Two Super Connies for Australia

It was during the late 1980s that NASMA was investigating the possibility of obtaining one of the last of the worlds Lockheed Constellations, affectionately known as Connies. Coincidentally,theSydneybasedHistoricAircraft Restoration Society (HARS) under the Presidency of BobDe LaHunty, was also seeking to obtain aConnie, but one to continue operating.

Given the similar aims of the two organisations it made sense for themtopitchtogether andcooperatein thehuge task of bringing a Connie to Australia for all to see and appreciate. The Connie is important as both an historic aircraft type that Qantas had once operated, and one that in its time was the leader in the defeat of distance by using its longrange to cross the worlds major oceans and continents with both speed and comfort.

It was in 1939 that TWA’s Howard Hughes outlined requirementsfor a longrangetransport,therebyinitiatingthe Constellation design project. The requirements of World War Two overtook the planned civil use of the airliner and so the first Lockheed Constellations were instead used as fast long range militarytransports. Themachinewassofastthatmanyfighters and no bomber could match its speed.

The first 22 aircraft were delivered to the USAAF as C-69s (Civil L-049). Production of the Constellation ran for 15 years, the last rolling out in 1958, and a total of 856 were completed in six basic models. Over a third went to the USAAF/USAF or the US Navy where they were used primarily as long range transports and airborne early warning (AEW) aircraft. These AEW aircraft carried long range radar which required massive radomes both above and below the fuselage.

Of the civil models the first was the L-049 which was, to all intents, a C-69 configured assembled for commercial use. The first true civil model however was the L-649, followed by the L- 749 with increased fuel tankage. A stretched version of the L- 749, the L-1049 Super Constellation, was introduced in 1950. This model had a 5. 6m (18. 4ft) increase in length and 3250hp Wright engines were fitted. Lockheed built 286 Super Connies, then followed with production of the L-1649 Starliner, the ultimate in Constellation design. Although popular on long international routes only 43 Starliners were built before the Constellation series aircraftbowed outwiththe dawningofthe jet age. The day of the jet engined Boeings and DC-Ss had arrived.

Our own international airline, Qantas, wasnot slowin seeing the advantagesofthisnewairlinerthat couldflylongdistances with speed and above the weather pressurised comfort. As a result the year of 1947 saw the first of six Lockheed L-749 Constellations enter service with the local carrier on the Kangaroo route to London. The last of these models was phased out in 1956, two years after the L-1049 series Super Constellation entered service carrying the Qantas logo. Ultimatelysixteen L-1049 SuperConnieswereoperatedbyQantas. The first Super Constellation that entered Qantas service in 1954 was VH-EAG “Southern Constellatioq” and it was this machine that was also the last Super Connie to serve the airline, finally being withdrawn from service in May 1963. The Super Connie was replaced by the jet powered Boeing 707.

Although the Connie was out of production by the end of the 1950s the type soldiered on in military and airline service through the sixties.

During theVietnam war the military Connies served both as transports and in the vital AEW role. It is probablethat the two aircraft destined for Australia are still around today as a result of increased usage during the Vietnam conflict, instead of being retired and scrapped earlier.

When the HARS group and later NASMA commenced a world wide search for a suitable Connie they found, like an earlier search by Queenslander Ron Cuskelly, that the number of suitable machines was small and rapidly decreasing. Ron had tried very hard in the mid eighties to bring a Connie to Australia in time for the 1988 Bicentennial Air Show and had comewithin anaceof success, only to be thwarted bybad luck at the last minute. (Refer p24 Jan 89 AA). Natural attrition, sales and the breakers yard had all taken their toll. It was in 1988 that the Museum ofVictoria had tried to secure an Indian Navy L-1049 but this also had not come to fruition.

At the same time there was actually an increase in interest elsewhere in preserving the type and around the same period that the HARS/NASMA aircraft were tied up several individuals and groups managed to obtain, restore and again fly a few of these classic aircraft. The 1992 EAA Oshkosh Convention saw not one but two of these magnificent aircraft on static display and later formating together in the air, to the delight of the assembled multitude.

In the search for a suitable and available machine enquiries were made in some third world countries but these came to nothing with problems of ownership and talk of liens on the sought aircraft. It was at this time that the groups became aware of a suitable Connie located at the giant storage and reclamationcentreat Davis MonthanAirForceBaseatTucson, Arizona (a colour feature on DM appeared in our April issue). The Connie was owned by the USAF Museum at Dayton, Ohio.

