Pan American World Airways’ first Lockheed L-049 Constellation, NC88836, serial number 2036, photographed at Lockheed Air Terminal, Burbank, California in December 1945. It is temporarily marked NX88836. (Lockheed Martin photograph via R.A. Scholefield Collection)
3 February 1946: Pan American World Airways inaugurated the commercial operation of its new Lockheed L-049-46-21 Constellation, Clipper Mayflower, NC88836, with scheduled flights from New York to Bermuda. The Constellation flew the southbound route in 2 hours, 22 minutes.
On the same day, at 4:17 p.m., Eastern Standard Time, another Pan Am Constellation, under the command of Captain Robert D. Fordyce, departed LaGuardia Airport, New York, for London, England, with 30 passengers and a ton of cargo. The Lockheed made refueling stops at Gander, Newfoundland, and Shannon, Ireland, before finally arriving at Hurn Airport, Bournemouth, (approximately 100 miles southwest of London) at 7:50 a.m., EST, (12:50 GMT), 4 February, 1946. The total elapsed time was 15 hours, 32 minutes, with 12 hours, 49 minutes of actual flight.
According to Logbook Magazine, NC88836, Lockheed serial number 2036, was delivered to Pan Am on 5 January 1946. While with the airline it also carried the name Clipper Yankee Ranger. 2036 was transferred to Cubana de Aviación (owned by Pan Am since 1932) in 1953, and re-registered CU-T-547. It served with several other airlines over the next 15 years, including El Al Israel Airlines, registered 4X-AKE. The Constellation was taken out of service in 1968 and placed in storage at Tel Aviv. It was scrapped later that year.
The Lockheed Constellation first flew in 1942, and was produced for the U.S. Army Air Corps as the C-69. With the end of World War II, commercial airlines needed new airliners for the post-war boom. The Constellation had transoceanic range and a pressurized cabin for passenger comfort.
Pan American World Airway’s’ Lockheed L-049 Constellation NC88836, Clipper Mayflower, at Floyd Bennett Airport, 1946. (Royal Air Force Museum)
The Lockheed L-049 Constellation was operated by a flight crew of four and could carry up to 81 passengers. The airplane was 95 feet, 1 3⁄16 inches (28.986 meters) long with a wingspan of 123 feet, 0 inches (37.490 meters), and overall height of 23 feet, 7⅞ inches (7.210 meters). It had an empty weight of 49,392 pounds (22,403.8 kilograms) and maximum takeoff weight of 86,250 pounds (39,122.3 kilograms).
The L-049 was powered by four air-cooled, supercharged and fuel-injected, 3,347.662-cubic-inch-displacement (54.858 liter) Wright Aeronautical Division Cyclone 18 ¹ 745C18BA3 two-row 18-cylinder radial engines with a compression ratio of 6.5:1. The -BA3 was rated at 2,000 horsepower at 2,400 r.p.m., or 2,200 horsepower at 2,800 r.p.m., for takeoff, (five minute limit). The engines drove 15 foot, 2 inch (4.623 meter) diameter, three-bladed Hamilton Standard Hydromatic constant-speed propellers through a 0.4375:1 gear reduction. The 745C18BA3 was 6 feet, 4.13 inches (1.934 meters) long, 4 feet, 7.78 inches (1.417 meters) in diameter and weighed 2,842 pounds (1,289.11 kilograms).
The L-049 had a cruise speed of 313 miles per hour (503.72 kilometers per hour) and a range of 3,995 miles (6,429.3 kilometers). Its service ceiling was 25,300 feet (7,711 meters).
22 C-69s and 856 Constellations of all types were built. Designed by the famous Kelly Johnson, the Lockheed Constellation was in production from 1943–1958 in both civilian airliner and military transport versions. It is the classic propeller-driven transcontinental and transoceanic airliner.
Crew members of Pan American World Airways’ Clipper America, a Lockheed L-749 Constellation, N86527. Clipper America and her crew, under Captain Hugh H. Gordon, with twenty passengers, circled the world 17–29 June 1947, in 92 hours, 43 minutes flight time. (Pan American World Airways photograph via everythingPanAm.com)
¹ The Cyclone 18 series was also known as the Duplex Cyclone.
