Lockheed R6V Constitution

DEDICATED TO FRANK POWERS

LOCKHEED R60/R6V CONSTITUTION

The Lockheed Constitution book is the result of Frank Powers letter writing and gathering efforts of some 15-years and my longstanding desire to include it in my Naval Fighter series. About Frank Powers: In June 1949, my father took me to an air show at Logan Airport in Boston. As we approached, one giant airplane glistened above all others and attracted me like a magnet. From inside this plane, I could see Boston Harbor. The Lockheed R60-1 Constitution made a long lasting impression on me. I became the Maine Wing Information Officer for the Civil Air Patrol and in 1990, I began writing letters to find this plane that had thrilled me in my youth. The Air Force bone yard in Arizona directed me to the Naval Aviation Museum and a long correspondence began with them and the Naval Academy which had used the plane for cadet cruises. Clippings on the 1949 air show in the Boston Globe and at the Maine state Library in Augusta provided helpful information.

Above, Lockheed family photo with two Constellations, a Lodestar, two Electras and the second Constitution. (SDAM) Below, public relations photo of the three wheel Davis car with XR60-1 in 1947. (via Lloyd Jones)

Over time, without leaving Augusta, I started to compile information on the plane and the men related to it. BuPer in Washington, DC, provided me with contact information for crewmembers. I began corresponding with those men to gain their insights and memories, including documents and photos. Eventually, with the help of the National Park Service and the USS Constitution, I organized the 1999 reunion of these men to celebrate the 50th anniversary of the Boston air show. Meeting these men from all over the country inspired me to greater search for the story of this giant aircraft.

INTRODUCTION

This research got to the point I thought it could make a book, but I am not a writer. A friend, Harvey Versteeg, had me contact Jerry Pahl at the Air Zoo who had published some of his Smokejumper, Ford Trimotor stories. Jerry suggested I contact Steve Ginter and the rest is history.

© 2009 by Steve Ginter

ISBN 0-942612-83-3 Steve Ginter, 1754 Warfield Cir., Simi Valley, California, 93063 All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form by any means electronic, mechanical, or otherwise without the written permission of the publisher.

CONTRIBUTORS Scott Bloom, CDR Byron Brown, Elaine Euscher, Lloyd Jones, William T. Larkins, John Marrs, Steve McDonald, Wayne Morris, Fred Roos, San Diego Aerospace

Museum, Guy Shaffer, Paul Sperry, Don Sperring Aircraft in Review, William Swisher, Doug Siegfried Tailhook Association, William Stubjaker, Norm Taylor, Burt Whited, and Nick Williams.

Lockheed specification 2957, dated 20 November 1942. These initial requirements called for a 5,000 mile range with a 17,500 pound payload at speeds in excess of 250 mph and altitudes above 25,000 feet. This specification evolved nearly a year later into Lockheed specification 4418 and the Navy contract was issued on 1 November 1943.

Although a military airplane, the Lockheed Constitution began life through the urgings of Pan Am Airways executives. Before the war, Pan Am was the world's largest over ocean operator using large flying boats like the Sikorsky S-42, Martin M-130 and Boeing 314. But they would need high capacity landplanes to expand their routes in the continental United States. In 1936, they became one of five sponsors of the Douglas DC-4. Later in the year they switched to backing the Boeing 307 with its pressurized cabin. Once the war started the airline's aircraft and crews were pressed into service to transport troops and equipment. In this capacity they solicited the Navy to build a true heavy lifter transport. This 1942 concept evolved into the Lockheed Model 49 Constitution. The final agreement between Pan Am and Lockheed was finalized under

They also were instrumental in starting the USAAC projects for the Boeing C-97, Douglas C-74, and later that year the Convair XC-99. Pan American engineers headed by Andre Priester worked alongside Lockheed engineers led by Willis Hawkins and project engineer W. A. "Dick" Pulver in the design of the aircraft. The Navy was represented by CDR E. L. Simpson Jr., while more than 28 basic design proposals were studied before they settled on the aircraft's 189 by 156 foot planform. The aircraft was of a conventional 4. ..

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Above, XR60-1 BuNo 85163 on a test flight over the Channel Islands, CA, prior to delivery to the Navy. (Lockheed)

engine mid-wing configuration with a figure eight style fuselage consisting of an upper and lower cabin. This pressurized, double-deck cabin was originally proposed to carry 204 military passengers in maximum density configuration and 168 military passengers in its normal configuration. In the post-war civil configuration, Pan Am proposed 51 seated passengers combined with 58 passengers in sleeper berths. Cargo doors were installed fore and, aft of the wing and were large enough to accomodate equipment such as jeeps and large engine assemblies. For maintenance during flight, the wings were deep enough for in-flight engine repairs. Hydraulic and electrical "control cen-

ters" as well as a well-equipped workshop were located in the center-section opposite the wing.

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ORIGINAL CONSTITUTION THREE-VIEW

One of the Lockheed's design criteria was to build an airplane with sufficient wing area and capacity to handle higher performance powerplants, including turboprops.

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The big Lockheed was not a priority project and it required a new sixstory hangar for production, thus it was not completed until some 15 months after the war ended. The 92 ton behemoth was powered by four 3,000 hp Pratt & Whitney Wasp Major 28-cylinder radials turning four-blade propellers and required a specialized landing gear to carry its weight. The main gear was designed with two main struts in tandem on each side with two wheels per strut. The eight main wheels were also spun prior to landing by electric motors to reduce stress on landing. The single strut steerable nose gear was fitted with two wheels.

airfoils offered the promise of major performance improvements. A concentrated theoretical study was started into adapting the laminar flow sections to a wing which required high lift and unquestionably good stall characteristics. Lockheed utilized a Constellation and a P-38 as a pattern in both spanwise lift distribution calculations and in comparisons with tuft studies in the wind tunnel. After a complete wing study, inclUding weight, drag, and volume comparisons, the wing was finalized. The resulting wing had a root section of 20% thickness and a similar tip section of 12% with an aspect ratio of 10.

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FINAL CONSTITUTION THREE-VIEW

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The original BuAer contract called for 50 aircraft at a price of $111,250,000. However, the contract was amended to two aircraft and $27,000,000 on VJ Day. Wing development revolved around the new laminar flow airfoils being introduced by NACA. These

Below, public rollout of the XR60-1 BuNo 85163 at Lockheed Burbank on 21 August 1946 with a Lockheed Electra for comparison. (Naval History Center)

Control and stability studies resulted in two revised vertical tail designs. The final version had a very high aspect ratio. This led to a design with complete dependence on boo~ controls, permitting very small chord control surfaces with sealed hinges for maximum control effectiveness. An early powerplant option had called for a steam-driven engine supercharger, which was eventually scrapped in favor of an exhaust-driven centrifuge type supercharger. It was felt that the steam driven unit would have produced higher performance, but development time and expense precluded its use. The turbosupercharger finally used was also a new concept in

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At left and above, pUblic rollout of the XR60-1 BuNo 85163 at Lockheed Burbank on 21 August 1946. (NMNAISDAM) Below left, with a Lockheed Electra for comparison. (NMNA) Above, note horizontal tail walkway markings. (SDAM) Below, the Constitution with eleven TWA Constellations in the background. (SDAM)

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that its design did not contemplate supercharging any more than maximum permissible cruise power at 25,000 feet. This reduction in normal supercharging capacity permitted the use of a smaller unit and smaller installed frontal area of the nacelle.

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Above, early powerplant design with a steam powered supercharger. At left, 1/4 scale wind tunnel engine nacelle and wing sections proved that cooling assumptions were inadequate. Below left, full-scale power egg running in wind tunnel. Below, initial nacelle design running on first XR60 prior to redesign. Bottom, full-scale hydraulic systems test rig.

The initial flight test power egg was identical for all four locations and had a frontal area of only 27 square feet. However, inadequate cooling forced a redesign of the nacelles in an attempt to double the cooling air flow. Sufficient cooling air exhaust area was never fully achieved during the subsequent redesigns. Early in the design phase, a complete powerplant installation was rushed to completion with one of the first Wasp Major engines to come off the Pratt and Whitney production line. The completed test powerplant installation included a straight section of wing in order to properly evaluate oil cooling air flow, exhaust flow patterns, and wing-nacelle air flow interference. The entire unit was designed to fit the NACA Cleveland Engine Test Tunnel for establishing altitude power and cooling performance data. The Lockheed Engine Test Laboratory Tunnel was also fitted to accommodate a second test installation which operated in concert with NACA's. Due to the size and complexity of the Constitution, Lockheed elected to utilize the same pre-flight testing of major aircraft systems that it pioneered in the development of the Constellation. A full-scale complete hydraulic system was built that tested the landing gears, flaps, brakes and control boosters.

FULL SCALE HYDRAULIC TEST RIG

hydraulic mock-up so that in addition to flight engineer's and mechanic's training, the pilots could be checked out on the functioning of the flight control equipment. The electrical system finally installed in the airplane differed materially from that originally planned. In an airplane the size of the Constitution, the length of wiring running throughout the ship would be in excess of 25 miles. This factor alone, from a weight standpoint, indicated usage of a high voltage system as a means of keeping the weight within reason. However, no such workable system existed even though the Air Force had already committed to a 208 volt, 3-phase, 400 cycle a.c. system for its large aircraft. Lockheed partnered with the General Electric Company to work on a high voltage system while designing a 110 volt backup system. The high voltage constant speed drive failed to materialize in time to be used in the Constitution and the low voltage 110 volt d.c. system was used. The first Constitution served as a static test article in which proof loads were applied to the entire airplane as a final check of the structural integrity and the airplane analysis. Later checks of the applied loads to the airplane through flight test load determining procedures was a further confirmation that the structural and aerodynamic program of the airplane adequately predicted both the applied

Above and below, gear retracting shortly after the aircraft's first take-off from Lockheed Burbank on 9 November 1946. (via Scott Bloom)

Similarly, the complete electrical system designed for the airplane was mocked-up so that it could be controlled from an accurately reproduced flight engineer's station. Both hydraulic and electrical mock-ups were so arranged as to permit the producing of failures or faults in order to determine the exact procedures and effectiveness of handling such failures while in flight. Air loads were simulated in the flight control

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loads and the ability of the airplane structure to carry them. Factory roll-out occurred on 17 August 1946 and the first flight of the Constitution was made by BuNo 85163 on 9 November 1946 by Lockheed test pilots Joe Towle and Tony LeVier. The aircraft flew from Burbank to Muroc Army Air Base where it made two take-offs and landings before returning to Burbank. During the two hour seventeen minute flight a top speed of 303 mph was recorded.