After some negotiation the museum agreed to make its last C-121C . available to NASMA on an “as is where is” basis. This particular C-121C (Lockheed type L-0149F) serial number 54-0157 and construction No 4176, was delivered to the US Air Force in October 1955, serving initially with the Military Air Transport Service (MATS). The aircraft was then transferred to the Mississippi Air National Guard inJuly 1962, and later the West Virginia and Pennsylvania Air National Guards. Its last assignment being with the 193rd TEW Group based at Middletown, Pennsylvania.

The C-121C last flew in June 1977, landing at the Davis Monthanstorage facilitytobeinhibitedandplacedin longterm storage. By then the aircraft had accumulated some 18,450 hours. This machine was the equivalent of the model L-1049 SuperConstellation,comparableinalmosteveryrespecttothe SuperConstellationsusedby Qantastoestablish its transworld services. Unfortunately all the former Qantas Super Connies were scrapped long ago.

Inspection of the aircraft showed it to be fully configured as an airlinercompletewith seats,overheadbaggageracks,kitchen and toilets. The stored aircraft at Davis Monthan are normally sealed to help protect them. Unfortunately, in the case of 54-0157, someonelefta cockpit side windowopenandthis then became an entry point for the local pigeon population. The ultimate outcome was that over the years the cabin andflight deck gained a considerable accumulation of hardened pigeon guano.

Ironically, the guano build up probably discouraged any other possible restorers of the aircraft, leaving it for the Australians to claim in1992. One ofthe first tasks intherestoration was the removal of the bird droppings, not an easy task considering that the machinewas being baked inaharsh desert climate, inthe middle of summer, and that thepeople removing the droppings had to wear full breathing apparatus. (Sort of like having a Sunday picnic on Nauru! Ed)

Under the terms of an agreement worked out with theUSAF Museum at Dayton, the National Museum of Victoria is to remain primarily responsible for the aircraft. The State Museum, in turn, has sinceenteredinto anoperational agreement which provides for HARS to refurbish and deliver the Super Constellation on the Museum’s behalf. It is hoped that the aircraft will then continue to operate at airshows and special events throughout Australia with HARS being retained as the operator. As a joint partner in the NASMA development the Connie will ultimately be used by the Museum ofVictoria to complement the NASMA national aeronautical collection, plannedforLaverton,Victoria. TheMuseumofVictoriawill not be liable for any costs, these being borne entirely by HARS and NASMA.

With possession of 0157 established, the next task was to move the machine to a place where it could be efficiently worked on. This was achieved on April 16, 1992, by towing the aircraft off the base, across a four lane highway and into the work yard of the nearby Pima Air and Space Museum. The restoration work to date has been in the open simply because there is noavailable work hangar big enough for theConnie. As HARSPresident and ProjectDirector, BobDeLa Hunty, was to say later, “If it had not been for the Pima Air Museum and their unstinting assistance things would have been far more difficult”.

Having established the Connie at a work base the next thing was to check it over, inspect and overhaul components and systems as required and gradually bring the aircraft up to an airworthy standard. This type of work requires engineers with the right experience and background and in this regard HARS hasbeenfortunatetoobtaintheassistanceofnumerousformer Super Connie engineers from Qantas as well as the help of engineerswhohadworkedonthetwoLockheedNeptunesthat HARS andBobDeLaHuntyhadalready restored back toflying condition. Having the same type of engine in the Neptune and the Connie has also made the task somewhat easier.

HARShas managedto assemblea dedicatedand expert team of engineers who, as groups, have been travelling across the Pacific (with thehelp of Qantas) toworkonthe machine before returning home. The Connie was found to be basically intact. Having been properly stored and inhibited (save for that side window) has been a greatadvantageas well as the fact that the machine was stored on a military base. When items have been required it would seem that Tucson, with theDavis Monthan recovery centre and nearby component dealers, is an ideal location.

The restoration work has progressed well and already the Connie has commenced engine runs, with number three bursting smoothly into life, on April 22, and number four following on the 25th. All electrics and hydraulics have been overhauled and taxying trials were commencing at presstime.

