Lockheed L-1049 Super Constellation
The Lockheed L-1049 Super Constellation is an American aircraft, a member of the Lockheed Constellation aircraft line. The L-1049 was Lockheed's response to the successful Douglas DC-6 airliner, first flying in 1950. The aircraft was also produced for both the United States Navy and Air Force as transport and AWACS aircraft.
Since 1943 Lockheed had been planning a stretched variant of the Constellation family. The first was an L-049 with a fuselage lengthened by 13 feet (4m). The next was an L-749 lengthened by 18 feet (5.5m). Neither was built due to the lack of suitable engines on the civilian market.
The idea was relaunched after a rival aircraft appeared, when Douglas launched a stretched version of its DC-6 airliner as a cargo transport, designated DC-6A, for both military and civilian operators. Douglas was soon to launch a passenger version (the DC-6B) of this new aircraft. The DC-6B could carry 23 more passengers than Lockheed's current production L-749 Constellation.
In 1950 Lockheed had repurchased the XC-69 Constellation prototype from the Hughes Tool Company. The XC-69 however, was equipped with four Pratt & Whitney R-2800 radial engines instead of the Wright R-3350s used on production models (Lockheed had made that installation on the prototype to test the R-2800 as a possible engine option for the L-049). Lockheed lengthened XC-69 by 18 feet (5.5m), to become the basis for the L-1049 Super Constellation. The aircraft first flew later that year still fitted with R-2800 engines, then was refitted with R-3350 956-C18CA-1 engines with jet stacks for slightly increased thrust. Later modifications included strengthened landing gear and larger vertical stabilizers. Being impressed, Eastern Air Lines had placed an order for 10 aircraft, while Trans World Airlines (TWA) followed with a larger order for 14 aircraft. The L-1049 had some 550 improvements and modifications compared to the L-749, including increased fuel capacity, rectangular portholes, larger cockpit windshields and improved heating and pressurization.
The first production example of the L-1049 first flew on July 14, 1951 and received certification in November 1951. However, the planned powerplants, Turbo-compound versions of the R-3350 were not yet available for civilian usage, leaving Lockheed to use a less powerful version. The aircraft entered service with Eastern Air Lines in December 1951, used on the Miami to New York run. Eastern would later operate both the L-1049C and L-1049G. TWA followed, flying from New York to Los Angeles. TWA also used L-1049G aircraft on transatlantic services, doing 50 crossings per week. In 1956, a TWA L-1049 collided with a United Airlines DC-7 over the Grand Canyon, leading to the deaths of all onboard both aircraft. KLM introduced the L-1049C on the Amsterdam to New York run; it also used L-1049Gs between Tokyo and Sydney. Air France used its L-1049C aircraft on the airline's first regular transatlantic services. Seaboard & Western Airlines used L-1049Ds on unscheduled transatlantic cargo flights to Germany and Switzerland. From the summer of 1955 to the spring of 1956, the British Overseas Airways Corporation (BOAC) leased three of Seaboards' L-1049D aircraft for passenger operations. Northwest Orient Airlines used L-1049G aircraft on Pacific routes originating in Seattle, Washington and heading to either Tokyo, Okinawa or Manila. The scheduled freight operator, Flying Tiger Line, used the L-1049H variant on North American routes and service for the Military Air Transport Service. One Flying Tigers
L-1049H was the last Constellation to be constructed (in 1959).
Most Super Constellations were retired by their original operators after the advent of the Boeing 707 and Douglas DC-8 let airliners. The last commercial flight of the L-1049 Super Constellation occurred in 1993, when the Federal Aviation Administration banned all airlines from the Dominican Republic that flew Constellations to the United States (this done due to safety concerns). At the time, the Dominican airlines were the last operators of any version of the Constellation.
Numerous military versions were operated by the United States Navy and United States Air Force. The aircraft were operated as transport aircraft and AWACS platforms. These aircraft served in the Vietnam War, in several roles including transmitting television programs from the United States for the troops on the ground, and in observing the Ho Chi Minh Trail. The last US Military Super Constellations were retired in 1982 by the Air Force. The Indian Air Force and Indian Navy used former Air India L-1049C, E and G versions converted by Hindustan Aeronautics Limited for use as Sea Air and Rescue aircraft. They were retired between the years of 1981 and 1983 and were replaced by Tupolev Tu-142 aircraft. The Indian Military was the last military operator of the Constellation.
