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Topic: Lockheed Super Constellation Atlantic Routes
Username: Luisinho
Posted 2004-07-07 22:09:21 and read 9867 times.

Hiii FOLCKS!!!!  Big thumbs up

Has you know i'm a flight simulator freak....  Nuts eeheh

Now i have my new fabulous Lockheed L-1049G superconstellation, L-1049 and L-749 Constellation. Very fantastic... great textures... specially the KLM... fabulous....

The problem is that i want to fly from Amesterdam to New York, but i have a doubt.... KLM flew this route via shannon and then NONSTOP to JFK Idlewild, or from Amesterdam to Gander and then to New York? Both are in range for the Super G.

And what about TWA and Pan Am? what were there routes do London? NONSTOP? if stop westbound where? Gander?

Ok... thanks.... if you know more airlines who used the connie as "ATLANTICLINER" just share with me, the routes...

If some one flew a connie transatlantic and want to share.... please  Big thumbs up

Just to open your apetite... some fotos of connies in JFK Idlewild


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Photo © Lawrence Feir
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Photo © Tom Turner



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Photo © Mel Lawrence
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Photo © Mel Lawrence



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Photo © Bill ARMSTRONG
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Photo © George Gayuski

Topic: RE: Lockheed Super Constellation Atlantic Routes
Username: Tasha
Posted 2004-07-07 22:18:04 and read 9826 times.

I have seen pictures of LH Super Constellations at JFK, sorry Idelwind. Did they actually have the range to fly AB) (FRA / FRF / EDDF), Germany">FRA - JFK nonstop? I asked my father the other day actually, as he flew to London in the Early 1950's as a child. He said that his flight was on a Super Constellation, but they had to stop in Ireland for fuel. It must have been an ordeal to travel via piston-powered airliner. I guess JFK - AB) (FRA / FRF / EDDF), Germany">FRA would have been about 16-18 hours, maybe longer. Then the noise and vibration!!! OMG!!! Thank god for General Electric and Pratt & Whitney!!!!  Big thumbs up

Tasha  Smile/happy/getting dizzy

Topic: RE: Lockheed Super Constellation Atlantic Routes
Username: Airconti
Posted 2004-07-07 23:18:07 and read 9761 times.

As far as I recall from various articles in German Aviation Magazines in the past and an interesting discussion with the Shift-leader in Shannon ATC a few years ago, Lufthansa used SNN as refueling point over the North Atlantic - pending to weather conditions, if next stop was Idlewild or Gander...Must have been an interesting period of time on flying on the most exciting "3-engine-aircraft" over the Atlantic, as engine shutdowns appeared to happen quite occasionally....

Topic: RE: Lockheed Super Constellation Atlantic Routes
Username: Spammetoo
Posted 2004-07-08 00:21:34 and read 9725 times.

When I was a boy, my father worked for ARAMCO. In 1952 my family went back to Arabia with him. My first flight was on a TWA Constellation - 749 - in July of '52. We flew TWA because they went to Dhahran and PAA didn't. The route that we flew was:

Idlewild to Gander
Gander to Shannon
Shannon to Paris
Paris to Rome
Rome to Athens
Athens to Cairo
Cairo to Dhahran

The trip took about 48 hours.

When we came back to the States the itinerary was reversed. It wasn't until the advent of the 707 & the DC-8 that we were able to go non-stop from the US to Europe.

INMHO although it took a lot longer to get to your destination flying was a lot more fun than it is today.

Topic: RE: Lockheed Super Constellation Atlantic Routes
Username: Arrow
Posted 2004-07-08 01:28:56 and read 9683 times.

"The first airliner that could do a truly non-stop flight from the western Europe to JFK was Vickers Viscount."

Are you sure about that? Seems like a long haul for a Viscount. I would have guessed a DC-7C. In fact, as a kid I flew NY to Manchester and back, non-stop both ways, on a Sabena DC-7C. Don't know if it had the legs to do Amsterdam, or Paris, etc. -- maybe someone else can comment ...

Topic: RE: Lockheed Super Constellation Atlantic Routes
Username: RNOcommctr
Posted 2004-07-08 03:04:15 and read 9638 times.

Slight shift of topic, to deal with the Pacific...

Which prop plane had the longest range across the Pacific? How far could the Stratocruisers of Northwest and others go? What was the first plane and airline to traverse the Pacific non-stop? Thanks...