To date nearly five thousand manhours have been expended on the restoration, and thanks to support amounting to over halfa million dollars a great deal has been achieved. HARS has been very grateful for the countless silent supporters of the project and their continued assistance. It was as a result of an article in the TucsonAdvertiserthatDick Scholl, the President of Lockheed’s massive Aeromod Centre at Tucson Internationalairport, heardabouttheAustralian Save-A-Connie project and quickly offered tarmac space and access to his company’s extensive engineering facilities in final preparation for the long flight to Australia. It is assistance such as that from the Pima MuseumandLockheedAeromodthat willsafelyseetheConnie back in the air and on its way to Australia.

After the major work has been carried out on the Connie at Pima it will be towed back across the highway and intoDavis MonthanAir Force base. From there a short flight willbe made to nearby Tucson International airport where, with the assistance of theLockheed Aeromod Centre maintenance facility, final preparationsfor theflight to Australia will be carried out. A minimum of 24 flight time will follow within the US before a decision to fly the Connie to Australia will be made.

L-1049Fs were not fitted with wingtip tanks, but after a lengthysearch apairwerelocated, togetherwith thenecessary modified wingtip assemblies outboard of the ailerons. These will be fitted shortly. BobDeLa Hunty has been insistent that there is no firm date for the flight to Australia and that the restoration job is far too important and too complex to be rushed in order to chase a deadline. It is understood however that if all goes well the Super Connie will be in Australia in the second half of this year and hopefully to coincide with the November 2 anniversary of the founding of Qantas back in 1921.

When it comes to flight time Bob De La Hunty will be checked out byVern Rayburn whose MATS L-749 Connie was one of the two to make the Oshkosh flypast in 1992.

Initially the Super Connie will carry a US registration. At a later stage it is proposed that themachine will wear an Australianregistrationandtothisendthe markingVH-EAG, that ofthe last Qantas Connie, has been reserved. The title “Southern Preservation” has been chosen. Already the HARS letters and an Australian flag and Kangaroo have been applied to the fuselage. On arrival in Australia the Connie will need to have final detailing carried out that is not worth doing in the US. A final decision on an operational base has yet to be made however Laverton,Nowra and Tamworth have all been mentioned.

It comes as somewhat ofa surprise to learn that as a result ofthegroup’s obtaining the C-121 Connie, 54-0157,forNASMA, HARS has managed to obtain a. second machine and this too will also be brought to Australia, kept airworthy, and flown as required. The result ofcheckingout anaircraft describedas a possible spares source, HARS engineers found a complete and intact aircraft in good condition. This second aircraft – a military EC-121K Warning Star – will be owned directly by HARS. Work to bring it up to flying standard and later fly it to Australia will only commence after the Tucson aircraft is completed.

When the Tucson aircraft was being considered, the USAF Museum also mentioned another Connie that they had on their books but knew little about. A visit to Chanute AFB Technical Training Display Centre at Rantoul, Illinois, revealed an AEW Connie complete with radomes above and below the fuselage. This second aircraft began its life as a USNavy WV-2. Serving with the Air Force as an RC-121D, her model number was changed in 1962 to that of an EC-121K This “Warning Star” carries Navy serial number, Bu141311, and is known to have served in Vietnam.

The aircraft was eventually assigned to the Air Force base in theearly 1980sfor training purposes with the baseengineering school. Instead of being pulled apart and cannibalised the machine was inhibited and preserved – a minor miracle. The aircraft has flown only 13,000 hours. The civilian equivalent of this aircraft is a modelL-1049A

Given the experience gained on the Tucson Connie, the fact that the Warning Star is on a base that has extensive engineering facilities and that the aircraft has been preserved and inhibited, it should be a much shorter andeasier taskto put the machine back in the air.

One could easily think that the HARS plans are a bit grandiose. However, given their track record with restoring and flying not one but two Lockheed Neptunes, and that the Tucson Super Connie restorationis runningtoschedule, there is no reason to believe that they will not be able to get the two Connies airborne and to Australia within the planned time schedule.

All Australians with an interest in historic aviation should wishthemwell andlookforwardtothearrivalofbothLockheed Super Connies. One can only repeat our earlier thoughts that the arrival ofthese fabulous aircraft will be a great flag waver for not only NASMA and HARS but the whole of the historic aeroplane movement in Australia.