Post by mjahn on Nov 29, 2009 11:19:14 GMT -5
There will be an official paintkit following straight on the heels of the release pack. The base pack will have two folders, seven models, and five texture sets (all of which have been pictured on these pages). Additional texture sets to be made available separately.
To further get you in the mood, here is Chapter Two of the PDF manual edited by Volker. Enjoy ...
To further get you in the mood, here is Chapter Two of the PDF manual edited by Volker. Enjoy ...
2. Historical Note:
The second generation - L-649 to 749A
When the L-49 Constellation entered commercial service on February 3rd, 1946, it was far superior to any other airliner type then in service. But it was also clear that the competitors weren’t lazy – the DC-6 prototype would be making its first flight 12 days later and entered airline service on April 27th, 1947.
Lockheed developed an improved version of the L-49 Constellation, the L-649. New Engines of the BD-1 series with an increased take-off power of 2,500 hp and structural strengthening allowed higher operating weights. MTOW rose to 94.000 lbs, a rise of 4,000 lbs from the late-production L-49A, and landing weight increased even more, from 75,000 lbs to 84,500 lbs. Reversible propellers provides improved braking performance, even on slippery runways. Beyond that, a number of other improvements were made, for example on the air conditioning system. Externally, the main differences were new cowlings with single large cowl flaps and exhaust stacks on either side. The first flight was on Oct. 19, 1946.
But while Lockheed was still taking orders, another version was being developed. The L-749 was a long-range modification of the L-649 with additional fuel tanks in the outer wing sections, holding 565 gallons each, and another increase in MTOW to 102,000 lbs. Externally, the difference to the L-649 was a small rectangular fuel-dump port on the trailing edge of each wing, between the aileron and the flap.
Several airlines changed their orders from L-649s to L-749s, in fact, eventually only Eastern received 12 of the shorter-range planes. Customers for the L-749 were (number of planes received in brackets): KLM (13), TWA (12), Air France (9), Eastern (7), Aerlinte Eirean Teoranta (5), Pan Am (4), QANTAS (4), Air India (3), LAV (2). Clearly, international carriers dominate the customers, making use of the superior payload-over-range performance of the Constellation. Both versions were produced at the same time, in fact, Air France received it first L-749 on Aril 18th, 1947, a few weeks before Eastern’s first L-649.
One unusual option was the so-called “Speedpak” (note the spelling), an external cargo pod that could be attached to the lower side of the plane, between the wings, carrying up to 8,300 lbs of cargo. It allowed carrying extra payload on shorter flight segments at the cost of reduction of speed of about 10 knots and a decreased range of about 4%. A total of 75 Speedpaks were built.
However, in 1947 the airline industry was hit hard by an economic downturn and several airlines reduced or cancelled their orders. At the end of 1947, only 17 airplanes were still scheduled for delivery and the competition by the DC-6 could be clearly felt. On top of that, it was Douglas that won a bid for a military transport, eventually selling 167 C-118/R6D to the armed forces. Lockheed seriously considered closing down the production line. But Lockheed was able to secure a contract for 10 Air Force transports, enough to keep the production line open. Another 2 airplanes were delivered to the Navy in 1949/1950 as a test bed for an airborne early warning and control plane – the production version eventually was based on the L-1049A Super Constellation, though.
By the time Lockheed had completed these deliveries, economy had picked up enough to allow airlines to place new orders. Lockheed was now offering an upgraded version, the L-749A, with an increased MTOW of 107,000 lbs and MLW of 89,500 lbs. Customers for the L-749 eventually were TWA (25), Air France (10), KLM (9), Eastern (7), Air India (4), South African (4), Avianca (2) and the Hughes Tool Company (1). Again, a short range version was on offer, the L-649A, and again, it found a single customer, this time Chicago and Southern buying 6 airframes. Beyond that, 28 L-749 and all surviving L-649/649A were eventually upgraded to L-749As with their higher operating weights and larger range.
The L-649A/749A were very similar to the earlier versions. Externally, they differed mainly by the absence of “eyebrow” windows in the cockpit roof and a shorter oil cooler air intake below the engine. These changes were also applied to converted L-649/749.
Another modification was the “Jet Stack” exhaust system, ducting exhaust gases into 5 smaller exhaust tubes on either side of the engine instead of the previous 2 larger ones. This modification added only little cruising speed, but considerably improved climb performance. Most L-749A were so equipped and several other were retrofitted. Unfortunately, they also increased cabin noise level considerably.
Lockheed was till facing stiff competition. The Boeing Stratocruiser had entered service in 1949, but only relatively few were sold. More importantly, in 1951 Douglas had stretched the DC-6 to the DC-6B, with a MTOW to match the L-749A, but more importantly, offering up to 102 seats on short routes compared to the Constellations maximum of 81, along with very favourable operating costs. Eventually, Lockheed decided to stretch the Constellation fuselage, which would eventually become the L-1049 Super Constellation. The last “short” Constellation was delivered to Air France on Sept. 17th, 1951.
The Constellation continued to be used until gradually replaced by true long-range Super Constellations, starting with the L-1049C in 1953. Over the years, 12 were fitted with cargo doors and many received weather radar in the early 60’s. However, the Constellations were gradually phased out as jets were introduced during the 1960’s. In the USA, the last scheduled Constellation airline flight was a Western Airlines L-749A from Juneau, Alaska, to Fairbanks on Nov. 26th, 1968.
As the large airlines replaced the Constellations by jets, some were passed on to smaller operators. The Constellations earlier engines had the advantage of needing only lower grade 100/130 grade fuel, unlike the Super Constellation, which were restricted to lower weights as 115/145 octane fuel was becoming scarce. However, many were scrapped when no customers could be found for the used aircraft: 24 were still flying in 1968, but only 8 in 1974. The last commercial operator using Lockheed Constellations closed down in 1993.
10 aircraft are remaining today, preserved at museums.
Sources:
Marson, P. J.: The Lockheed Constellation. Air Britain, 2007
Wilson, S.: Lockheed Constellation. Aviation Notebook Series. Notebook Publications, 2001
Gann, H.: Douglas DC-6 and DC-7. Specialty Press, 1999