Above and below, final preparations before first flight in late October 1946 are completed at Lockheed Burbank. Note longer prop blades and nacelles used on the original engines. (NMNA)

After 44 hours of flight testing, the aircraft was proved to be underpowered with the 3,000 hp engines installed. 3,500 hp R-4360-22W engines with water injection were installed in their place but the aircraft's payload still suffered. On a 90° day, however, the maximum take-off power, was still only 2,900 hp. To increase power a ram scoop was installed which increased the take-off power to 3,095 hp. With 0.5" Hg ram, it was increased further to 3,170 hp. An exhaust system by-pass valve was installed to by-pass the turbo supercharger during take-off, which reduced the back pressure to 5" to 7" Hg above ambient, resulting in a 60 to 90 hp increase. Further refinements increased take-off power to 3,340 hp. The engine change also necessitated a change from the 19 foot 6 inch Curtiss Electric propeller to a 16 foot

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8 inch one due to propeller vibration. Initially, the Navy borrowed USAF B50 propellers until similar new ones could be procured. To make the Constitution a viable contender for the civilian market, more power would be needed. Lockheed proposed usage of the Wright 5,500 shp Typhoon turboprop engine under its designation of Model 289. Pan Am elected to go with the Boeing Model 377 (civil version of the C-97) which entered service two months after the XR60-1 first flew. The first Constitution's flight test program lasted for over a year before the second XR60-1 had flown. Most of the year was devoted toward solving engine cooling problems. To mitigate the problem, the following changes were made: Air exit area was increased 60% by modifying supporting structure for the cowl and

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eliminating exhaust collector and exhaust stack shrouds. The cowl entrance area was increased considerably by cutting away the lower duct lip. This step was taken as a result of a pressure survey made at the entrance of the lower duct, which indicated that the recovery in this localized area was approximately 0.95 q. A special chute was provided to exhaust air from behind the two hottest cylinders, 4A and 5A, with an appropriate clamshell at the chute exit. The clamshell was fastened to the lower cowling and increased the exit area by 150 square inches.

Above, the first Constitution in October 1946 with a Taylorcraft light plane for size comparison. (Ginter collection) Below, 163 in flight over the Mojave Desert in November 1946. (Lockheed)

During the flight test program, 85163 was fitted with 1,100 pounds of water in 54 tanks on its upper deck that it could pump fore and aft to explore the center-of-gravity envelope. An interesting and often used design feature of the Constitution was the six JATO units that were installed three each into the upper wings near the wing root. The JATO units were fired just before the landing gear retraction cycle was started. It took 14 seconds to retract the gear and 15 seconds to exhaust the JATO units. Lockheed's flight test development program operated the first aircraft for 386 hours and the second for 232 hours. 85163 left Lockheed for Moffett Field on 23 September 1947 where the Navy conducted its own flight test

Above left, 85163 runs-up at Burbank with original engines and cowl flaps open for cooling. (USN) Left, 54 water balast tanks were used to test the center-of-gravity in flight by pumping water forward or aft. (NMNA) Below, JATO takeoff tests conducted at Muroc Dry Lake. (Lockheed)

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program on the aircraft for more than a year. In November 1947, at an altitude of 25,000 feet, one of the pilot's overhead windows failed resulted in sudden decompression. To prevent a repeat performance, these windows were skinned-over. In February 1948, the final highspeed and low-angle dive tests were completed. The second XR60-1 was rolledout on 30 April 1948 and first flew on 9 June 1948. Unlike its sistership, which was fitted for tests and cargo, it was fitted for VIP transport. It had 92seats installed on the upper deck for passengers. The lower deck was left open and stressed for up to 40,000 pounds of cargo. The lower deck had a volume of 7,375 cubic feet. Access to either deck was by one of two spiral staircases. One was located on the forward bulkhead and another in the center of the cabin.

At right, structural tests being conducted on the tail of the second Constitution, BuNo 85164, at Lockheed Burbank. (Lockheed) Below, the second XR60-1 first flew on 9 June 1948 with the uprated engines and nacelles. (USN)

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NAVY

Above, 85163 makes its first take-off at Burbank on 9 November 1946. The first flight lasted 2 hours and 17 minutes and was from Lockheed Burbank to Muroc AAB. The pilot was Joe Towle, copilot was Tony LeVier, flight engineer was Rudy Thoren, and the assistant flight engineers were Jack Frick and Dick Stanton. (Lockheed) At left and below, re-engined ship number one on public display at Burbank. (Lockheed via Scott Bloom/NMNA) At top right, rollout of ship number two, BuNo 85164, on 30 April 1948 at Lockheed Burbank. (SDAM) At right, ship number two on display at Lockheed Burbank on 30 April 1948. (NMNA) Below right, 85163 landing at NAS Moffett Field in 1948. Note the immense size of the Constitution's flaps. (Bill Larkins via SDAM)

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On 25 July 1948, BuNo 85163 left Moffett for a 10 hour 20 minute flight to Patuxent River, MD. In addition to a crew of 12, some 30 flight engineers were aboard to conduct various in-flight tests enroute. It then participated in the opening ceremonies of New York's Idlewild Airport on Long Island. Other Lockheed aircraft that appeared were 16 F-80Cs and a P2V which conducted a JATO take-off demonstration. On 29 July, it was at Washington National Airport where it was christened by Mrs. John L. Sullivan, wife of the Secretary of the Navy. CDR Collins was presented a ship model of the USS Constitution by movie actor Robert Montgomery for display in a glass case at the head of the stairs between the two decks.

Above, the USS Constitution model displayed in its case at the head of the stairs on the first XR60-1 BuNo 85163. (via Frank Powers) Below, CDR Collins was presented the USS Constitution model by actor CDR Robert Montgomery (They Were Expendable) on 29 July 1948. (USN)

The Test at (NATC) October

first aircraft entered Flight the Naval Air Test Center Paxtuxent River, MD, in 1948. The second particpat-

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ed in Navy Day at NAS Moffett Field on 27 October before entering Service Test at NATC in November 1948. The effectiveness of the fire extinguishing system and engine emergency procedures were completely tested during an early December fire and engine failure. Both aircraft returned to Lockheed in late December where Navy crew training was conducted on 85164. 85163 had the improved electrical power system installed, the upper cabin's extensive test instrumentation removed and the aircraft passenger/cargo configuration installed.

The second aircraft, redesignated R60-1, reported to Commander Fleet Logistic Support Wing, Moffett Field, on 24 January 1949 in preparation for commissioning. BuNo 85164 was commissioned at NAS Alameda, CA, on 2 February 1949. The aircraft was transferred to the Navy's representative RADM L. D. McCormick (Commandant 12th Naval District) by Carl Squire (Lockheed Corp. Vice President) and then to CDR William N. Collins (CO of the R60 unit) and to VR-44 the training squadron at NAS Moffett Field, CA. Also in attendance was Fleet ADM Chester W. Nimitz

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Above, BuNo 85163 at NAS Patuxent River, MD, on 15 December 1948 while assigned to the Flight Test Division of NATC. Note the Vought F6U Pirate in the background. (USN) Below, 85164 over NAS Patuxent River while assigned to Service Test. (USN)

and VADM George D. Murray (Commander Western Sea Frontier) and RADM John H. Cassady (Assistant Chief of Naval Operations). California Governor Earl D. Warren

by CDR Collins. Following a JATO take-off he made a high-speed pass at 290 mph and then a slow pass at 110 mph. This was followed by a 15 minute flight during which 12 F8F Bearcats from VF-191, VF-192 and VF-193 off the USS Boxer flew escort. Once the public demonstration was concluded the aircraft landed at Moffett Field. On 3 February, 72 magazine and newspaper writers and 18 crewmembers boarded and the aircraft departed for Washington D.C. The transcontinental flight took 9 hours and 35 minutes at an average speed of 268 mph. Flight altitude of 25,000 feet was used for most of the flight and the cabin was pressurized for 10,000 feet.