Topic: RE: Lockheed Super Constellation Atlantic Routes
Username: Marcopolo747
Posted 2004-07-08 04:16:42 and read 9617 times.

Amigo Luisinho,

What about South Atlantic routes ?


TP flew L1049Gs on its codeshare route to Brazil first with Panair and later with Varig : GIG-REC-Ilha do Sal-LIS from 1960 until they were replaced by B 707387Bs

On April 26 1946, Panair do Brasil opened its first L049 (PP-PCF) service to London with stops at Recife, Dakar, Lisbon (an overnight stop), Paris and finally to London. In Paris as part of the promotions for this flight, the 049 went round the Eiffel Tower exactly like Santos-Dumont did 45 years earlier with his airship.
In December 1951, L049 PP-PDF covered the Recife to Lisbon route non-stop in 12 hours and 55 minutes ! An incredible record then ! The beautiful bird was able to carry 46 passengers plus 10 crew at 480km/h over the South Atlantic !

I'm a hopeless Connie freak !

Topic: RE: Lockheed Super Constellation Atlantic Routes
Username: DC3CV3407AC727
Posted 2004-07-08 13:07:10 and read 9549 times.

The L1649,the straight wing ultimate Connie, the Starliner,was the 1st ship able to fly the atlantic westbound,non-stop consistently, it had a slight edge on endurance over the DC-7C.

Topic: RE: Lockheed Super Constellation Atlantic Routes
Username: Isitsafenow
Posted 2004-07-08 14:10:04 and read 9507 times.

There is no way in hell a Viscount could fly a Europe to Idlewild(JFK) unless you put additional fuel tanks in the passenger compartment. The Britannia could fly the Atlantic and did for BOAC(British).

Another connie across the pond was Trans Canada(Air Canada).

The L049's and L069's stopped in Gander and Shannon.
TWA 749A's would stop in Shannon Ireland most of the time. It's on their 50's schedule as a stop. Also a stop on some other TWA flights was the Azore Islands. The 1049's and 1049G's could do New York-Europe without the fuel stops.

According TWA mechanics at MKC and MCI I talked with in the mid 60's, the 1649 was a piece of junk. Mechanics nightmare..They hated that plane. On the other hand the 749A was the best connie built. TWA people should know the connies, don't ya think?

Longest range across Pacific was the DC7C. It beat the Boeing Stratocruiser in range. The Boeing was a very late 40's plane and the last DC7C was built in 56, I believe.

Just ask us older guys....This stuff we know...we leave the scarebuses and 737NG's to you kids.

safe

Topic: RE: Lockheed Super Constellation Atlantic Routes
Username: Luisinho
Posted 2004-07-08 15:11:41 and read 9475 times.

hiiii folckssssssss  Big thumbs up

Thank you so much for your comments... i loved it!!!  Big grin

I already made my first connie voyage from amesterdam to New york via Shannon. Just great... but i arrived in New York with only 600 lbs of fuel on the main tanks.... ehehehe

Amazing the power of the wind in atlantic... an aircraft of 4182 Nm reduced to a few 2500 Nm more or less.

Then i flew from JFK to Kansas City with a TWA SuperConnie G.
My connies are so great... i have a flight dynamic especially designed by ex-engineers from Lockheed that match very close to reality, i have in my desk a lot of tables to use in flight... because it is so real that you must update your engine settings every 2000 feet, the misture... the prop step, the MAP, etc etc. And cruising with the connie is also very real, with prop changes and MAP or BMEP changings every 10 000 lbs weight changes... very good... excelent. The panel is also very real...all fotorealistic, with real gauges, real functions and with engineer panel.... all functional... with all functions there...

The textures are amazing... i'd like to put here some of my screenshots of my connies... but i don't know you to put a photo out of database here.

If someone whant's to see some of my connies... just tell me how to put the foto.

TO Airconti: - Thanks for that ideia of the 3 engines... i have heared about that on DC-4's from SHANNON to GANDER... they cut out one engine to save fuel... generally it was number 2 they cutted.

TO Spammetoo: - Thanks for shareing your journey... ill try to do that on simulator... !!  Smile

TO Marcopolo747: - OLÁ IRMÂO BRASILEIRO...
Yes... that's a fact... one of those connies died here in my city... it was the CS-TLA, tap sold it to International Aerodyne im Miami in 1969, and then the government of biafra bought it for warfare... and he was in service to late 73.

