jacksonville -Washington 204 Pacific Route Records Nov.14,1947 Washington D.C.- Newark 43 Nov.9,1946 Burbank- Honolulu 951 Nov.23,1947 New Orleans - Newark 323 ‘Apr.25,1946 Shanghai Seattle 21:26 ct.23,1947Burbank- Havana 838 ‘Apr.25,1946 Tokyo - Seattle 17:26 Dec.15,1947 Miami Jacksonville 103 Feb.10,1947 Honolulu - Burbank 737 Dec.26,1947 Chicago - Atlanta 132 Feb.10,1947 Honolulu -San Francisco 7.06 Jan.4,1948 Chicago - Miami 3:06 Oct.27,1947 Burbank Sydney 4229 Jan.6,1948 Cleveland - Jacksonville 220 Jan.8,1948 Mexico City - Miami 520 Misc. Records Jan.14,1948 Miami -Newark 241 Feb.11,1946 Cairo Johannesburg 17:00 Jan.15,1948 Baltimore - Hamilton (Bermuda) 2:51 Feb.11,1946 Capetown - Nairobi 936 Jan.21,1948 Houston - New York 49 Nov.21,1946 Lisbon - Paris 240 Jan.23,1948 Atlanta - Newark. 155 Nov.11,1947 Melbourne - Sydney 1:25 Jan.27.1948 Chicago - New York 140 Nov.11,1947 Sydney - Melbourne 137 dJun.14,1948Loulsville-Washington DC. 1:27 Nov.25,1947 Dublin- London 1902 Feb.4,1948 Los Angeles - New York. 639 Dec.19 1947 Caracas Lima 6:10 Mar.17,1948 New York - Boston 35 Feb.9,1948 Dublin London 53 (Oct.25,1948 Newark - Washington D.C. 34 Apr.26,1948 Cairo Karachi 648 Feb.5,1949 Burbank - New York. 6:17 OCAHEE COWTELLATION& Suen CONSTELLATION 99SIGNIFICANT DATES July 10, 1937 Constellation contract signed. March 1942 ‘Army takes over 049 contracts January 9, 1943 ‘Model 049/C-69 first flight February 20, 1943 C-69s grounded as result of engine problems April 17,1944 First Connie record flight made August 4,1945 First Atlantic crossing by the Constellation October 14, 1945 Approved Type Certificate (ATC-A-763) awarded to the 049 December 20, 1945 First civilian 049 delivered to TWA. February 3, 1946 First commercial use of the Constellation October 18, 1946 First flight, Model 649 March 14,1947 ‘Models 649/749 added to ATC. February 15, 1949 Model 749A added to ATC July 27,1949 First flight, de Havilland Comet October 13, 1950 First fight, Model 1049 November 28, 1951 ‘Model 1049 awarded ATC 6A-S December 7, 1951 First commercial 1049 flight February, 1953 Wright Turbo Compound R-3350 becomes available for civilian use February 17, 1953 First flight, Model 1049C May 26,1954 1049E added to ATC. September 1, 1954 First turboprop powered Connie flies. December 7, 1954 First flight, 10496 May 1955 Work begins on 1649A Starliner September 20, 1956 First flight, 1049 October 9, 1956 ‘Model 1049H added to ATC October 10, 1956 First fight, 1649A, March 19, 1957 New ATC awarded to the Starliner. May 1957 TWA puts 1649A into commercial service. February 12, 1958 Constellation production ends. May 11,1967 Last US. scheduled Constellation passenger flight. —— 100 AIRLINERTECHhhe celestial Constellation was a piece of crafted aluminum skillfully put together by Joyal assembly line workers in Burbank, California Her triple tail would become a trademark to her designers, airlines, passengers, and mechanics alike. The gentle and smooth curves of the “Connie” fuselage implied efficiency and speed, something lacking in late-thirties air travel Lockheed and Howard Hughes aimed to break known perceptions of airliners and produce a defining aircraft that would conquer the distances of continents, oceans, and history. As you will read, it would take time, but they did it. ‘Much like North American's P-51 Mustang fighter, Lockheed’s Constellation represented a quantum leap forward in airliner design. The tweaking and airframe development that occurred in the following years allowed the Constellation to keep abreast if not ahead of, the competition from Douglas and Boeing. The Constellation became the pinnacle of piston-engine airliner design. Flying on a Lockheed Constellation meant comfort, speed, elegance, and safety. AIRIIVERTECH | ISBN 1-58007-000-0 ‘SPECIALTY Press 51695 > 11481 Kost Dam Roap nav ati aie Norra Branck, MN 55056 (612) 583-3239 DistRiBuTED IN THE UK AND Eunore BY . ‘ 8 9 Meiseo'or ‘Ainuire Pusuistine Lrp. M905 1'00000!