Above, the Constitution Unit's first CO was CDR William Collins. (via Frank Powers) Below, BuNo 85164 near NAS Patuxent River, MD, during service testing on 30 November 1948. (USN)

was also there to address the group of some 5,000. The commissioning was followed by a demonstration flight conducted

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The crew for the inaugural flight included: CDR Collins (pilot), LCDR Louis R. Burnett (pilot), LT H. George Webster (pilot), LCDR Don S. Chary (navigator), ADC Henry Gettle (flight engineer), AD2 Sam Rumph (asst. flight engineer), AM2 G. T. Roselius

Above, Bearcats from VF-191, VF-192 and VF-193 escort ship number two over Moffett on 2 February 1949. (USN) Below, 2 February 1949 commissioning fly-by of BuNo 85164 over NAS Moffett Field. (NMNA)

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(hydraulic engineer), AE1 Paul H. Sperry (electrician), ADC J. F. Waples (engine mechanic), ALC R. S. Johnston (radioman), and LT Elizabeth M. Schwartz (flight nurse). Orderlies included: ADC Elizabeth Gabriel, AK1 Kay Langdon, and AT1 Margaret Cook. For the return trip, the aircraft was once again filled with newsmen (81). However, due to bad weather the trip took some 18 hours. Another transcontinental flight was made to Washington National

Above, BuNo 85164 opened for public viewing at Moffett in 1949. Note airline style boarding stairway was inserted in the nose gear well for access to the lower deck. (NMNA) Below, 85164 being viewed by commissioning attendees on 2 February 1949. (USN)

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At right, both Constitutions in flight over San Francisco in 1949. The aircraft were initially assigned to VR-44 and carried the squadron's "RM" tail code and "Your Navy Air and Sea" painted in large lettering on the fuselage side. (NMNA) Below, commisioning ceremonies for BuNo 85164 at Moffett on 2 February 1949. (NMNA)

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NAVY

Above, head-on view of BuNo 85163 as it runs-up at Lockheed Burbank. (USN) Below, BuNo 85164 over the Golden Gate bridge in 1949 while assigned to VR-44. (USN)

Airport on 3 April 1949. Carrying 116 passengers, it took 15 hours and 37 minutes to make the trip. The aircraft was flown by LCDRs P. C. Curtiss and D. S. Chay. 85164 was used in May to stimulate interest in Navy aviation programs. It conducted a nationwide tour aimed at signing-up aviation cadets. The tour started on 2 May 1949 and concluded on June 20th after visiting 19 airports. The last stop was Boston's Logan Airport for Bunker Hill Day and National Maritime Day

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where the Constitution welcomed aboard its 500,000th visitor. 45 newsmen and radio announcers were aboard for the 60 minute flight from NAS Floyd Bennett Field. CDR Collins, the R60's pilot, had shot down five Japanese aircraft while assigned to the USS Bunker Hill and received the Navy Cross. He therefore participated in the Bunker Hill Day ceremonies by placing a wreath on the Bunker Hill monument. In July and August 1949, the Constitution (BuNo 85163) was used

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Above, BuNo 85164 at Washington National Airport in 1949. (USN) Below, 85164 at Logan Airport in 1949 where CDR Collins participated in the Bunker Hill Day and National Maritime Day. (via Frank Powers)

as part of the transport program to ferry Naval Academy midshipmen throughout the United States during their summer "Air Cruise". This was the first time in Naval Academy histo-

MIDSHIPMEN AIR CRUISE #3 LEFT WING

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ry that the second class of Midshipmen had participated in the annual Air Cruises. The Midshipmen flew in groups of 95 with two officers assigned to each group. The R60 shared duty with the Martin JRM Mars during the 2nd, 3rd and 4th Air Cruises. This was done so that the Midshipmen could experience both landplane and seaplane operations. The 2nd cruise was from 11 through 30 July 1949, the 3rd was from 24 August through 7 September 1949

and the fourth was from 8 through 21 September 1949. The Constitution was not utilized during the 1950 Naval Academy Air Cruise, only R5Ds and the JRM was used. For the 1951 Air Cruise, the R60 and R5Ds were used. The Midshipmen were divided into two groups: the "A" group embarked on the Constitution with 100 Midshipmen and the "B" group with 150 Midshipmen embarked on three R5Ds. The

Above and below, BuNo 85164 conducts a JATO take-off from Lambert Field, St Louis, MO. (NMNA)

R60 visited NAS Patuxent River, MD, and NAS Jacksonville, FL, on July 14th; Eglin AFB, FL, on the 17th; NAS Memphis, TN, on the 18th; and NAS Norfolk, VA, on July 21st. After the 1949 Air Cruises, 85163

Above, BuNo 85163 over Miami on 8 September 1949. (USN) At right, 85163 loading the US Naval Academy football team at Patuxent River for its flight to Los Angeles to play USC on 24 September 1949 at the LA Memorial Coliseum. (via Frank Powers) Bottom, BuNo 85164 at Kodiak, AK, on 15 September 1949. (USN)

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was used to ferry the Naval Academy's football team to Los

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Above, BuNo 85163 taxis at San Diego on 3 December 1949 with the Shah of Iran in the observer seat prior to its JATO take-off seen below. (USN) At left, Shah Pahlavi of Iran, far left salutes Navy Admiral prior to his demonstration flight in the R60-1 Constitution on 3 December 1949. (via Frank Powers)

85163 was at San Diego where the aircraft was boarded by the Shah of Iran for a demonstration flight. The Shah, Pahlavi rode in the observer seat throughout the JATO take-off and flight. 85163 was bailed to NACA in December 1949 to measure in-flight tail loads on a large aircraft. The tests were done jointly by NACA and VR-44 personnel prior to the aircraft's assignment to VR-5.

involved, the R60 had to be loaded on the NAS operations ramp because the loading apron was not strong enough to handle the loads. The crew returned to Moffett on the 13th with 53 passengers and over 19,000 pounds of cargo.

On 12 February 1950, R60 (BuNo 85164), piloted by LCDR Chay, arrived at NAS Sand Point with 59 personnel for the recently commissioned USS Keller (DE-419). For the return from Seattle to Moffett the Constitution would be carrying a payload some two-and-one-half times greater than that of the Navy's next largest land-based transport, the R5D. Because of the weights

Since its establishment on 24 June 1943, VR-5 was the Navy's dominant transport squadron in the Pacific and to Alaska and the Aleutian Islands. On 31 May 1950, the squadron moved from NAS Seattle to NAS Moffett Field, where it received the two Constitutions from VR-44.

On 20 May 1950, BuNo 85164 took part in Armed Forces Day at the NAS Moffett Field open house.

On 1 August 1950, the Constitution took-off on its first overseas flight when it departed Moffett at 0030

Angeles to play against USC. The game took place in the Los Angeles Memorial Coliseum on 24 September 1949. Also in September, BuNo 85164 flew to Kodiak, Alaska, to transport VP-61 personnel to CONUS. On 3 December 1949, BuNo

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hours. It arrived at NAS Barbers Point, T.H., at 0800 local time. The aircraft was piloted by LCDR Burnett with LCDR Oliver and LCDR Larson as relief. In 1950, the Constitution became

Below, VR-44 R60-1 BuNo 85164 being escorted by four P-51Ds in 1949. (SDAM)

VR-S R60/R6V CONSTITUTION OPERATIONS SUMMARY JANUARY THROUGH AUGUST 1951 Passenger Miles Flown Cargo Ton Miles Mail Ton Miles Plane Miles Flown Weight Load Tons Passengers Loaded Cargo Loaded Tons Ton Miles Available Ton Miles Flown Load Factor ('Yo) Transport Hours Flown Utilization Availability

Above, crew poses in front of passengers (in blues) prior to a transport flight. (NMNA) Below, passengers start loading through the nose gear wheel well. (NMNA)

the first aircraft to show an in-flight movie. It commenced over New York

at 10,000 feet and was the world's premiere of the film "Slattery's Hurricane". Another publicity highlight was the one-hour broadcast of the Arthur Godfrey radio show broadcast live from the Constitution. On 2 January 1951, BuNo 85163 with VADM Murray aboard, took-off for NAS Patuxent River, MD, stopping to refuel at Tinker AFB, OK.

28

On 7 January, BuNo 85164 was utilized to transfer squadron personnel from VC-3, VC-11, VC-35, VF783, VF-871, VF-874, and VA-923 to new assignments. The transcontinental run included stops at San Diego, Tuscon, Dallas, Pensacola, and Patuxent River. There were 160 seats available for squadron personnel during this trip.

January

February

March

April

May

June

JUly

August

486,759 68,995 1,520 13,806 107.0 512 52.5 266,883 146,721 70.9 78.2 1.6 46.8

728,439 72,618 1,072 12,222 128.3 727 44.1 205,161 162,412 79.2 70.0 2.0 47.9

217,494 6,139 773 2,244 82.5 579 16.6 37,453 30,868 82.4 14.0 1.3 41.9

603,528 8,543 1.033 5,492 253.7 1,974 27.6 95,568 87,923 92.0 37.0 2.6 73.3

430,716 24,216 899 8,505 110.5 941 13.8 142,696 67,816 47.5 50.0 2.0 32.2

552,527 68,171 423 6,526 182.1 1,226 49.4 98,858 691,670 88.6 82.7 7.0 53.3

905,080 7,369 0 9,887 60.9 528 5.8 119,801 99,912 83.4

680,984 13,035 0 12,354 48.5 395 7.9 134,702 81,399 60.4

N/A N/A N/A

N/A N/A N/A

On 17 January, BuNo 85163, piloted by LCDR Oliver, left Moffett for NAS Dallas, TX, and NAS Pensacola, FL. The aircraft only made it as far as Biggs AFB, TX, as it lost an engine near EI Paso. A replacement engine was immediately dispatched in a NACA C-82 Packet as the 8,000 pound unit was too bulky to fit in a squadron R5D. 85164 with 1504 flight hours was stripped of all unnecessary gear and flown to Lockheed Burbank on 18 February for heavy maintenance. The folloWing day, 85163 with 136 passengers and 10,000 pounds of cargo took off for Washington D.C. Piloted

by LCDR Oliver, the R6V refueled at Tinker AFB and transferred personnel and cargo at NAS Memphis, TN, before landing at NAS Anacostia. LCDR Chay and crew, which included two flight nurses, departed Moffett for NAS Los Alamitos, CA, on 4 May where members of the Naval Air Reserve Program and several VIPs were boarded for NAS Oakland, CA. The VIPs and the Los Alamitos Naval Air Reserve Squadrons returned to "Los AI" on 5 May at the conclusion of their weekend drill. For Armed Forces Day, 19 May 1951, VR-5 had an R6V engine and nacelle mounted on a "low-boy" truck