A Transcontinental and Western Airlines Lockheed L-049 Constellation. (TWA)
3 February 1946: Transcontinental and Western Airlines (“The Trans World Airline”) inaugurated non-stop passenger service from Los Angeles to New York with it’s Lockheed L-049A Constellation, Navajo Skychief, NC86503.
Captain William John (“Jack”) Frye, president of the airline, and his co-pilot, Captain Lee Flanagin, T&WA’s Western Region Operations Manager, were at the controls with Captain Paul S. Frederickson and Captain A.O. Lundin aboard as relief pilots. Flight Engineers Paul Henry and E.T. Greene completed the flight crew. In the passenger cabin were flight attendants Dorraine Strole and Rita P. Crooks. The 44 passengers were primarily news reporters.
Flight crew of Transcontinental and Western Airlines’ Lockheed L-049 Constellation, Navajo Chieftain, at LaGuardia Airport, New York, 3 February 1946. Front row, left to right, Paul Henry, Flight Engineer; Captain William John (“Jack”) Frye, Pilot; E.T. Greene, Flight Engineer. Second row, Captain Paul S. Frederickson, Relief Pilot; and First Officer Lee Flanigin, Co-Pilot. Top, Stewardess Dorraine Strole, and Stewardess Rita P. Crooks (Unattributed. This internet image appears to have been cropped from a larger photograph at https://www.sedonalegendhelenfrye.com/1946.html)
Navajo Skychief departed Lockheed Air Terminal, Burbank, California, at 12:59:12 a.m., Pacific Standard Time (3:59:12 a.m., E.S.T.), and flew across the North American continent at an altitude of 15,000–17,000 feet (4,572–5,182 meters), taking advantage of tailwinds throughout the flight. The Constellation crossed over LaGuardia Airport, New York, at 1,500 feet (457.2 meters) at 11:27 a.m., Eastern Standard Time.
Route of Navajo Skychief, 3 February 1946. (Daily News, Vol. 27, No. 192, Monday, 4 February 1946, Page 3, Columns 7 and 8)
The 2,474-mile (3,954.2 kilometer) Great Circle flight took 7 hours, 27 minutes, 48 seconds, averaging 329 miles per hour (529.5 kilometers per hour), setting a National Aeronautic Association transcontinental speed record for transport aircraft.
With 52 persons aboard, this was the largest number carried in commercial passenger service up to that time.
TWA Lockheed L-049 Constellation NC86511, Star of Paris, sister ship of Navajo Skychief. (Sedona legend Helen Frye)
The four Duplex-Cyclone engines burned 450 gallons (1,703.4 liters) of gasoline per hour. On landing, 610 gallons (2,309.1 liters) of fuel remained.
A TWA stewardess. (LIFE Magazine)
Navajo Skychief (serial number 2024), a Lockheed Model L-049-46 Constellation, had been built at Lockheed Aircraft Corporation’s Burbank, California, plant and delivered to Transcontinental and Western on 20 December 1945. The airliner remained in service with TWA until March 1962. During that time it was also named Star of the Nile and Star of California. The Constellation was scrapped in May 1964.
The Lockheed Constellation first flew in 1942, and was produced for the U.S. Army Air Corps as the C-69. With the end of World War II, commercial airlines needed new airliners for the post-war boom. The Constellation had transoceanic range and a pressurized cabin for passenger comfort.
Transcontinental and Western Airlines’ Lockheed L-049A Constellation, NC 86503, Navajo Skychief. (Unattributed)
The Lockheed L-049 Constellation was operated by a flight crew of four and could carry up to 81 passengers. The airplane was 95 feet, 1 3⁄16 inches (28.986 meters) long with a wingspan of 123 feet, 0 inches (37.490 meters), and overall height of 23 feet, 7⅞ inches (7.210 meters). It had an empty weight of 49,392 pounds (22,403.8 kilograms) and maximum takeoff weight of 86,250 pounds (39,122.3 kilograms).