Then it was disbanded in Faro airport... and a german citizen bought it in an auction and made a restaurant with it.
In the 80's, they needed the space to make the new Faro's International Terminal, and the Connie was removed to a place near the EN125 road.

The connie was forgotten... and some kids were to play inside... the instrumental panel was theeft by burglars, the interior was vandalized.

A few years ago... perhaps 2, not more... a misterios fire came on the aircraft, and it burned completely... and 1 month later started the construction of a CASH AND CARRY... Interesting... hummmm

Here some fotos of the connie


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Photo © Brian Robbins
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Photo © Pedro Aragão



In TAP livery and late on biafra white livery


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Photo © Paul J. Hooper
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Photo © Howard Chaloner



When it was the restaurant and later when it was abandoned


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Photo © Luis Rosa
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Photo © Luis Rosa



WHen the connie was burned

Well i don't have a livery from TAP, but i have a livery from REAL, with TIP TANKS... i'll try to fly it.... to brasil...!


Yes people... when i started to fly props... i'm loving this so much... that jets are really for kids... ehehe!

When you fly a jet... you just set and forget... and during the flight is always boring... with a prop... you never stop doing things... calculations... settings... etc...

Another way of flying ehehe  Big thumbs up

Keep posting!!!  Big thumbs up

Topic: RE: Lockheed Super Constellation Atlantic Routes
Username: CV990
Posted 2004-07-08 18:24:53 and read 9418 times.


Hi!

Just an update on TAP L1049G-82's. TAP in 1952 started to look for a new airplane that could fly to Africa and also to Brazil, the contenders at that time where the DC-6B, the L1049G and the DH Comet. TAP didn't want to be pioneer at that time with the Comet ( very wise decision because latter the Comet will start to give tragic problems to BOAC... ) and the DC-6B was out performed by the L1049 so TAP opted for the Lockheed. TAP ordered 3 new L1049G-82's from Burbank - CS-TLA, CS-TLB and CS-TLC - the first two, TLA and TLB came in a formation flight from Burbank until New York with Lockheed pilots and TAP co-pilots. From New York to Lisboa the crew changed, the planes were now with TAP pilots on the left seat and Lockheed pilots on the right seat. Latter TAP received CS-TLC. All 3 Super Constellation came without tip-tanks and no weather radar. These airplanes started to fly in Africa routes, from Lisboa to Luanda and Lourenco Marques ( latter Maputo ) via Kano. Also once a while they flew to London and Paris too. In 1959 TAP leased a L1049D from Seaboard and registred CS-TLD, it flew during 1 year with full TAP livery. In 1961 TAP started to upgrade their 3 L1049G-82's with Bendix weather radar, CS-TLA was the last one to receive it. Also in 1961 TAP started to think about entering in the jet era and the first idea was to get a ong-haul jet to operate in Africa. TAP started negociations with Swissair to buy 2 of their DC-8-33's ( HB-IDA and IDB ) but the conclusions didn't work ( it was understandable at that time for Swissair to refuse TAP proposal, they've just started their jet services so it would be a step down... ) and TAP then turned to Sud Aviation ( with a little help from UAT ) and got great conditions to buy instead the Caravelle VI-R. With that TAP arrived to the jet era in a different way, starting with short/medium haul market and waited a bit for the long-haul market, with that in mind TAP got a deal for lease/purchase 2 L1049G's from Aerovias Guest, both with tip-tanks and weather radar - CS-TLE and TLF. With 5 Super Constellations and 3 Caravelles TAP withdrew the C-54's Skymasters they had and also the last of the C-47/C-53 Dakotas. In 1964 TAP ordered 2 Boeing 707-382B's from Boeing and a year latter 3 Boeing 727-082.
TAP sold 2 L1049G-82's to Hank Warton for the Biafra airlift ( CS-TLA and CS-TLC ), sold CS-TLB and CS-TLE to USA and CS-TLF for spares to another Biafra airlift operator. And that was the Super Constellation saga on TAP.
Regards

Topic: RE: Lockheed Super Constellation Atlantic Routes
Username: DC3CV3407AC727
Posted 2004-07-08 19:53:14 and read 9370 times.

yeah,i heard the same thing those turbo-compounds were pushing the piston envelope a bit too far, the 1649 flew on 3 engines as likely as 4. only 43 were built I believe,but that was mainly because the 707 was right around the corner. I'm still a bit of a young pup,but I have over 9000 hrs of round engine time,7800 DC-3,1333 CV240/340/440,and 35 B17 (airshows),I fly jets for a living now(727,God bless it!),but I will always love round engine and tailwheel ops!!!