29

trailer which was taken to Redwood City for display. The Moffett Field air show featured the Constitution, which was open for tours and was used to conclude the show when it departed the field. In June 1951, LCDR Chay supported a VR-5 R5D in transferring VP931 personnel from Alameda to NAS Whidby Island, WA. On the return flight, the R6V carried 136 passen-

Below, VR-5 R6V conducts a JATO take-off demonstration during Armed Forces Day at NAS Moffett Field. (USN)

gers and baggage from Seattle to Moffett Field. Also in June, CDR L. R. Burnett, who had previously been officer-in-charge of the R6V Division, received orders to the Naval War College. On 8 July 1951, LCDR Chay and crew departed Moffett in 85163 for

NAS Norfolk, VA, to pick up the first group of Midshipmen for the annual cruise. With 99 Midshipmen and 2 accompanying officers, the R6V left Norfolk on 13 July. They made stops at NAS Jacksonville, FL; Eglin AFB, FL; NAS Memphis, TN; and then returned to Norfolk for the next group. There were four groups in total, and the successive groups visited NAS Quonset Point, RI; MCAS Cherry Point, NC; NAS Pensacola, FL; NAS Patuxent River, MD; NAS Key West, FL; NAS Dallas, TX; and McDill AFB. While at Dallas, the R6V was put on exhibit during the National Model Airplane Meet. LCDR Green and crew relieved LCDR Chay mid-way through the cruise which was completed on 11 August 1951. On 15 August, 85163 piloted by LCDR Oliver and LCDR Jorda flew 3 guided missiles acquired from NAS Point Mugu, CA, to NAS Gross lie, MI, for display at the National Air Races. Once there, thousands of spectators were allowed to tour the

Constitution. After return to California, the aircraft reported to BAR Lockheed for heavy maintenance on 27 August 1951. 85163 returned to Moffett from Burbank in November where the squadron renovated the aircraft's interior prior to commencing flight operations in December 1951 . Due to the expected transfer of several R6V plane commanders, six R5D pilots were selected for training as replacements and commenced training during October and November 1951. On 2 April 1952, an R6V flew from Moffett to Barbers Point in 11.9

Above left, R6V pilot CDR Byron Brown in 1952. (CDR Brown via Frank Powers) Below, R6V Constitution and JRM Mars in flight over NAS Moffett Field on 2 July 1951. VR-5 used the "RS" tail code while flying the Constitution. (USN)

hours and returned to Moffett on 4 April in 11.4 hours. Two more transpacific flights were made in June, leaving on the 14th (BuNo 85163) and 25th (BuNo 85164) and returning on the 15th and 27th respectively. Both flights were flown by LCDR Byron E. Brown and LCDR Ray Schmoranc. The Constitution was featured on Armed Forces Day 1952 when on 17 May it conducted two JATO take-off and flight demonstrations. The demonstrations took place at 1020 hours and 1515 hours respectively. In July, a trip to Alaska was conducted commencing on 7 July 1952 when 85163 left Moffett with LCDR Brown in command for a 4.2 hour flight to Whidby Island. The Constitution left Whidby Island on 8 July and landed at Kodiak, AK, 7.6 hours later. The following day the R6V returned to Whidby in 6.5 hours and flew on to Moffett in 3.8 hours on 10 July. On 25 October 1952, LCDR Brown flew 85163 from NAS San Diego to Denver for display at the airshow. On the way in he made a lowlevel pass over the football game at Boulder, CO. During the airshow the aircraft was open for display and conducted the final airshow act with a spectacular JATO take-off. After takeoff LCDR Brown leveled off close to the runway and then made a tight

30

0

270 to the right when he reached the end of the runway. This was followed by a low fast pass in front of the grandstands. A near disaster struck the R6V program on 19 December 1952 when the number three engine caught fire in flight from San Diego to Moffett Field. However, the fire was quickly extinguished and the pilot, LT J. R. Rader, and his 130 passengers and crew of 18 made an uneventful landing at Moffett. The R6Vs were transferred from VR-5 at NAS Moffett Field across the

31

Above, French naval officers and midshipmen from the cruiser Jeanne 0'Arc at Lindbergh Field for a tour of Consolidated Aircraft, San Diego, and Naval installations in the area. They arrived in the Constitution on 15 January 1952. (USN) Below, R6V-1 BuNo 85164 in retirement on 28 February 1958 at Litchfield Park. (Brian Baker via Fred Roos)

bay to the storage facilities at NAS Alameda effective 1 January 1953. The two Constitutions had flown 3,760 flight hours during their career.

INTERIOR ARRANGEMENT

AIRCRAFT DETAILS INTERIOR ARRANGEMENT: The most noteworthy feature of the Constitution's fuselage was its double bubble cross section. This structure offered a large space utility advantage over the conventional single circle configuration. The double bubble usable fuselage space was 84% compared to only 51 % for the single bubble.

Above, wind tunnel model. (via Frank Powers)

CREW: The Constitution had a normal crew of twelve not counting flight nurses. The aircraft was unique in that it was commanded by a captain much like a ship. The twelve crewmen were a captain, pilot, co-pilot, flight engineer, assistant flight engineer, radio operator, navigator, two flight orderlies, and three relief crew.

Electric BH3 exhaust driven turbo-superchargers. The 28cylinders on each engine were helically arranged around the crankcase in four rows and seven banks. Ignition was furnished by seven magnetos. The propeller reduction gear ratio was .375 to 1. The engines drove 16 ft 8 in diameter, four-blade Curtiss Electric propellers. The propellers on the inboard engines were reversible.

PERFORMANCE (at 184,000 pounds): 303 mph Max speed at 20,000 feet 269 mph Cruising speed 1.010 ft per min Initial rate-of-c1imb 80 mph Stalling speed at sea level 6,300 miles @ 238 mph Max range, max fuel 27,600 ft Service ceiling 20,700 ft Service ceiling 3-engines 2,350 ft Take off run at sea level 2,300 ft Landing run over 50 ft obstacle WEIGHTS: Empty Max take off Max landing Useful load Wing loading AREAS and DIMENSIONS: Wing span Overall length Height over cabin Height Lower deck max baggage/cargo capacity with 92-passengers on upper deck Wing area Vertical Tail Area Horizontal Tail Area

FLIGHT DECK: The flight station was located directly above the wheel well and well forward of the lower deck's pressurized area. The flight deck consisted of the pilot's and copilot's, stations with the radio/navigator's station located aft of the pilot's position and the flight engineer's station aft of the copilot's position.

POWER RATINGS: Take-off with water Take-off without water Normal rated Max in auto lean FUEL LOAD:

114,575 Ibs 184,OOOIbs 173,0001bs 69,4251bs 51 Ibs per sq ft

NOTE: 80 INCH MAX. HEIGHT FOR CARGO LOADING a PASS COM PT.

, USEFUL VOLUME ABOVE FLDOR-84S WITH eouCEILING 94' TO ACTUAL CEILING

FLIGHT DECK ARRANGEMENT DIAGRAM FLJGHT ENGlNEER

--- --

ASSIST ANT FL IGHT ENGINJ:ER CREW REST QUARTEIiS

3500 3250 2650 1900

bhp, bhp, bhp, bhp,

2700 2700 2550 2250

rpm, rpm, rpm, rpm,

60.0in 60.0in 50.5in 41.4in

MAP MAP MAP MAP

10,000 gallons

PASSENGER COMFORT FEATURES: 1.) Pressurized cabin to maintain 10,000 ft up to 25,000 ft ceiling. 2.) Thermostatic controlled air conditioning. 3.) Airline style accomodations. 4.) Glare free lighting (max of 20 foot-candles). 5.) Retiring rooms and coat rooms. 6.) Galley capable of 300 meals per flight.

189 ft 1.25 in 156 ft 1 in 24 ft 8 in 50 ft 4.5 in 73,375 cu ft 3,610 sq ft 381.36 sq ft 908.4 sq ft

ENGINES: Four Pratt & Whitney R-4360-22W, 28-cylinder, aircooled, radial Wasp Major engines with second stage General

32

, USE FUL VOLUME ABOVE FLOOR-SI.SI WITH eo" HEIGHT . 87.5 TO ACTUAL CEILING

SAFETY FEATURES: 1.) Hydraulic power boost system; one primary, 2 standby. 2.) Lockheed Fowler flaps. 3.) Tricycle gear with steerable nose wheels. 4.) Eight main landing gear wheels with brakes on each. 5.) Complete thermal anti-icing system. 6.) Electric windshield anti-icers. 7.) Automatic fire detection and location system. 8.) Master fire extinguisher system operated by the flight engineer. 9.) Engine nacelles accessible during flight.