Navajo Skychief, Transcontinental and Western Airlines’ Lockheed L-049A Constellation, NC 86503. (Ed Coates Collection)
The L-049 was powered by four air-cooled, supercharged and fuel-injected, 3,347.662-cubic-inch-displacement (54.858 liter) Wright Aeronautical Division Cyclone 18 ¹ 745C18BA3 two-row 18-cylinder radial engines with a compression ratio of 6.5:1. The -BA3 was rated at 2,000 horsepower at 2,400 r.p.m., or 2,200 horsepower at 2,800 r.p.m., for takeoff, (five minute limit). The engines drove 15 foot, 2 inch (4.623 meter) diameter, three-bladed Hamilton Standard Hydromatic constant-speed propellers through a 0.4375:1 gear reduction. The 745C18BA3 was 6 feet, 4.13 inches (1.934 meters) long, 4 feet, 7.78 inches (1.417 meters) in diameter and weighed 2,842 pounds (1,289.11 kilograms).
The L-049 had a cruise speed of 313 miles per hour (503.72 kilometers per hour) and a range of 3,995 miles (6,429.3 kilometers). Its service ceiling was 25,300 feet (7,711 meters).
22 C-69s and 856 Constellations of all types were built. Designed by the famous Kelly Johnson, the Lockheed Constellation was in production from 1943–1958 in both civilian airliner and military transport versions. It is the classic propeller-driven transcontinental and transoceanic airliner.
TWA Lockheed Constellation.
Jack Frye had founded the Aero Corporation of California, which would later become Transcontinental and Western, on 3 February 1926. He died at Tucson, Arizona, on 3 February 1959 at the age of 55 years.
¹ The Cyclone 18 series was also known as the Duplex Cyclone.
Lockheed XP-38 Lightning 37-457, 22 May 1941. (San Diego Air and Space Museum Archive)
27 January 1939: First Lieutenant Benjamin Scovill Kelsey, Air Corps, United States Army, made the first flight of the prototype Lockheed XP-38 Lightning, serial number 37-457, at March Field, Riverside County, California.
This was a short flight. Immediately after takeoff, Kelsey felt severe vibrations in the airframe. Three of four flap support rods had failed, leaving the flaps unusable.
1st Lieutenant Benjamin Scovill Kelsey, Air Corps, United States Army, 1937.
Returning to March Field, Kelsey landed at a very high speed with a 18° nose up angle. The tail dragged on the runway. Damage was minor and the problem was quickly solved.
Designed by an engineering team led by Hall L. Hibbard, which included the legendary Clarence L. “Kelly” Johnson, the XP-38 was a single-place, twin-engine fighter designed for very high speed and long range. It was an unusual configuration with the cockpit and armament in a center nacelle, with two longitudinal booms containing the engines and propellers, turbochargers, radiators and coolers. The Lightning was equipped with tricycle landing gear. The nose strut retracted into the center nacelle and the two main gear struts retracted into bays in the booms. To reduce drag, the sheet metal used butt joints with flush rivets.
The prototype had been built built at Lockheed’s factory in Burbank, California. On the night of 31 December 1938/1 January 1939, it was transported to March Field aboard a convoy of three trucks. Once there, the components were assembled by Lockheed technicians working under tight security.
Lockheed XP-38 Lightning 37-457. (San Diego Air and Space Museum Archive)Lockheed XP-38 Lightning 37-457. (San Diego Air and Space Museum Archive)Left profile, Lockheed XP-38 Lightning 37-457. (U.S. Air Force)Lockheed XP-38 Lightning 37-457
The XP-38 was 37 feet, 10 inches (11.532 meters) long with a wingspan of 52 feet (15.850 meters) and overall height of 12 feet, 10 inches (3.952 meters). Its empty weight was 11,507 pounds (5,219.5 kilograms). The gross weight was 13,904 pounds (6,306.75 kilograms) and maximum takeoff weight was 15,416 pounds (6,992.6 kilograms).
