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weight and performance calculations for the Lockheed L-1049C Super Constellation
KLM PH-TFX
Lockheed L-1049C Super Constellation
role : long range airliner
importance : ****
first flight : 17 February 1953 operational : August 1953
country : United States of America
design :
production : 48 aircraft
general information :
For the US Navy the L-1049B was developed, for the transport of cargo and troops over long distances. For this role a higher take-off weight was needed and to give sufficient take-off performance even stronger engines were necessary. Wright developed the Turbo-Compound engine giving 2390 KW for this purpose.
These engines were equipped with three turbines in the exhausts, which converted the heat energy into extra power, what gave a fuel saving of 20%. It went into service with the Navy under the designation R7V-1 and in the USAF as C-121C.
KLM showed early interest in a civilian version of the R7V-1. This version was designated L-1049C and in the spring of 1951, KLM was the first to place an order on this type. It made in February 1953 the first flight. The fuel capacity was the same
to that of the L-1049, 24794 liters. On 15 August 1953, KLM took the
L-1049C in service on the Amsterdam - New York route.
On October 19, 1953, a presentation flight of TWA took place from Los Angeles to New York. The Super Connie could stay in flight for a long time, and flight crews began to complain about too long a working day. As a result, westbound flights began to be made with a landing in Chicago to replace the crew, until pilots agreed to a 10-hour work shift on transcontinental flights. The Model 1049 aircraft in TWA had a layout for 75 passengers. > see DC-7 compare flying non-stop NY-LA within 8 hrs
The abnormal operation of the exhaust system of the 1049C was caused by the fact that the engines produced a huge amount of energy. A sheaf of flame behind the exhaust pipe reached the trailing edge of the wing, and damaged its metal skin. Passengers were also worried, seeing such sheaves of flame at night. It took 9 months and approximately $2,000,000 to solve this problem. Around the turbine wheel was installed an armoured protective ring, about 2 inches wide. Some parts have been altered to prevent hot gas damage the skin.
Other improvements to the 1049 included the installation of a new chassis cleaning/exhaust system, an oil transfer system to lubricate the engines, and an improvement to the fuel system. The 1049C became known as one of the quietest piston-engined aircraft of its time, thanks to improved cockpit noise isolation.
Different cabin interiors were possible : “Siesta” 47 luxury first class seeds, “Intercontinental” 54-60 passengers or “inter-urban” : 105 seats.
Eventually the KLM flew with 9 L-1049Cs, operating them until 1961.
primary users : KLM, TWA, Eastern Air Lines, Air France, Trans-Canada, Quantas,
Air India, PIA, Avianca, Iberia, Linea Aeropostal Venezolana, Cubana
flight crew : 4 cabin crew : 4 passengers : 59 - 106
flight crew consist of pilot, co-pilot, radio operator and engineer
powerplant : 4 Wright R-3350-18DA1 Turbo Compound air-cooled 18 -cylinder radial
engine 1700 [hp](1267.7 KW) normal rating, supercharged engine, high blower,
constant power to height : 7400 [m] and with 3250 [hp](2423.5 KW) available for
take-off
dimensions :
wingspan : 37.49 [m], length : 34.65 [m], height : 7.65 [m]
wing area : 153.0 [m^2]
weights :
max.take-off weight : 60328 [kg]
empty weight operational : 32800 [kg] useful load : 10600 [kg]
Eastern Air Lines L-1049C N6217C flying over Miami
performance :
maximum continuous speed : 580 [km/u] op 7400 [m]
normal cruise speed : 526 [km/u] op 6100 [m] (82 [%] power)
service ceiling : 7800 [m]
range with max fuel : 8143 [km] and allowance for 836.3 [km] diversion and 30 [min]
hold
description :
low-winged monoplane with retractable landing gear with nose wheel
tapered multi-cellular wing with flush-riveted stressed skin
with Fowler flaps airfoil : root : NACA 23018 tip : NACA 4412
engines and landing gear attached to the wings, fuel tanks in the wings
construction : all-metal aluminium-alloy stressed-skin construction with pressurized
fuselage
fuselage shape : O
airscrew :
four Hamilton-Standard constant speed, reversible pitch 3 -bladed tractor airscrews
with max. efficiency :0.83 [ ]
diameter airscrew 4.60 [m]
relative pitch (J) : 2.00 [ ]
power loading prop : 183.72 [KW/m]
theoretical pitch without slip : 10.23 [m]
blade angle prop at max.speed : 44.35 [ ]
tip-speed close to speed of sound (above Mach 0.85) > loose of efficiency
reduction : 0.44 [ ]
airscrew revs : 1050 [r.p.m.]