1

RADIO OPERATOR

NAVIGATOR

33

FLIGHT COMMANDER'S STATION

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NOSE CAP NOSE COMPARTMENT WINDSHIELD ASSEMBLY PILOT'S STATION FLIGHT ENGINEER'S STATtON ASTRODOME ASTRODOME STAND AND LOCKERS RELIEF CREW COMPARTMENT GALLEY MEN'S LAVATORY LARGE EMERGENCY EXIT SM,l.\ll EMERGENCY EXIT FASSENGER CABIN LADIES' LOUNGE LADIES' TOilET COMPARTMENT TAIL CONE AFT CARGO COMPARTMENT PARTITION

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AFT CARGO COMPARTMENT AFT STAIRWAY AFT CARGO DOOR AFT FUSELAGE CRAWLWAY HATCH WING REAR BEAM WING FRONT BEAM WING ACaSS PRESSURE DOORS AUXILIARY CARGO AND BAGGAGE DOORS FORWARD STAIRWAY fORWARD CARGO DOOR FLIGHT STATION TO FORWARD CARGO COMPARTMENT HATCH FORWARD FUSELAGE CRAWLWAY HATCH FORWARD PRESSURE BULKHEAD AND PASSENGER DOOR AFT PRESSUkE BULKHEAD FUSELAGE WINDOWS AFT CABIN ATTENDANT STATION lARGE EMERGENCY EXIT

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AFT COAT ClOSET FORWARD CABIN ATTENDANT STAnON FORWARD COAT ClOSET UTILITY LOCKER CREW LAVATORY CAPTAIN'S QUARTERS CREW EMERGENCY EXIT NAVIGATOR'S STATION FUGHT ENGINEER'S REARWARD SCANNING WINDOW RADIO OPERATOR'S STATION UPPER FRONT PRESSURE BULKHEAD FORWARD FUSELAGE CAAWLWAY RECESSED CARGO WEll AFT FUSELAGE CRAWlWAY AFT PASSENGER DOOR TAIL WAlKWAY TAlL CONE PRESSURE DOOR

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Saved from the scrappers, the Constitution's name and logo. (via Frank Powers)

NOSE AND WHEEL WELL: The unpressurized fuselage nose was reserved for the nose gear, radar equipment (85164), Loran equipment (85164), flares, nose landing brake and steering hydraulic panel, and interphone jack box. The nose gear well was utilized as an entrance area, permitting direct entrance to the lower deck on the centerline of the airplane. The nose compartment was accessible in flight and could be entered through the nose entrance door in the forward bulkhead of the forward baggage compartment.

COCKPIT DETAILS

Above, radar scanner viewed from behind in BuNo 85164. (USN) Right, lower deck access was through the nose gear well. (Lockheed) Below, radar gyro in the nose of 85164. (USN)

RADAR INSTALLATION

25.) 26.) 28.) 39.) 40.) 41.) 42.) 43.) 44.) 45.) 46.) 48.) 49.)

Radar only installed on BuNo 85164. 1.) 2.) 3.) 4.) 5.) 6.) 7.)

JUNCTION BOX FAN NOSE RADAR GYRO JUNCTION BOX SCANNER FAN SCANNER AN/APX-2 36

Airspeed Indicator Altimeter Free Air Temperature Indicator Rate of Climb Indicator Accelerometer Clock Gyro Horizon (Auto-Pilot) Compass Indicator (Auto-Pilot) Turn and Bank Indicator (Auto-Pilot) ADF Dual Azimuth Indicator Radio Altimeter Indicator Directional Gyro (Standby) Manifold Pressure Indicator

50.) 51.) 52.) 54.) 55.) 56.) 57.) 58.) 59.) 104.) 105.) 106.) 107.) 37

Manifold Pressure Indicator Landing Gear & Wing Flap Position Indicator Trim Tab Position Indicator Tachometer Indicator Tachometer Indicator Marker Beacon Light Compass Trim Tab Position Indicator Radion Altimeter Limit Switch Interphone Lights On-Ground Indicator Light Pre-Rotation Controls Gust Lock Warning Light

COCKPIT DETAILS CO-PILOT'S POSITION

COCKPIT DETAILS PILOT'S CENTER PANEL 1.) 2.) 3.) 4.) 5.) 6.) 7.) 8.) 9.) 10.) 11.) 12.) 13.) 14.) 15.) 16.)

At right, co-pilot LT George Webster wears a parachute while controling the XR60-1. The two switches above his right arm were for the nose landing light and the windshield defroster. (via Frank Powers) Below, co-pilot's brake panel was located on the left fuselage side opposite the wheel and can be seen in the photo at right between the co-pilt's arms. The gauge (#62) was the brake accumulator pressure indicator.

CO-PILOT'S BRAKE PANEL I CO-Pilon SlAKI PANIL

I

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1~0l4TION " ........1

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1.) 2.) 3.) 4.) 5.) 6.) 7.) 8.) 9.) 10.) 11.)

Landing Gear Control Switch Landing Gear Warning Horn Release Pre-rotation Control Switch Tachometer Engine 1 & 2 Compass Tachometer Engine 3 & 4 Marker Beacon Indicator Light Radio Compass Indicator Airspeed Indicator Interphone Indicator Light Gyro Horizon Indicator

12.) 13.) 14.) 15.) 16.) 17.) 18.) 19.) 20.) 21.)

17.) 18.) 19.) 20.) 21.) 22.)

Rate of Climb Indicator Turn and Bank Indicator Compass Remote Indicator Altimeter Radio Altimeter Indicator Altimeter Limit Scale Radio Altimeter Limits Windshield Wiper Control Valve Elevator Tab Position Indicator Aileron Tab Position Indicator

Clutch Switch Auto Pilot Emergency Disconnect Prop RPM Control Aileron and Elevator Tab Control Prop Emergency Control Rudder Tab Control Control Booster Shutoff Control Booster Warning Lights Prop Reverse Pitch Indicator Lights Throttles Red Radio Compass Control Panel Wing Flaps Control Green Radio Compass Control Panel Loop Antenna Switch Turbo Controls Aileron and Elevator Neutral Out of Neutral Indicator Lights Aileron and Elevator Tab Neutralizing Button Tab Master Switch Indicator Light Control Tab Switch Radio Control Auto Pilot Master Switch Auto Pilot Controller

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38

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PILOT'S FUSELAGE SIDE PANEL

39

'-S'-

CONTROL STAND

PILOT'S OVERHEAD PANEL 1.) 2.) 3.) 4.) 5.) 6.) 7.) 8.) 9.) 10.)

BuNo 85163 FLIGHT DECK Spacious flight deck viewed from aft of the flight engineer's station. The flight engineer is seated at right. He was responsible for handling all the engine controls in flight except during take-off and landings. The assistant flight engineer (not in photo) would be to the right of the flight engineer. He was responsible for all electrical controls, pressurization system, heating system, and cooling systems. At left, the seat aft of the pilot was occupied by the flight observer and, the aft of that was the radio operators position. The flight deck differed a great deal between BuNo 85163 and 85164 in the flight engineer's and radio operator's areas. (USN)

Microphone Cockpit Speaker Volume Control Magneto Master Switch Electrical Master Switch Lock Electrical Master Switch VHF Transceiver Control AN/ART-13 Liaison Transmitter Control Pilot's Overhead Red-White Light Switch Dimming Control, Pedestal Light Dimming Control, Center Instrument Panel Lights

PILOT'S INSTRUMENT PANEL DURING DIVE TEST PROGRAM 1.) 2.) 3.) 4.) 5.) 6.)

7.) 8.) 9.) 10.) 11.) 12.) 13.) 14.) 15.) 16.)

Accelerometer (Rate of Climb installed for Dive Tests) Airspeed Indicator Accelerometer (Rate of Climb installed for Dive Tests) Dive Airspeed (Test Equipment) Remote Accelerometer (Test Equipment) Stress Warning Lights (Test Equipment) Gyro Horizon Indicator Radio Compass Indicator Clock Manifold Pressure Indicator Engines 1 & 2 Manifold Pressure Indicator Engines 3 & 4 Flap and Gear Position Indicator Free Air Temperature Indicator Rudder Tab Position Directional Gyro Door Warning Light

17.) 18.) 19.) 20.) 21.) 22.)

40

Parking Brake Radio Altimeter Indicator Aileron Position Indicator Turn and Bank Indicator Compass Remote Indicator Altimeter

41

FLIGHT ENGINEER'S STATION BuNo 85163

\

63.) 64.) 65.) 66.) 67.) 68.) 69.) 70.) 71.) 72.) 73.) 74.) 75.) 76.) 77.) 78.) 79.) 80.) 81.) 82.) 100). 102). 103.)

Fuel Dump Valves Fire Extinguisher Control Panel Engine Emergency Panel Propeller Feathering Switch Hydraulic Shut-Off Switch Fuel and Oil Shut-off Switch Cowl Flap Emergency Switch Fire Extinguisher Selector Switch Hyd. Pump Bypass Valve Switches Engineer's Power Panel Air Conditioning Control Switch Anti-Icing Control Switch Carbon Monoxide Warning Panel Cabin Pressure Control Interphone Panel Magneto Switch Cowl Flap Control Switches Cylinder Temp Selector Switch Water-Alcohol Injection Panel Oil Cooler Flaps Control Switch Fire Zone Warning Lights Propeller De-Icing Controls Fuel Flow Counters

1.) Hydraulic Pump By-Pass 2.) Engine Vision Mirror 3.) Starting Inverter Light 4.) Starting Inverter 5.) 24 Volt DC Bus Indicator Light 6.) 24 Volt System Volts 7.) 24 Volt Battery Cart Ind. Light 8.) 24 Volt Battery Cart Switch 9.) Ground Battery Charge Switch 10.) 120V 400 Cycle Bus Ind. Light 11.) 120V 400 Cycle AC Bus Amperage 12.) 120V 400 Cycle AC Cart Ind. Light 13.) 120V 400 Cycle AC Cart Frequency 14.) 120V 400 Cycle AC Cart Voltage 15.) 120V 400 Cycle AC Test Sel. Switch 16.) Anti-Icing Control 17.) Cabin CO Warning Light 18.) CO Test and Reset Switch 19.) Mass Flow Valve Cut-Off 20.) Turbo Air CO Warning Lights 21.) Air Conditioning Control 22.) Cabin Rate-of-Climb 23.) Cabin Differential Altimeter 24.) Cabin Fan Control 25.) Cabin Heat Control 26.) Empennage Duct Control 27.) Cabin Pressure Rate-of-Change 28.) High Pressure Warning Light 29.) Cabin Pressure Selector 30, 32-36, 55.) Not Connected 31.) Cabin Air Out Flow Valve Open Lt. 37.) Service Light Switch & Ind. Light 38.) Overhead Lights Dimming Control 39.) Panel Light Transfer 40.) Warning Light Test Switch 41.) Quadrant Light Dimming Control 42.) Heat Exchanger Dump Valves 43.) Wing Air Temp. Warning Lights 44/49.) Wing Anti-Icer Air Temp 45/48.) Heat Exchanger Air Temp. 1 & 2 46/47.) Turbo RPM 50.) Calibration Cards 51.) Inclinometer 52.) Cabin Altitude 53.) Leading Edge Light 54.) Low Pressure Warning Light (Cabin)