Topic: RE: Lockheed Super Constellation Atlantic Routes
Username: Stirling
Posted 2004-07-08 20:14:02 and read 9344 times.

Any discussion of TransAtlantic air travel is not complete without an inclusion of the Canadair CL-2, or DC-4M1/2.
This unusual aircraft was a hodgepodge of parts and systems from the DC-4 and DC-6 but using RR Merlin engines, which made this a very loud aircraft in which to be a passenger. (The exhaust pipes aimed directly at the passenger cabin.)
TCA, the forerunner of Air Canada, used these aircraft on a Montreal-Shannon-London route. Delivered in 1946, the first flight was in April of 1947. The initial fleet of 6 temporary models made a remarkable 14 roundtrips per week. This was accomplished with the unpressurized M1 model.
Later, TCA was equipped with the pressurized M2 version for the Atlantic until they received the L1049G in 1954. The CL-2 was retired in 1961 with the fleet transferred to the RCAF. Only one model is known to survive today.
Interesting to note, Douglas in allowing this license built aircraft, stipulated it could only be sold within Canada and the British Isles. 70 were built.

Topic: RE: Lockheed Super Constellation Atlantic Routes
Username: Luisinho
Posted 2004-07-08 20:51:41 and read 9320 times.

humm this thread is getting interesting.... hummmm  Big grin

And what about the south atlantic routes with the Convairs 990?

Swissair operated a route from Zurich to Rio de Janeiro via Lisbon, but... from Lisbon to Rio, the CV990 as not enough range... and with some winds westbound... it's dificult.

Anybody knows where the Convair stoped leaving lisbon to reach Rio de Janeiro?

If someone on this forum also flies the Convair 990 from Historic Jetliner Group, for Flight simulator 2004, or the FFX CV990, i have altered the Flight dynamic to make more close to reality.

I have some PDF's of Documents from Convair, and acording with those specifications i altered the flight dynamic.

The file that came with the aircraft makes the aircraft overweight, and as on board to much fuel... 108000 lbs (on reality it only were near 67000 lbs) only on 2 tanks (when on reality they were 6 and two outboards).

The two outboard tanks is impossible to create on FS, and so, i added the capacity of the outboard on main aux. Also the outboard capacity is so small that is not going to change anything on dynamic performance or gravity center.

If some one wants to try this... send me an email. luismpassos@oninetspeed.pt

I tried this dynamic on flight in several ocasion... the first flight i made, i left JFK Idlewild to Phoenix Sky harbour, with American Airlines, and i arrived there after some strong winds, and flying always at Mach 0.9, i got there with 16000 lbs of fuel.... like in real life. But you can try for yourself.  Big thumbs up


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Photo © Hans Schlotterbeck
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Photo © Christian Waser - Aviapix Zurich/Worldwide

Topic: RE: Lockheed Super Constellation Atlantic Routes
Username: Arrow
Posted 2004-07-08 21:01:03 and read 9309 times.

"Interesting to note, Douglas in allowing this license built aircraft, stipulated it could only be sold within Canada and the British Isles. 70 were built."

I suspect that's because the Merlin-powered North Star was quite a bit faster than the original Dc-4, maybe longer range, too. Very successful airplane, despite the horrendous noise (sounds like a squadron of Spitifires taking off).

I think Canadair devoted a lot of time and energy dedveloping a cross-over exhaust system to get the inboard stacks to vent on the outboard side of the nacelles. That cut the cabin noise down to a dull roar.

I flew on one from NY to Toronto in late 50s.

The North Star was the first aircraft to fly non-stop across Canada, from Vancouver to Halifax, on January 15, 1949, a distance of 2785 miles.


[Edited 2004-07-08 21:04:45]

Topic: RE: Lockheed Super Constellation Atlantic Routes
Username: Luisinho
Posted 2004-07-09 00:18:16 and read 9249 times.

hiiii FOLCKS  Big thumbs up

here is one foto of the DC-4 with those Rolls Royce Merlin V12 engines!