Since 1943 Lockheed had been planning a stretched variant of the Constellation family. The first was an L-049 with a fuselage lengthened by 13 feet (4m). The next was an L-749 lengthened by 18 feet (5.5m). Neither was built due to the lack of suitable engines on the civilian market.
The idea was relaunched after a rival aircraft appeared, when Douglas launched a stretched version of its DC-6 airliner as a cargo transport, designated DC-6A, for both military and civilian operators. Douglas was soon to launch a passenger version (the DC-6B) of this new aircraft. The DC-6B could carry 23 more passengers than Lockheed's current production L-749 Constellation.
In 1950 Lockheed had repurchased the XC-69 Constellation prototype from the Hughes Tool Company. The XC-69 however, was equipped with four Pratt & Whitney R-2800 radial engines instead of the Wright R-3350s used on production models (Lockheed had made that installation on the prototype to test the R-2800 as a possible engine option for the L-049). Lockheed lengthened XC-69 by 18 feet (5.5m), to become the basis for the L-1049 Super Constellation. The aircraft first flew later that year still fitted with R-2800 engines, then was refitted with R-3350 956-C18CA-1 engines with jet stacks for slightly increased thrust. Later modifications included strengthened landing gear and larger vertical stabilizers. Being impressed, Eastern Air Lines had placed an order for 10 aircraft, while Trans World Airlines (TWA) followed with a larger order for 14 aircraft. The L-1049 had some 550 improvements and modifications compared to the L-749, including increased fuel capacity, rectangular portholes, larger cockpit windshields and improved heating and pressurization.
The first production example of the L-1049 first flew on July 14, 1951 and received certification in November 1951. However, the planned powerplants, Turbo-compound versions of the R-3350 were not yet available for civilian usage, leaving Lockheed to use a less powerful version. The aircraft entered service with Eastern Air Lines in December 1951, used on the Miami to New York run. Eastern would later operate both the L-1049C and L-1049G. TWA followed, flying from New York to Los Angeles. TWA also used L-1049G aircraft on transatlantic services, doing 50 crossings per week. In 1956, a TWA L-1049 collided with a United Airlines DC-7 over the Grand Canyon, leading to the deaths of all onboard both aircraft. KLM introduced the L-1049C on the Amsterdam to New York run; it also used L-1049Gs between Tokyo and Sydney. Air France used its L-1049C aircraft on the airline's first regular transatlantic services. Seaboard & Western Airlines used L-1049Ds on unscheduled transatlantic cargo flights to Germany and Switzerland. From the summer of 1955 to the spring of 1956, the British Overseas Airways Corporation (BOAC) leased three of Seaboards' L-1049D aircraft for passenger operations. Northwest Orient Airlines used L-1049G aircraft on Pacific routes originating in Seattle, Washington and heading to either Tokyo, Okinawa or Manila. The scheduled freight operator, Flying Tiger Line, used the L-1049H variant on North American routes and service for the Military Air Transport Service. One Flying Tigers
L-1049H was the last Constellation to be constructed (in 1959).
Most Super Constellations were retired by their original operators after the advent of the Boeing 707 and Douglas DC-8 let airliners. The last commercial flight of the L-1049 Super Constellation occurred in 1993, when the Federal Aviation Administration banned all airlines from the Dominican Republic that flew Constellations to the United States (this done due to safety concerns). At the time, the Dominican airlines were the last operators of any version of the Constellation.
Numerous military versions were operated by the United States Navy and United States Air Force. The aircraft were operated as transport aircraft and AWACS platforms. These aircraft served in the Vietnam War, in several roles including transmitting television programs from the United States for the troops on the ground, and in observing the Ho Chi Minh Trail. The last US Military Super Constellations were retired in 1982 by the Air Force. The Indian Air Force and Indian Navy used former Air India L-1049C, E and G versions converted by Hindustan Aeronautics Limited for use as Sea Air and Rescue aircraft. They were retired between the years of 1981 and 1983 and were replaced by Tupolev Tu-142 aircraft. The Indian Military was the last military operator of the Constellation.