42

1.) 120 Volt Generator Overheat Warning Lights 2.) 120 Volt Generator Control Switches 3.) 120 Volt DC Generator Transfer Switches 4.) 120 Volt DC Cart Transfer Switch 5.) 120 Volt DC Bus #2 & #3 Combining Switch 6.) 120 Volt DC Generator Ammeters 7.) 120 Volt DC Bus Indicator Lights 8.) Warning Light for Bus #2 & #3 9.) AC Inverter Switches 10.) AC Bus ON Indicator Lights 11.) 24 Volt Generator Ammeter 12.) 24 Volt Generator Control Switches 13.) Airplane Battery or Cart Ammeter 14.) Battery Selector Switch 15.) Emergency Starting Inverter Switch 16.) Emergency Starting Inverter ON Ind. Light 17.) AC Voltmeter 18.) 120 Volt DC Voltmeter 19.) 24 Volt System Voltmeter 20.) Voltmeter Selector Switch 21.) 120 Volt DC Cart Indicator Lights 22.) Air Conditioning Control Switch 23.) Cabin Air CO Content Warning Lights 24.) Cabin Warning Light Reset and Test Switch 25.) Anti-Icing Control Switch 26.) Supercharger Air Shut-Off Switches 27.) Supercharger Air CO Content Warning Lights 28.) Cabin Altimeter 29.) Cabin Rate-of-Climb Indicator 30.) Empennage Anti-Icing Duct Emergency Control 31.) Cabin Differential Pressure Indicator 32.) Cabin Heat Emergency Control Switch 33.) Cabin Fan Emergency Control Switch 34.) Cabin Pressure Ground Check Switch 35.) Cabin Pressure Manual Override IN Warning 36-37,39.) Cabin Pressure Controls 38.) Cabin Outflow Valve OPEN Ind. Light

43

FLIGHT ENGINEER'S MAIN PANEL 1.) Fuel Dump Levers 2.) Extra Methyl Bromide Bottles Releases 3.) Fire Warning Bell Emergency Cut-Off 4.) Fire Warning Zone Indicating Lights 5.) Fire Ext. Valve Position Switch 6.) Fire Extinguisher Release Switch 7.) Main Panel Circuit Breaker 8.) Engine Emergency Panels 9.) Hydraulic Systems Press. Warn. Us. 10.) Nose Section Fire Warning Light 11/12.) Engine Oil Quantity 13/14.) Fuel Quantity 15/16.) Fuel Pressure & Warning Us. 17/18.) Water Pressure 19.) Inboard Hydraulic Booster 20.) Outboard Hydraulic Booster 21.) Utility Hydraulic System Pressure 22/23.) Engine Oil Pressure 24/25.) Carburetor Air Temperature 26/27.) Fuel Flow 28/29.) Turbo Oil Pressure 30.) Carburetor Impact Tube Pressure 31.) Counter Number 32/33.) Oil Temperature 34/35.) Manifold Pressure 36/37.) Torque Pressure 38.) Utility Hydraulic System 39.) Altimeter 40/41.) Intercooler Flap Position 42/43.) Oil Cooler Flap Position 44-47.) Engine RPM 48/49.) Cylinder Head Temperature 50/51.) Cowl Flaps Position 52.) Oil Cooler Flap Control Switches 53.) Clock 54/55.) Engine Water Quantity 56.) Water Injection Switches & Lights 57.) Cylinder Head Temp. Selector Switch 58.) Free Air Temperature 59.) Cowl Flap Position Switches 60.) Fuel Flow Calibration 61.) Primer and Starter Switches 62.) Mixture Control Lock 63.) Throttle Lock 64.) Mixture Controls 65, 67.) Turbo Supercharger Control Lock 66.) Throttle 68.) Constant Speed Drive Switches 69.) Propeller Master Motor rpm 70.) Propeller Control Switches 71.) Oil Dilution 72.) MAG Switches 73.) Carburetor Heat Controls 74.) Sheltered Air Switches 75.) Fuel Pressure Warning Lights 76.) Fuel System Selector 77.) Fuel Booster Pump Switches

BuNo 58164

fLIGHT fNGlNU.'S STAnON

NAVIGATOR'S STATION

4.) Deck Access 29.) Electrical Equipment 30.) MAG Switches Compartment 31-33.) Electrical Equipment 34.) Batteries 35.) Removable Instrument Panels 36.) Outflow Valve

' - - - - RADIO OPE....Tb.·s STATION FLIGHT STATION

Below, flight engineer's station in BuNo 85164 with Chief Hank Gettle (at left) and Chief Jack Gorman (at right)

At left, MAG switches with cover panel open.

44

B=navigator's station forward side C=navigator's station aft side D=radio operator's station

45

RADIO OPERATOR'S STATION BuNo 85164

All SlDE Of NAVJGATOR'S nATION

Above: 8.) Radar Scope 10.) RT-18/ARC-1 VHF Transceiver 11.) SN-36/APS-1 Radar Synchronizer 15.) Loran Indicator 16.) Dynamotor 17.) LA-15 P.A. Amplifier 18.) R-9/APN-4 Receiver

Below, radioman Chief Stakhouse at BuNo 85164's radio operator's station. (via Frank Powers)

1.) Ash Tray 2.) Loran Receiver and Power Unit 3.) Interphone Handset

4.) 5.) 6.) 7.) 8.) 9.) 10.) 11.) 12.) 13.) 14.) 15.) 16.) 17.)

Radio Operator's Radar Scope Interphone Selector Switch ADF Azimuth Indicator Loran Indicator Correction Cards Fluxgate Gate Compass Indicator Clock Free Air Temperature Indicator Altimeter Airspeed Indicator Desk Light Switch Instrument Panel Light Switch Navigator's Desk Chronometer Stowage

At right: 1.) Antenna Matching Unit 2.) Antenna Switching Unit 3.) Frequency Meter LM-10 4.) Range Receiver R-23/ARC-5 5.) Pilot's Liaison Transmitter AN/ART-13 6.) Radio Operator's Liaison Transmitter 7.) Pilot's Liaison Receiver BC-348 8.) Radio Operator's Liaison Rec. BC-343 9.) Key 10.) Interphone Control Panel 11.) Clock 12.) Antenna Loading Coil ART-13 13.) Overhead, Typewriter & Panel Lights 14.) Trailing Antenna Control Unit

Below: 8.) Radar Indicator 9.) C-289/APS-31 Control Unit 10.) RT-18/ARC-1 Transmitter Receiver 11.) SN-36/APS-31 Synchronizer 12.) LA-12 Interphone Amplifier 13.) C-56/APX-2 Control Unit 14.) TF-106/U Magnetron Current Transformer 19.) BC-979-T2 Control Box 20.) W.I.T. #6077 Antenna Matching Unit 21.) Antenna Transfer Unit 22.) CU-49/ARA-6 Transformer 23.) CU-24/ART-13 Shunt Capacity 24.) C-114/APX-2 Control Unit 25.) AN/ART-13 Liaison Transmitters 26.) BC-348 Liaison Receivers 27.) CU-25/ART-13 Antenna Loading Coil 28.) LM-10 Frequency Meter

fOIWARD SIDE OF NAVIGATOR'S STATION

46

RADIO OPERATOR'S STATION

47

CAPTAIN'S STATION

GALLEY: The galley equipment included a range, sink, cooler, refrigerator, food storage cabinet, dish cabinet and a stool. The galley electrical load center located above the refrigerator provided controls, fuses, and circuit breakers for the galley electrical equipment.

CAPTAIN'S STATION: The captain's station was equipped with a large chair which had an adjustable table attached to it. The chair could be converted into a sleeping berth. The station was also equipped with a locker, interphone, public address system, fluorescent light, ventilator, and a curtain for privacy. An emergency exit door with a governor-operated fire escape rope was fitted in the fuselage side. The station was located aft of the navigator's station and the passenger entry door on the left side of the fuselage.

1.) 2.) 3.) 4.) 5.) 6.) 7.) 8.) 9.)

Range Control Storage Cabinet Galley Interphone Panel Bulletin Board Dish Cabinet Silverware Storage Galley Stool Food Storage Electric Refrigerator

RELIEF CREW QUARTERS: The relief crew quarters contained two triple seats that could be converted into an upper and lower berth to provide sleeping quarters for four persons. Each berth was provided with curtains, ventilator, lights, and safety belts. A small storage compartment and five small lockers were provided in the structure immediately forward of the crew's compartment near the astrodome stool. The relief crew quarters were located aft of the flight engineer's station on the right side of the fuselage. 1.) 2.) 3.) 4.)

