Country of origin:

United States of America

Description:

Long-range commercial airliner

Power Plant:

Four 2,536 kw (3,400 shp) Curtiss Wright R-3350 972TC-18 DA3 turbo-compound eighteen-cylinder two-row radial air-cooled engines

Specifications:

History:

In 1938 Lockheed commenced design of a four-engine airliner known as the Excalibur 44, leading in 1939 to an aircraft known as the Constellation, powered by Wright R-3350 engines. Accommodation was provided for 44 passengers, and maximum speed was estimated at 579 km/h (360 mph) at 6,096 m (20,000 ft). Construction of a prototype began in 1940 but, because of World War II, production of civil aircraft was stopped. Production was taken over for the USAAF, it becoming known as the C-69.

The prototype (NX25600 – 43-10309 – c/n 1961) first flew on 9 January 1943 and was accepted by the USAAF in July of that year. Some twenty had been delivered by the end of the war, at which time unfulfilled military orders were cancelled. Trans World Airlines then ordered the type, known as the Model 049, and further orders were received. At one stage it was suggested the type be built in the United Kingdom under licence by Bristol fitted with Bristol Centaurus engines.

Commercial services first commenced on 3 December 1945, with a TWA flight from New York to Paris. A total of 73 Model 049s was built; and four ex-USAAF aircraft with extra fuel capacity became known as the Model 149. The next model was the 649, which first flew in October 1946. This model was fitted with a removable ventral container which could carry 3,720 kg (8,200 lb) of cargo. This was followed by the Model 749, which cruised at 526 km/h (327 mph) and had a take-off weight of 46,267 kg (102,000 lb). Fifty-seven were built, six being delivered to Qantas as VH-EAA (c/n 2905); VH-EAB (c/n 2565); VH-EAC (c/n 2572); VH-EAD (c/n 2573); VH-EAE (c/n 2505); and VH-EAF (c/n 2504). The first (VH-EAA) entered service in October 1947, and they continued in service until the last was sold in November 1955.

After 233 Constellations had been built, production switched to the Model 1049 powered by Wright R-3350-956-18C-A1 engines, the fuselage being stretched to 34.65 m (113 ft 7 in) and max take-off weight raised to 54,432 kg (120,000 lb). This was followed by the L-1049A, all production of this model going to the US Military services; and the similar L-1049E, which was used in a variety of roles, including airborne early-warning, electronic counter measures, weather reconnaissance and Presidential transport. A variety of designations was allotted.

The next civil variant was the L-1049C Super Constellation fitted with the definitive R-3350 turbo-compound engine. This model cruised at 532 km/h (331 mph) at 7,010 m (23,000 ft). This was followed by the L-1049D, which had a take-off weight of 61,236 kg (135,000 lb); and the L-1049E with a take-off weight of 68,040 kg (150,000 lb). The L-1049G had wingtip fuel tanks and could accommodate 60 first-class or 99 tourist class passengers, and had a take-off weight of 62,370 kg (137,500 lb). Final variant in the series was the L-1049H. Subsequently a new and refined derivative known as the L-1649A Starliner appeared, with span increased to 45.72m (150 ft). However, only a small number were built as the era of the jet-powered airliner was arriving. A total of 856 examples of the Constellation and derivatives was constructed.

The L-1249A series was first flown on 1 September 1954 with four 4,103-kw (5,500-shp) Pratt & Whitney T-34 turboprops, examples being delivered to the US Navy as the YC-121F-LO and the R7V-2. This model could fly the Atlantic from New York to London in 8 hrs 45 mins but this variant only saw limited service.

Sixteen Super Constellations were operated by Qantas, these being: VH-EAG (c/n 4539); VH-EAH (c/n 4545) ; VH-EAI² (c/n 4546); VH-EAJ² (c/n 4549); VH-EAK² (c/n 4573); VH-EAL² (c/n 4574); VH-EAE² (c/n 4578); VH-EAF² (c/n 4579); VH-EAA² (c/n 4679); VH-EAB² (c/n 4581); VH-EAC² (c/n 4606); VH-EAD² (c/n 4607); VH-EAO² (c/n 4679); VH-EAP² (c/n 4680); VH-EAM² (c/n 4801); and VH-EAN² (c/n 4803). Five others with the construction numbers 4681 to 4685 were allotted registrations VH-EAQ to VH-EAU but the aircraft were not delivered.