If one spitfire has one engine... this aircraft sounds like 4 spitfires taking off at the same time... LOL  Big thumbs up ihihihi

Look at the foto and see the strange engine nacelles!!!  Big grin


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Photo © Malcolm I H McCrow



CHEERS  Big thumbs up and don't forget about the convair.... ehehe

Topic: RE: Pacific
Username: Timz
Posted 2004-07-09 01:57:41 and read 9216 times.

"How far could the Stratocruisers of Northwest and others go? What was the first plane and airline to traverse the Pacific non-stop?"

PA B377s were scheduled nonstop Haneda to Honolulu at the time of year when winds were helpful. They never scheduled it nonstop westbound. As I recall NW did schedule Tokyo-Seattle nonstop with the DC-7C-- maybe they even did it now and then with the L1049G.

Topic: RE: Lockheed Super Constellation Atlantic Routes
Username: Marcopolo747
Posted 2004-07-09 02:26:46 and read 9209 times.

Amigo Luisinho,


Some information about Real's Connnies.........

They were bought in 1957 and the first Brazilian Connies with wing tip tanks , the H series( PP-YSA, B, C and D) , with more powerful EA3 engines and 63.6 tons MTOW. They reduced flying times on the GIG-MIA route from 24 to 15,5 hours with a single stop at Belém. They were placed on the Brazil-Japan route too: CGH (then the international airport) - MAO - BOG - MEX - LAX (overnight stop) and then on to TYO with stops at HNL and Wake Island.

Have a nice trip.....

Topic: RE: Atlantic Nonstops
Username: Timz
Posted 2004-07-09 18:40:55 and read 9111 times.

Some Air France L749/L749A ORY-IDL flights appeared in their timetable with no stops shown, westbound or eastbound, as early as 1950. Westbound elapsed time around 19 hours. Probably they never actually did it nonstop, but who knows. By 1955 BOAC and Pan Am were both showing B377s nonstop LHR-IDL both ways-- again, unlikely westbound (18-19 hours). PA's DC-7Bs were also shown nonstop, rightly or not.

NW did show the eastward L1049G nonstop Tokyo-Seattle, with an ANC stop westbound. CP showed no stop between Tokyo and Vancouver on their DC-6B flights; presumably they stopped in Shemya westbound at least.

Topic: RE: Lockheed Super Constellation Atlantic Routes
Username: Luisinho
Posted 2004-07-10 05:06:59 and read 9039 times.

Hiii Big grin

And about my question about the Convair CV990 Coronado?

Anybody knows???  Big grin

Cheers  Big thumbs up

Topic: RE: CV990 Atlantic Routes
Username: Timz
Posted 2004-07-14 00:17:46 and read 8974 times.

In 1963 Swissair flew two flights each week: one ZRH-GVA-DKR-GIG and one ZRH-GVA-LIS-DKR-GIG.

Topic: RE: Lockheed Super Constellation Atlantic Routes
Username: Adriaticus
Posted 2004-07-14 04:16:39 and read 8922 times.

As of 1949, Guest Aerovías México started flights from Mexico City to London, via Miami, Bermuda, Azores, Lisboa, Madrid and Paris. The aircraft was a Lockheed L649 Constellation (later upgraded to a L1049 in the late 50's).



That probably meant over 22 hours flying time...

__Ad.

Topic: RE: Lockheed Super Constellation Atlantic Routes
Username: Milesrich
Posted 2004-07-14 07:38:07 and read 8888 times.

The DC-7B flew the Atlantic Eastbound nonstop for Pan Am IDL-ORY.
The DC-7C could fly from interior Western European Cities to IDL nonstop, and was used to fly over the Pole from the West Coast to Europe as was the L-1649. Both aircraft had a range of almost 6,000 miles. It was the crew rest that created the problem because it took so long to fly such a distance. Imagine a Jet that could stay in the air for 24 hours. The last DC-7C's were built in 1958, not 1956 as reported above.

Topic: RE: Lockheed Super Constellation Atlantic Routes
Username: Diesel1
Posted 2004-07-14 11:57:59 and read 8846 times.

Another one to add to the list...

Late 1950's Aer Lingus* operated Dublin-Shannon-New York using Connies.

Service was operated by Seaboard & Western for Aer Lingus*.