Communication Control Panel Telephone Flight Deck Escape Hatch - - - - - - - , Davy Emergency Escape Rope

GALLEY

FORWARD ORDERLY'S STATION: The forward orderly station included a chair, desk, and control panel. The control panel included an interphone station, an orderly call panel, and control switches and circuit breakers. PASSENGER COMPARTMENT: 92 reclining chairs were provided in the main passenger cabin on the upper deck. The chair covers could be removed for cleaning. Two drinking fountains were provided, one in each stairwell wall. AFT ORDERLY'S STATION: The aft orderly's station was identical to the forward station except that no control switches were installed on the panel. Calls from both the galley and the aft lavatory were registered on the call panel.

At right, upper deck aft stairwell entrance looking aft. The cabin was equipped with large reclining Navy blue seats. The carpets were rose colored and the walls and ceiling were light grey. (via Scott Bloom)

48

49

10.) Storage 11.) Cold Box 12.) Sink 13.) Soiled Napkin Container 14.) Warming Oven 15.) Oven Control Switch 16.) Oven Indicator Light 17.) Electric Range 18.) Circuit Breaker Panel

LAVATORIES

/ . I

/

/

WASll rECfP'TACU

I

,I

SOA' flUfI

/

lTYrtCAU )

1.) Towel Dispenser 2.) Towel Disposal Receptacle 3.) Toilet

NOTION lOX STQIAGE

STOlAGI

DriNKING CUP DISPENSEr

USED CU, ~"AClE

..

~ ~

LAVATORIES: Two lavatories were provided for passengers: one for women at the aft end of the passenger deck and one for men located just forward of the front stairwell on the passenger deck. A crew's lavatory was located just aft of the captain's station.

..

~ ~

Above left, passenger deck looking forward from the aft bulkhead. (via Scott Bloom) At left, passenger deck looking forward from the aft stairwell. USS Constitution ship model was mounted on the forward stairwell wall. (NMNA)

50

51

AFT CARGO DECK PASSENGER ENTRY

CARGO DECK CARGO COMPARTMENT: The lower deck was divided into three areas: the aft cargo compartment which was located aft of the wing rear beam, the forward cargo compartment was forward of the front stairwell, and the baggage area located between the forward and aft cargo compartments. The forward and aft cargo compartments each had a large hydraulically-operated cargo loading door. The baggage area was accessible from outside the airplane through small cabin doors on either side of the fuselage. Two electrically operated hoists were provided for loading and unloading through the cargo doors. They could be fitted either forward or aft of the cargo doors. TAIL CONE COMPARTMENT: Access to the tail cone compartment was gained through a door in the aft pressure bulkhead on the lower deck when the cabin was unpressurized. The rudder and elevator hydraulic booster units and their shut-off valves were located in this compartment as was the hydraulically actuated tail bumper and trailing antenna.

Above, President Truman boards the Constitution. (via Frank Powers) At right, Lockheed and Navy officials at the doorway watch as the rear passenger deck escape hatch is lowered on BuNo 85163. (USN) Bottom, guests board BuNo 85164. (via Frank Powers)

1.) _ _ _.. 2.) 3.) 4.) 5.) 6.) 7.) 8.) 9.) 10.) 11.) 12.) 13.) 14.) 15.) 16.) 17.) 18.) 19.) 13

20.) 21.) 22.) 23.) 24.) 25.)

Mast Assembly Handle Pin Assembly Drum (Large) Drum (Small) Boom Release Lever Hook Pin Assembly Drum Engage Pin Hand Crank Engage Hoist Unit Pin Assembly Base Assembly Treadle Assembly ... :. Indicator Light Receptacle Switch Plug-Cargo Hoist Pendant Control Box Control Circuit Switch Power Switch Hoist Control Box Strut Assembly Spanner Wrench Hand Crank Ratchet

52

CARGO DOOR HOIST Above, Jeep being hoisted into the cargo bay on ship number one. (SDAM)

(DETAil

~~

53

CARGO DECK LAYOUT AND ACCESS

FORWARD CARGO DECK I.

ESCAPE HATCH

2.

NOSE ENTRANCE OOOR

3.

C02 FIRE EXTINGUISHER

~.

CARGO CRANE

5.

ESCAPE HATCH

5.

CARGO DOOR

7t~-----_ DOORS AND PANElS ARE NOT NUMBERED ON A'RPLANE

Nose wheel well looking forward toward the nose compartment.

Nose compartment. ( DETAIL

7.

CARGO DOOR

B.

RIGHT BAGGAGE DOOR

9.

PUBLIC ADDRESS SPEAKER

10.

rvo

II.

lEFT BAGGAGE OOOR

12.

FLIGHT TEST EQUIPMENT

13.

CARGO HOIST

I~.

CARGO HOIST

Forward Cargo Compartment.

STAIR WEll

S

AFT CARGO DECK Aft Cargo Door First Aid Kit Aft Stairs Main Passenger Entrance 5.) Interphone Panel 6.) Fire Extinguisher Bottle

1.) 2.) 3.) 4.)

Rlf

ITEM

I 2 J

; I

REMOVABLE PANEl fAUIC DOOR REMOVAILE PANEl

4

I

HINGED DOOR

~

6

HINGED DOOR REMOVAILE PANEl

7 B

REMOV AILE PANEl REMOV ABLE PANEl

9 10 II

HINGED PANEl HINGED PANEl REMOVAILE PANEl

12 IJ

REMOVABLE PANEl fAUIC DOOR SLIDING DOOR REMOVABLE PANEl REMOVAILE PANEl REMOVAILE PANEl REMOVAILE P,ANEl REMOVABLE PANEl REMOVAllE PANEl

I.

15 16 17 . 18 19 20 21 22

54

55

,

REMOVABLE PANEl REMOVAllE PANEl

ACCESS TO: fliGHT CONnOlS BOW COMPARTMENT NOSE LANDING GEAR DOWN LOCK INSPECTION TAIL CONE, BOOSTUS, TAIL BUMPER, HYDRAULIC PANEl TAIL SECTION CATWALK AfT SUBDECK CATWALK, HEATERS, CABIN FAN A'LUON BOOSTER. DUCTING FORWARD SUBDECK CATWALK. WASTE WATER TANK WATER SYSTEM PLUMBING HOT WATU TANK fORWARD SUBDECK CATWALK, RADIO EQUIPMENT NOSE GEAR ACTUATING CYLINDER BOW COMPARTMENT FORWARD CARGO COMPARTMENT ElECTRICAL EOUIPMENT INTERNAL OIL TANK FillER SUMP TANK DISCONNECT. SIGHT GAGE OIL TANK DRAIN ElECnlCAL EQUIPMENT AFT SUIDECX CATWALK, HEATERS. CABIN FAN DUCTING ElECnlCAl EOUIPMENT

NOSE LANDING GEAR

NOSE LANDING GEAR NOSE GEAR STEERING

RIGHT - HAND NOSE GEAR DOOR AND LANDING LIGHT

",,/~;>O---NOS!

EXTENDED

RETRACTED

RETRACTING

u

Below, in 1947 during a photo shoot of BuNo 85163, the test pilot's son attempts to push the R60 backwards. (via Scott Bloom)

' - - - - - - - - - - - - - - - MOTION DIAGRAM 9.) 10.) 11.) 12.)

Nose Gear Strut Right Steering Cylinder Restrictor Left Steering Cylinder

Below, BuNo 85163, note Lockheed logo and Constitution painted the nose gear opening. (USN)

~f1IlEF

( \, \ \

"-

ITEM

PAIlT NO.

NO. REQ.

1.

NOSE GEAR

330014

1

2.

ACTUATING CYLINDER

330019

1

3.

AFT DRAG LINK

330709

1

4.

FORWARD DRAG LINK

330708

2

5.

SHOCK STRUT PISTON

6.

NOSE GEAR WHEel

330942 335579L 335579R 335410 334350 330693 330443

1 I 2

1

7.

AXLE

8.

TORQUE LINK

9.

'"

STEERING CYLINDERS

1

1 1 1

10.

STEP

335628

11.

SHOCK STRUT CYLINDER

330940

1

12.

SIDE STRUT

330937

2

13.

TRUNNION

330935

14.

SHOCK STRUT ASSEM8LY

330001

~.//

56

LANDING LIGHT

57

MAIN LANDING GEAR MAIN WHEEL COMPARTMENT: The main wheel well compartments were accessible in flight through pressure doors located in the side of the fuselage on the lower deck just forward of the wing main beam, and can be entered when the gear was . either extended or retracted. The compartment contains the landing gear emergency hydraulic panel, fire extinguisher bottles, fuel shut-off and transfer valves for the inboard engines. The left wheel well contained the electrical load center number 2 and the right electrical load center number 3.

MAIN LANDING GEAR

331302 CRANK

OUTBOARD MAIN GEA~ DOO~. RH SHOWNlH OPPOSITE.

INIOA~D MAIN GEA~ DOO~. ~H

~---..."

330717 UPPER SIDE STRUT

ADD WASHERS AS NECESSARY TO ALIGN THE lIN~ ASSEM· BliES WITH THE STRUT AND DOOR flnlNCS.

~--

?t~._-

330472 DrAG DRAG STRUT

THE ALLOWABLE WEAR TOLERANCES ARE SUBJECT TO REVISION WHEN FURTHER EMPIRICAL DATA ARE AVAILABLE. DO NOT PERMIT MORE CLEARANCE THAN AUTHORIZED, REfER ANY CLEARANCE Of A DOuBTfUL NATURE TO RESPONSIBLE ENGINEERING AUTHORITY.

330004 AFT SHOCK STRUT

1.) 2.) 3/23.) 5/12.) 6/10/16/27.) 7/9/15/17/26.) 8/11/19.) 14/18.) 20.) 21.) 22/24.) 25.)