VH-EAA to VH-EAF were Model 1049E-55, converted to 1049E/01-55 in 1956 and 1049G in 1958; VH-EAG to VH-EAJ were Model 1049C-55-81 converted to 1049E-01-55 in 1956; VH-EAK and VH-EAL were Model 1049E-55 converted to 1049E/-01-55 in 1956; VH-EAM and VH-EAN were Model 1049H-82-133; and VH-EAO and VH-EAP were Model 1049G-82-118s. The first Model L-1049H was VH-EAM, which first flew on 20 September 1956, and was a “cargo / convertible to passenger” model, the fuselage being stressed and designed for a cargo load up to 20,321 kg (44,800 lb). A total of 53 L-1049Hs was built, being able to carry a crew of 9 and 94 passengers, the last of this model being delivered to Flying Tiger Air Lines in November 1958.

Delivery of the first L-1049 Super Constellation to Qantas took place on 15 April 1954 and the last on 15 November 1956, the type remaining in service until July 1962. One was lost in service, VH-EAC crashing on take-off from Mauritius on 24 August 1960.

One of the largest operators of the type was the US military. Forseeing a need to carry large numbers of troops across the Pacific, the US Navy ordered the L-1049B in a variety of variants, including the R7V-1, C-121J transport, WV-2, EC-121K airborne early warning model, etc. The USAAF ordered the C-121C for transport duties, the RC-121C and D for airborne early warning duties, and the VC-121E Colombine III for Presidential transport duties. The R7V-1 could carry a crew of four and 106 passengers, or an equivalent load of freight. It was also used as an ambulance. The WV-2E / EC-121L carried a radome on a pylon on top of the fuselage. The National Aeronautics & Space Administration operated two. Examples were flown to the Antarctic, regularly being flown to McMurdo Sound.

During 1991 the New South Wales based Historic Aircraft Restoration Society [HARS] which, amongst other aircraft, at the time operated a fleet of aircraft including two Lockheed Neptunes, two Douglas C-47s etc on airshow work, searched around the world for a suitable aircraft for restoration. Late that year the US Government presented HARS with an ex USAF C-121C-LO (serial 54-157 – c/n 4176), the military version of the L-1049F-55-96, which was then stored at the Davis Monthan storage facility in Arizona. Over the following four years members of HARS travelled to the United States restoring the aircraft until, on 23 September 1994, it made its first post restoration flight, later being flown to Australia, arriving in Sydney on 3 February 1996, where it became VH-EAG2. This aircraft, along with the rest of the Society’s fleet, is now based at the Society’s museum complex at Albion Park south of Sydney. A number of Constellations and Super Constellations survive in museums, but only VH-EAG2 is airworthy.

In 1956 Tasman Empire Airways (TEAL – later Air New Zealand) chartered Qantas Super Constellations, operating 10 flights to convey athletes, officials and members of the public to the Melbourne Olympic Games. On other occasions they were chartered to supplement the airlines services to Nadi, Fiji and flights between Melbourne and Auckland, NZ these continuing up until mid-1961.

A C-121J (N4247K – c/n 4144) named Winky’s Fish and operated by the World Fish and Agricultural Corp out of Manilla in the Philippines for many years, was impounded at one stage by the Philippine authorities and placed in storage at Manilla airport with a number of other aircraft. At one stage various museums, including HARS, showed some interest in obtaining the aircraft but these overtures did not come to anything partly, it is said, because of corrosion in the airframe, the aircraft having been used for many years to carry large quantities of fish. In 2014 this and other aircraft became the subject of an auction and the C-121J was obtained by the Qantas Founders Museum at Longreach, QLD.  It was dismantled and shipped to Longreach for restoration in Qantas colours as a static exhibit. By mid-2018 the aircraft, which had commenced life as a C-121J, had been assembled and painted in Qantas colours as VH-EAM (c/n 4801 – Southern Spray), and work was proceeding on completing the aircraft internally.