aerodynamic pitch at max. continuous speed 9.21 [m]
blade-tip speed at max.continuous speed : 300 [m/s]
propellor noise in flight : 104 [Db]
calculation : *1* (dimensions)
measured wing chord : 3.96 [m] at 50% wingspan
mean wing chord : 4.08 [m]
calculated average wing chord tapered wing with rounded tips: 3.98 [m]
wing aspect ratio : 9.2 []
seize (span*length*height) : 9938 [m^3]
calculation : *2* (fuel consumption)
oil consumption : 40.6 [kg/hr]
fuel consumption (econ. cruise speed) : 1034.3 [kg/hr] (1411.0 [litre/hr]) at 82 [%] power
distance flown for 1 kg fuel : 0.51 [km/kg] at 6100 [m] height, sfc : 248.0 [kg/kwh]
estimated total fuel capacity : 24793 [litre] (18173 [kg])
calculation : *3* (weight)
weight engine(s) dry with reduction gear : 6000.0 [kg] = 1.18 [kg/KW]
weight 966.2 litre oil tank : 82.13 [kg]
oil tank filled with 38.0 litre oil : 34.1 [kg]
oil in engine 28.2 litre oil : 25.4 [kg]
fuel in engine 34.6 litre fuel : 25.35 [kg]
weight 599.9 litre gravity patrol tank(s) : 90.0 [kg]
weight jet stacks : 126.8 [kg]
weight NACA cowling 56.8 [kg]
weight variable pitch control : 47.3 [kg]
weight airscrew(s) incl. boss & bolts : 1183.6 [kg]
total weight propulsion system : 7624 [kg](12.6 [%])
***************************************************************
fuselage aluminium frame : 6729 [kg]
typical cabin layout for 85 passengers : pitch : 81 [cm] ( 3+2 ) seating in 17.0 rows
pax density (normal seating) : 0.84 [m2/pax]
high density seating passengers : 110 at 5 -abreast seating in 21.9 rows
weight 5 toilets : 41.5 [kg]
weight 7 hand fire extinguisher : 20 [kg]
weight pantry : 184.2 [kg]
weight 36 windows : 32.4 [kg]
HB-RSC, voormalige USAF C-121C (MATS, reg 54-156) c/n 4175
weight 4 emergency exits : 12.0 [kg]
weight 4 life rafts : 106.2 [kg]
weight oxygen masks & oxygen generators : 55.2 [kg]
weight emergency flare installation : 10 [kg]
weight emergency evacuation slide : 15 [kg]
weight 2 entrance/exit doors : 24.0 [kg]
weight 2 freight doors (belly) : 8.0 [kg]
extra main deck space for freight/mail/luggage etc. : 8.18 [m3]
cabin volume (usable), excluding flight deck : 165.03 [m3]
passenger cabin max.width : 3.29 [m] cabin length : 21.67 [m] cabin height : 2.36 [m]
pressure at cruise height 6100.00 [m] : 0.47 [kg/cm2] cabin pressure : 0.86 [kg/cm2]
weight rear pressure bulkhead : 182.9 [kg]
weight air pressurization system : 42.1 [kg]
fuselage covering ( 251.7 [m2] duraluminium 3.61 [mm]) : 2395.0 [kg]
weight floor beams : 224.2 [kg]
weight cabin furbishing : 504.0 [kg]
weight cabin floor : 532.5 [kg]
fuselage (sound proof) isolation : 114.8 [kg]
weight radio transceiver equipment : 7.0 [kg]
weight radio direction finding (RDF) equipment : 5.0 [kg]
weight artificial horizon : 1.1 [kg]
weight instruments. : 13.0 [kg]
weight APU / engine starter: 63.4 [kg]
weight lighting : 21.2 [kg]
weight electricity generator : 21.2 [kg]
weight controls : 15.0 [kg]
weight seats : 465.0 [kg]
weight air conditioning : 128 [kg]
total weight fuselage : 11831 [kg](19.6 [%])
***************************************************************
total weight aluminium ribs (755 ribs) : 2151 [kg]
weight engine mounts : 254 [kg]
weight fuel tanks empty for total 24193 [litre] fuel : 1935 [kg]
weight wing covering (painted aluminium 2.49 [mm]) : 2057 [kg]
total weight aluminium spars (multi-cellular wing structure) : 2414 [kg]
weight wings : 6622 [kg]
