| L-749 Constellation | |
|---|---|
 ATrans World Airlines L-749A at London's Heathrow Airport. Note the "Speedpak" removable freight container beneath the fuselage. | |
| General information | |
| Type | Airliner |
| National origin | United States |
| Manufacturer | Lockheed Corporation |
| Primary users | Trans World Airlines |
| Number built | 119 |
| History | |
| Manufactured | 1947–1951[1][2] |
| Introduction date | April 18, 1947 |
| First flight | March 14, 1947[3] |
| Retired | 1993 |
| Developed from | Lockheed L-649 Constellation |
| Variants | Lockheed C-121 Constellation Lockheed PO-1W/WV-1 Constellation |
| Developed into | Lockheed L-1049 Super Constellation |
TheLockheed L-749 Constellation is the firstLockheed Constellation to regularly cross theAtlantic Ocean non-stop. Although similar in appearance to theL-649 before it, the L-749 had a larger fuel capacity, strengthened landing gear, and eventuallyweather radar.
In early 1947, theLockheed Aircraft Corporation unveiled the L-749, a derivative of itsL-649 Constellation with fuel tanks to increase its maximum range by 1,000 statute miles (1,600 km). Due to the increased weight, the landing gear and tires had to be strengthened.Jet stacks were also introduced, increasing speed by 15 mph (24 km/h). These jet stacks increased the noise, requiring more insulation. As with the L-649, ten different layouts of the internal cabin were possible. Airlines originally attracted to the L-649 changed their orders to the L-749. The L-749 was to become the standard version of the regular Constellation.[2][4][5]
The L-749 first flew on March 14, 1947,[3] and received certification that same month. The first L-749 was delivered toAir France on April 18, 1947.Pan American World Airways received its first L-749 in June, and L-749 service began the same month on their "Round The World" service. The L-749 also entered service with various other airlines, includingTrans World Airlines (TWA),KLM,Cubana de Aviación,Línea Aeropostal Venezolana andAvianca.
In March 1947, 1,200 jobs were lost at Lockheed, bringing production of the aircraft to a near stand-still. This was due to the end of military production fromWorld War II bringing a reduction in the number of needed workers. A large order from theUnited States Air Force for 10 L-749As, designatedC-121 Constellation, saved the Constellation program from cancellation. TheUnited States Navy followed in, ordering two L-749As asPO-1Ws (later WV-1s). The first L-749A off the production lines were destined for the military.
Lockheed started producing the improved L-749A in 1949. It had a strengthened fuselage, further strengthened landing gear and aPlycor floor. This increased its weight by over 4,000 pounds (1,800 kg) and increased theMTOW. Slightly redesigned engine cowlings and new Curtiss Electric propellers were also introduced. Lockheed also offered an L-749 to L-749A conversion kit. The first civil customer for the L-749A wasSouth African Airways but its largest customer was TWA, which had 26 L-749As; the last of these were not retired until 1967. A cargo version of the L-749A based on the military C-121A was offered, but no airlines showed interest and it never left the drawing board. An L-749B turboprop version was envisaged, but this too never left the drawing board as no reliable engine was found. Production of the L-749A ended in 1951 to give way to its stretched successor, theL-1049 Super Constellation.
Data from American Museum of Aviation.[3]
General characteristics
Performance
Related development
Aircraft of comparable role, configuration, and era
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