The Lightning was the first production airplane to use the Harold Caminez-designed, liquid-cooled, supercharged, 1,710.60-cubic-inch-displacement (28.032 liter) Allison Engineering Company V-1710 single overhead cam 60° V-12 engines. When installed on the P-38, these engines rotated in opposite directions. The XP-38 used a pair of experimental C-series Allisons, with the port V-1710-C8 (V-1710-11) engine being a normal right-hand tractor configuration, while the starboard engine, the V-1710-C9 (V-1710-15), was a left-hand tractor. Through a 2:1 gear reduction, these engines drove the 11-foot (3.353 meters) diameter, three-bladed Curtiss Electric variable-pitch propellers inward to counteract the torque effect of the engines and propellers. (Viewed from the front of the airplane, the XP-38’s starboard propeller turned clockwise, the port propeller turned counter-clockwise. The direction of rotation was reversed in the YP-38 service test prototypes and production P-38 models.) The engines have long propeller gear drive sections to aid in streamlining aircraft, and are sometimes referred to as “long-nose Allisons.”
The V-1710-11 and -15 had a compression ratio of 6.65:1. They had a continuous power rating of 1,000 horsepower at 2,600 r.p.m. at Sea Level, and 1,150 horsepower at 2,950 r.p.m. for takeoff. The combination of a gear-driven supercharger and an exhaust-driven General Electric B-1 turbosupercharger allowed these engines to maintain their rated power levels to an altitude of 25,000 feet (7,620 meters).
The -11 and -15 were 7 feet, 10.46 inches (2.399 meters) long. The -11 was 3 feet, 6.59 inches (1.082 meters) high and 2 feet, 4.93 inches (0.7348 meters) wide. It weighed 1,300 pounds (589.7 kilograms). The -15 was 3 feet, 4.71 inches (1.034 meters) high, 2 feet, 4.94 inches (0.7351 meters) wide, and weighed 1,305 pounds (591.9 kilograms).
A 1939 Allison Engine Company V-1710-33 liquid-cooled, supercharged SOHC 60° V-12 aircraft engine at the Smithsonian Institution National Air and Space Museum. This engine weighs 1,340 pounds (607.8 kilograms) and produced 1,040 horsepower at 2,800 r.p.m. During World War II, this engine cost $19,000. (NASM)
The XP-38 had a maximum speed of 413 miles per hour (664.66 kilometers per hour) at 20,000 feet (6,096 meters) and a service ceiling of 38,000 feet (11,582.4 meters).
The XP-38 was unarmed, but almost all production Lightnings carried a 20 mm auto cannon and four Browning .50-caliber machine guns grouped together in the nose. They could also carry bombs or rockets and jettisonable external fuel tanks.
Lockheed XP-38 37-457. (San Diego Air and Space Museum Archive)
The prototype XP-38 was damaged beyond repair when, on approach to Mitchel Field, New York, 11 February 1939, both engines failed to accelerate from idle due to carburetor icing. Unable to maintain altitude, Lieutenant Kelsey crash landed on a golf course and was unhurt.
Testing continued with thirteen YP-38A pre-production aircraft and was quickly placed in full production. The P-38 Lightning was one of the most successful combat aircraft of World War II. By the end of the war, Lockheed had built 10,037 Lightnings.
Lockheed test pilot Tony LeVier in the cockpit of P-38J-10-LO Lightning 42-68008. (Lockheed Martin)
26 January 1990: The Lockheed SR-71A “Blackbird” is retired from service at Beale Air Force Base, California. This would prove to be a premature decision.
Lockheed YC-121F Super Constellation 53-8158 with wing tip fuel tanks. (U. S. Air Force 180320-F-ZZ999-412)
25–26 January 1957: A United States Air Force Lockheed YC-121F Super Constellation departed Long Beach Airport (LGB), Long Beach, California, at 10:22 p.m. Pacific Standard Time, 25 January (06:22, 26 January, UTC) under the command of Major Stanley Forster. Other members of the crew were Captain John P. Burkett, Master Sergeant Conrad S. Stevens, and Master Sergeant Travis B. Hodges. A civilian news representative, Joseph W. Draper, was also on board.
Left to right: Master Sergeant Conrad S. Stevens, Captain John P. Burkett, Major Stanley L. Forster, and Master Sergeant Travis B. Hodges. (Wilmington Morning News.)