weight wing/square meter : 43.28 [kg]
cantilever wing without bracing cables
weight rubber de-icing boots : 41.2 [kg]
weight fin & rudder (16.3 [m2]) : 708.5 [kg]
weight stabilizer & elevator (17.2 [m2]): 746.1 [kg]
weight flight control hydraulic servo actuators: 47.2 [kg]
weight fowler flaps (12.8 [m2]) : 281.9 [kg]
total weight wing surfaces & bracing : 10636 [kg] (17.6 [%])
*******************************************************************
wielen naar verhouding erg licht
wheel pressure : 15082.0 [kg]
weight 4 Dunlop main wheels (1330 [mm] by 266 [mm]) : 727.3 [kg]
weight 2 Dunlop nose wheels : 181.8 [kg]
weight hydraulic wheel-brakes : 43.4 [kg]
weight pneumatic-hydraulic shock absorbers : 57.9 [kg]
weight wheel hydraulic operated retraction system : 162.1 [kg]
weight undercarriage struts with axle 1360.6 [kg]
total weight landing gear : 2431.4 [kg] (4.0 [%]
*******************************************************************
********************************************************************
calculated empty weight : 32523 [kg](53.9 [%])
weight oil for 18.6 hours flying : 753.6 [kg]
calculated operational weight empty : 33276 [kg] (55.2 [%])
published operational weight empty : 32800 [kg] (54.4 [%])
weight crew : 648 [kg]
weight fuel for 2.0 hours flying : 2069 [kg]
weight catering : 460.6 [kg]
weight water : 368.4 [kg]
********************************************************************
operational weight empty: 36822 [kg](61.0 [%])
weight 85 passengers : 6545 [kg]
weight luggage : 1037 [kg]
weight cargo : 3018 [kg]
operational weight loaded: 47422 [kg](78.6 [%])
fuel reserve : 12906.3 [kg] enough for 12.48 [hours] flying
operational weight fully loaded : 60328 [kg] with fuel tank filled for 82 [%]
published maximum take-off weight : 60328 [kg] (100.0 [%])
calculation : * 4 * (engine power)
power loading (Take-off) : 6.22 [kg/kW]
power loading (operational without useful load) : 7.26 [kg/kW]
power loading (Take-off) 1 PUF: 8.30 [kg/kW]
max.total take-off power : 9694.1 [kW]
calculation : *5* (loads)
manoeuvre load : 4.0 [g] at 1000 [m]
limit load : 2.5 [g] ultimate load : 3.8 [g] load factor : 1.2 [g]
design flight time : 10.84 [hours]
design cycles : 2810 sorties, design hours : 30446 [hours]
operational wing loading : 3405 [N/m^2]
wing stress (3 g) during operation : 236 [N/kg] at 3g emergency manoeuvre
calculation : *6* (angles of attack)
angle of attack zero lift : -1.80 ["]
max. angle of attack (stalling angle, clean) : 12.96 ["]
max. angle of attack (full flaps) : 12.07 ["]
angle of attack at max. speed : 1.83 ["]
calculation : *7* (lift & drag ratios
lift coefficient at angle of attack 0° : 0.16 [ ]
lift coefficient at max. speed : 0.32 [ ]
lift coefficient at max. angle of attack : 1.31 [ ]
max.lift coefficient full flaps : 1.74 [ ]
induced drag coefficient at max.speed : 0.0047 [ ]
drag coefficient at max. speed : 0.0213 [ ]
drag coefficient (zero lift) : 0.0166 [ ]
calculation : *8* (speeds
stalling speed at sea-level (OW loaded : 59294 [kg]): 248 [km/u]
stalling speed at sea-level with full flaps (normal landing weight): 158 [km/u]
landing speed at sea-level (normal landing weight : 45927 [kg]): 182 [km/hr]
max. rate of climb speed : 251 [km/hr] at sea-level
max. endurance speed : 264 [km/u] min.fuel/hr : 695 [kg/hr] at height : 610 [m]
max. range speed : 471 [km/u] min. fuel consumption : 2.273 [kg/km] at cruise height :
6401 [m]