Aircraft were painted withn Irish International Airlines titles

* Not sure if 'Aer Lingus' were called this at the point the services took place.. may have been Aerlinte Eireann (sp.?) or something similar?

[Edited 2004-07-14 11:59:43]

Topic: RE: Lockheed Super Constellation Atlantic Routes
Username: Isitsafenow
Posted 2004-07-14 14:16:28 and read 8804 times.

MILESRICH..thanks for info on the DC7C...also, I forgot about TWA flying the Jetstream connies from the west coast over the pole in the late 50's.
safe

Topic: RE: Lockheed Super Constellation Atlantic Routes
Username: LY7E7
Posted 2004-07-14 15:43:59 and read 8777 times.

I am sorry for bringing the Viscount thing, which was obviously was wrong.

The A/c I meant was Bristol Britannia.

Topic: RE: Lockheed Super Constellation Atlantic Routes
Username: RayChuang
Posted 2004-07-14 17:07:08 and read 8741 times.

Wasn't the Douglas DC-7C Seven Seas and the Lockheed L-1649 Starliner the only piston-engined airliners that could fly between New York-Idlewild and London-Heathrow non-stop in both directions? I do now that El Al used the Bristol Britannia to fly between these two airports non-stop by the late 1950's.  Smile

Topic: RE: Lockheed Super Constellation Atlantic Routes
Username: Stirling
Posted 2004-07-14 19:34:49 and read 8716 times.

A little bit lesser known, but still an important part of history is the Boeing 377 Stratocruiser. When fitted with extra tanks, the Stratocruiser was able to make the journey nonstop, but only as a temporary measure until 1955 with the introduction of the DC-7B, and then in 1956, the DC-7C. It was the first airliner engineered specifically for the task of flying nonstop across the pond and succeed. But it could never match the Stratocruiser when it came to luxury. However it was the FAT STRAT that would outlive by a few years the athletic and nimble DC-7C.
The DC-7C featured a 12% larger wing, allowing more payload and/or range, 70 pax vs. 84 pax, plus it allowed the engines to be placed further away from the fuselage....making it quieter on those long Transatlantic crossings.
The DC-7C as important as it was in opening up nonstop transatlantic, was short-lived, most were gone within 10 years.
The airlines on the transatlantic competed frantically trying to one-up each other. At one point Howard Hughes was very close to ordering the Bristol Britannia. Anything to be a thorn in the side of the 'Chosen Instrument' Juan Trippe....who took his moniker very seriously.

Topic: RE: Lockheed Super Constellation Atlantic Routes
Username: LY7E7
Posted 2004-07-14 21:42:15 and read 8688 times.

El Al used the Bristol Britannia to fly between these two airports non-stop by the late 1950's.


Yep , LY was the second airline after BOAC to fly on that route. However LY made less stops. The commercial slogan used to be : "No Goose, no Gander".

Topic: RE: Constellation Atlantic Routes
Username: Timz
Posted 2004-07-15 21:32:29 and read 8619 times.

As for Guest: looks like they never had 649s, and their 749s may or may not have flown the MEX-MAD schedule. Mostly it was DC-4. Ended 1951 (?), was resumed 1958 with DC-6, in 1959 they started using three ex-Thai 1049Gs.

Topic: RE: Lockheed Super Constellation Atlantic Routes
Username: RareBear
Posted 2004-07-15 22:06:54 and read 8607 times.

Luisinho,

I have a Swissair timetable from the early 1960's. I'll look in it and see if it lists a stop-over point.

Topic: RE: Lockheed Super Constellation Atlantic Routes
Username: AV757
Posted 2004-07-16 05:05:21 and read 8566 times.

Avianca Colombia started flying as of 1951 Bogota to Europe, via Montego Bay, Bermuda, Azores, Lisbon, Madrid and Paris. The aircraft were Lockheed Constellation L749A's initially, and these were later upgraded to the L1049G's in late 1955.


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Here is the list with their registrations and construction numbers.

HK-175 L.1049G/02-82 4554
HK-176 L.1049G/02-82 4555
HK-177 L.1049G/02-82 4556
HK-184 L.1049G-82-92 4628
HK-162 L.749A-79-74 2663
HK-163 L.749A-79-74 2664
HK-650 L.749A 2544
HK-651 L.749A 2557
HK-652 L.749A 2564
HK-653 L.749A-79-52 2645

Best regards:
AV757


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