Flying at an altitude of 27,000 feet (8,230 meters) the Lockheed flew 2,033 nautical miles (2,340 statute miles/3,766 kilometers) across the continent to Andrews Air Force Base (ADW), Camp Springs, Maryland. The airplane crossed overhead at 6:05 a.m, 26 January, Eastern Standard Time (11:05 UTC), for an elapsed time of 4 hours, 43 minutes.
The YC-121F had averaged 424.66 knots (488.69 miles per hour/786.47 kilometers per hour) between Long Beach and Andrews.
Unable to land at Andrews because of adverse weather conditions, the YC-121F proceeded to Dover, Delaware, where it touched down at 6:29 a.m., EST, 26 January (11:29, 26 January, UTC). The total duration of the flight was 5 hours, 7 minutes.
The YC-121F was one of two assigned to the 1700th Test Squadron, Military Air Transport Service (MATS), at Kelly Air Force Base, San Antonio, Texas, along with turboprop-driven Boeing KC-97 Stratocruisers and Douglas C-124 Globemasters. The airplanes were used to test various combinations of engines and propellers.
One of the four U.S. Navy Lockheed R7V-2 Super Constellations. (Lockheed Martin)
Lockheed Aircraft Corporation built four R7V-2s at its plant in Burbank, California, for the U.S. Navy. They were assigned Bureau of Aeronautics serial number (“Bu. Nos.”) 131630, -631, -660 and -661. The first two R7V-2s, -630 and -631, were transferred to the U.S. Air Force, re-designated YC-121F and assigned Air Force serial numbers 53-8157 and 53-8158. The airplanes’ Lockheed model numbers were L-1249A-94-75. The YC-121F made its first flight in April 1955.
The R7V-2/YC-121F was the ultimate variant of Lockheed’s Constellation series. It was normally operated by a flight crew of five, and could carry 106 passengers, or 24,210 pounds (10,981 kilograms) of cargo. The airplane was 115 feet, 10 inches (35.306 meters) long, with a wingspan of 117 feet, 0 inches (35.662 meters), and overall height of 25 feet, 6 inches (7.772 meters). It had a total total wing area of 1,615 square feet (150.04 square meters). The airplane could be equipped with wingtip fuel tanks, which increased the overall span to 119 feet (36.271 meters). The YC-121F’s empty weight was 72,387 pounds (32,834 kilograms), and it had a maximum takeoff weight of 148,540 pounds (67,377 kilograms).
Three-view illustration with dimensions. (U.S. Navy)
The YC-121F was powered by four Pratt & Whitney YT34-P-6 turboprop engines. The T34 was an axial-flow engine with a 13-stage compressor, 8 flame tubes, and a 3-stage turbine. The -P-6 had a normal power rating of 4,750 shaft horsepower at 10,500 r.p.m., and also produced 1,125 pounds of jet thrust. The military power rating was 5,300 s.h.p. at 11,000 r.p.m., and 1,250 pounds of thrust (30-minute limit). The takeoff power rating was 5,500 s.h.p. at 11,000 r.p.m., with 1,250 pounds of thrust (5-minute limit). The engines drove three-bladed, 16 foot, 0 inch (4.877 meters) Hamilton Standard propellers through a 0.0909:1 gear reduction.
Pratt & Whitney YT34-P-12A turboprop engines with Hamilton Standard propellers. (SDASM Catalog #: 00032061)
The YC-121F had a cruise speed of 310 knots (357 miles per hour/574 kilometers per hour ) at 25,000 feet (7,620 meters), and maximum speed of 386 knots (444 miles per hour/715 kilometers per hour) at 10,000 feet (3,048 meters). It had a maximum rate of climb of 4,600 feet per minute from Sea Level at combat weight. The service ceiling was 26,400 feet (8,047 meters), but it could reach 32,900 feet (10,028 meters). The transport had a maximum combat range of 1,998 nautical miles (2,299 statute miles/3,700 kilometers).
YC-121F 53-8158 was later used by Lockheed as a test bed for the Allison 501D turboprops for the L-188 Electra. It was nicknamed “Elation” (ELectra + ConstellATION). Both YC-121Fs were salvaged to rebuild two Flying Tiger Lines transports to the L-1049H configuration.
One of four turboprop-powered R7V-2 Super Constellations built by Lockheed for the United States Navy. (Lockheed Martin)