cruising speed : 526 [km/hr] at 6100 [m] (power:89 [%])
max. continuous speed* : 580.00 [km/hr] at 7400 [m] (power:100 [%])
climbing speed at sea-level (loaded) : 285 [m/min]
climbing speed at 1000 [m] with 1 engine out (PUF / MTOW) : 291 [m/min]
climbing speed at 1000 [m] with 2 engines out (2xPUF / MTOW) : 71 [m/min]
calculation : *9* (regarding various performances)
take-off speed : 299.8 [km/u]
emergency/TO power : 3250 [hp] at 2800 [rpm]
static prop wash : 187 [km/u]
high wheel pressure, can only take off from paved runways
take-off distance at sea-level concrete runway : 1435 [m]
take-off distance at sea-level over 15 [m] height : 1656 [m]
landing run : 707 [m]
landing run from 15 [m] : 1429 [m]
lift/drag ratio : 18.26 [ ]
climb to 1000m with max payload : 8.31 [min]
climb to 2000m with max payload : 17.74 [min]
climb to 3000m with max payload : 28.75 [min]
climb to 5000 [m] with max payload : 65.19 [min]
practical ceiling (operational weight empty 36822 [kg] ) : 10300 [m]
practical ceiling fully loaded (mtow- 30 min.fuel:59811 [kg] ) : 6200 [m]
calculation *10* (action radius & endurance)
published range : 8143 [km] with 8 crew and 10392.1 [kg] useful load and 88.1 [%]
fuel (no reserves)
range : 8037 [km] with 8 crew and 10600.0 [kg] useful load and 87.0 [%] fuel
range : 9572 [km] with 85.0 passengers with each 12.2 [kg] luggage and 103.6 [%]
fuel
Available Seat Kilometres (ASK) : 813631 [paskm]
max range theoretically with additional fuel tanks total 36795.2 [litre] fuel : 11864
[km]
useful load with range 500km : 25988 [kg]
useful load with range 500km : 85 passengers
production (theor.max load): 13670 [tonkm/hour]
production (useful load): 5576 [tonkm/hour]
production (passengers): 44710 [paskm/hour]
combi aircraft mail/freight/passengers
oil and fuel consumption per tonkm : 0.079 [kg]
fuel cost per paskm : 0.024 [eur]
crew cost per paskm : 0.023 [eur]
economic hours : 18250 [hours] is less then design hours
time between engine failure : 2106 [hr]
can continue fly on 3 engines, low risk for emergency landing for PUF
writing off per paskm : 0.033 [eur]
insurance per paskm : 0.0001 [eur]
maintenance cost per paskm : 0.173 [eur]
direct operating cost per paskm : 0.254 [eur]
direct operating cost per tonkm (max. load): 0.830 [eur]
direct operating cost per tonkm (normal useful load): 2.035 [eur]
literature :
luchtvaart jan'87 page 24 t/m 31
verkeersvliegtuigen Moussault page
piston engined airliners page 58
5150 Miles Of Range: The Story Of The Lockheed L-1049 Super Constellation (simpleflying.com)
praktisch handboek vliegtuigen deel 5 page 47,48
Amerikaanse vliegtuig bouwers page 107
Zwitserse Lockheed Super Constellation HB-RSC blijft voorgoed aan de grond | AirOnline.nl
* max. continuous speed : max. level speed maintainable for minimal 30 min.
DISCLAIMER Above calculations are based on published data, they must be
regarded as indication not as facts.
Calculated performance and weight may not correspond with actual weights
and performances and are assumptions for which no responsibility can be taken.
Calculations are as accurate as possible, they can be fine-tuned when more data
is available, you are welcome to give suggestions and additional information
so we can improve our program. For copyright on drawings/photographs/
content please mail to below mail address
(c) B van der Zalm 03 April 2022 contact : info.aircraftinvestigation@gmail.com python 3.7.4