Main Gear Inboard Door Main Gear Outboard Door Seal Bracket Door Uplock Hinge Serrated Plate BoltlWasher/Nut Shims Wheel Well Structure Aft Shock Strut Link Assembly Forward Shock Strut

330007 LOWER DRAG STRUT 330003

FWD SHOCK STRUT

330005 ALIGNING TUBE

58

rn 59

LH SHOWNOI'l'OSITE.

WING ACCESS AND INSPECTION PROVISIONS

,,

204 0

I I I

23

01

25

, 21

2$,

I L

, ,

JATO EQUIPMENT

r -------I 024 0 025 25

10

,23 ,, I IL

_

24

-

, ,

Outboard Upper Nacelle Fairing Inboard Lower Nacelle Fairing 8.) Outboard Lower Nacelle Fairing 9-10.) Power Plant Attachment Access 11.) Exhaust Shroud Access 13.) Tab Control Access 14-15.) Outboard Nacelle Wing Fairing Aileron Hinge Inspection 16-17.) Inboard Nacelle Wing Fairing 2.) Outer Wing Access 18.) Structure Inspection 3-4.)Fuel Tank Access 19.) Electrical Access 5.) Inboard Upper Nacelle 20.) Wing Joint Inspection Access Fairing 21.) Flap Carriage Access 22.) Life Raft Compartment Access 23.) Fuel Tank Inhibiter Refill Access 24.) Fuel Gage Adjustment Access 25.) Fuel Filter Well 26.) Grounding Connection 27.) Ladder Safety Chain Key Holes

28.) Power Plant Attachment Access 29.) Fuel Filler Well Pressure Access 30.) Nacelle Fairing 31.) Catwalk Access 32.) Fuel Tank Vent 33.) Aileron Hinge Inspection 34.) Aileron Control Access 35.) Mooring Fitting Access 36.) Fuel Sump Drain 37.) Controls and Dump Valve Access 38.) Fuel Tank and System Drain 39.) Fuel Strainer Access 40.) Jack Point 41.) Jack Point Access 42.) Fire Extinguisher Discharge Indicator 43.) Main Gear Door

Above and below, JATO take-off of Constitution from NAS Moffett Field, CA, while assigned to VR-44 with "RM" tail code. (NMNA) At right, JATO installation on the upper right wing. (NMNA)

- ...

A'MING ~I"'T Of LIGHT

60

61

ENGINES AND NACELLES WING ACCESS: Most of the wing was accessible from the cabin if it was unpressurized. A catwalk in the leading edge of the wing was entered through a door in the side of the fuselage on the lower deck forward of the main wing beam. Once in the wing, one could gain access to the wheel well, the engine nacelles, the wing area between the inboard and outboard fuel tanks and the outer wing panel almost to the wingtip. The aileron controls are accessible in the outer wing panel. An exit door opens downward in the floor of the leading edge catwalk immediately outboard of the outboard engine nacelle.

ENGINES AND NACELLES FINAL 1.) Removable Panel 2.) Hinged Panel 3.) Hinged Panel 4.) Removable Upper Scoop 5.) Removable Panel 6.) Removable Panel 7.) Removable Panel 8.) Hinged Panel 9.) Removable Panel 10.) Removable Panel 11.) Hinged Panel 12.) Hinged Panel 13.) Removable Panel 14.) Intercooler Exit Air Flap 15.) Removable Panel 16.) Removable Panel 17.) Hinged Lower Scoop 18.) Hinged Panel 19.) Removable Panel 20.) Removable Panel 21.) Removable Panel 22.) Hinged Panel 23.) Hinged Panel 24.) Removable Panel 25.) Hinged Panel 26.) Removable Panel 27.) Hinged Panel 28.) Removable Panel 29.) Hinged Panel

At right, open engine nacelle. (NMNA) Below, original engines and nacelles. (SDAM)

CD CD CD--

CD·

@

1

IIHSTAUATlOH TYPICAL fOIl AI.L NAQWS

62

63

I

30.) 31.) 32.) 33.) 34.) 35.)

Removable Panel Hinged Panel Hinged Panel Removable Panel Access Hole Hinged Panel Firewall

1.) 2.) 3.) 4.) 5.) 6.) 7.)

Cowl Scoop Winch Left Cowl Panel Right Cowl Panel Cowl Support Beam Cowl Flap Support Ring Cowl Scoop Support Cowl Scoop

ENGINES AND NACELLES FINAL

ENGINE ACCESSORIES

1.) 2.) 3.) 4.)

Oil Inlet Oil Pressure Relief Valve Oil Outlet Utility Hydraulic System Pump (Fixed Displacement) 5.) Booster Hydraulic System Pump (Variable Volume) 6.) 3-Pad Gear Box 7.) Utility Hydraulic System Pump (Variable Volume) 8.) Magneto Pressurizing Pump 9.) Mixture Control 10.) Carburetor 11.) Carburetor Adapter 12.) Automatic Mixture Control 13.) Tachometer Generator 14.) Fuel Pump 15.) Water Regulator 16.) 23 Volt Generator 17.) 120 Volt Generator Support 18.) 120 Volt Generator 19.) Starter 20.) Supercharger Fuel Dain Valve 21.) Main Sump Plug 22.) Oil Strainer Plug 23.) Oil Screen Cover 24.) Oil Screen Cover Plug

64

65

ENGINES AND NACELLES FINAL

ENGINES AND NACELLES FINAL ENGINE

~UPPORl

POWER PLANT: The 28 cylinders of the R4360s were helically arranged around the crankcase in four rows and seven banks. Ignition was conducted through seven magnetos. The propeller reduction gear ratio was .375 to 1, the bore was 5.75 inches, the stroke was 6 inches, and the compression ratio was 6.7 to 1. The engines drove 16' 8" diameter, four-blade Curtiss propellers. The propellers on the inboard engines were equipped for reverse thrust operations.

8ARREL

ENGINE ACCESSORY COMPARTMENT: The engine accessory compartments of all four engines were accessible through a fire door in the sides of the nacelles. These doors opened outward. All engine accessories, fuel, oil and hydraulic lines, and the oil tanks were accessible.

ClAMSHELL

COWL SCOOP

/1

/---I

:

)

/ -~. ~--::~V",; 1n. _." . -" __/ . .,~ '< \ ,;i/' /' .t1t~ .:i\ \ ..\" /W' "

HO' .. '....

"'_COlII

(~ ~" •_

..

"

~

.' /.

,';f

.

\,~. f · ' yv/ "~ --t..~:,'. . ./ .... ' / '""rocoa..

...,.....,..

""'\DOC1~

.,:-,

_J

I

'.

:

'

I/.'

~//'

oue,/ ~ ..~ '",

l

\"", "'::JOO<[I .""

COWL FLAP

Below, fuselage to wing engine compartment access door.

HEAT EKCH"NGER "IR INT"KE DUCT

66

67

._!tiD.. AIR DISPLAYS, Int. KARL HAUSER. a~o

Carl Hauser, president of Air Displays Inc., had hired L. M. Hammer and two Navy enlisted men to ready the two aircraft. Work began in May 1958 and took some two months to complete. From the 32 spare engines included with the purchase, two were utilized on 81564 when the No. 1 and No. 4 were replaced. 85164 was the first aircraft to be ferried from NAF Litchfield Park. The aircraft weighed in at 160,000 pounds, of which 25 tons were fuel. The crew was advised that once airborne they could not return to Litchfield unless they were on fire! After take-off the left main gear failed to retract and Hammer used the leading edge crawlway to access the gear well. After locating the hydraulic panel he used a rubber mallet to rap on the check valves, whereupon the stuck flipper opened and the gear came up. Below, ship two at Opa Loca in 1967. (NMNA)

PRESIDENT

N. W. '.!5TH TERRACE

JOE G.

MARRS. VICE PRES.

22!50 N. W. 183RO STREET

MIAMI, FLORIDA

OPA.LOCKA. FLORIDA

PHONE MU t ·9521

PHONE NA '·2131

Another hydraulic problem arose just outside of Globe, AZ, when the HYDRAULIC LOW light came on. Once again Hammer crawled out into the left wing where he found a badly leaking pump aft of the NO.1 engine. He had the engineer isolate the pump after losing 22 gallons from the 55 gallon reserve. Shortly thereafter, the no. 3 engine manifold pressure dropped to 15 inches. Nothing the crew did would return it to full power and no reason for the loss of power could be found. In spite of this the crew soldiered on. They flew on to Gulfport, MS, where they spent the night. The next day the engine was run up and checked out satisfactorily and the aircraft took off for Florida. Again, the same engine's power fell off to 15 inches, but they continued on to Sebring, FL. The second aircraft, BuNo 85163, was then ferried to Las Vegas, NV, on 4 July 1958. The aircraft left Litchfield for McCarran Airport at a weight of

68

147,000 pounds and shortly after take-off the number 3 engine was backfiring excessively. It was powered down for the remainder of the flight. The plane was flown by Harold Eliot and the flight engineer was Ray Clark. Shortly after arriving at Las Vegas, a newspaper named The Arizona Republic ran a story on 10 July 1958, which claimed the aircraft would be moved to the "Strip" to function as a Casino and be located between the Riviera and the Desert Spa Hotels, almost across from the Stardust. After the ferry flights to Nevada and Florida, the following statistics applied to each aircraft:

Time since major overhaul 205 hours #3 Total Time 679 hours Time since major overhaul 458 hours #4 Total Time 770 hours Time since major overhaul 6 hours N7376C (BuNo 85164) Airframe Total Time 1994 hours Time since factory overhaul 732 hours Engine Times: #1 Total Time 889 hours Time since major overhaul 16 hours #2 Total Time 875 hours Time since major overhaul 363 hours #3 Total Time 1036 hours Time since major overhaul 252 hours #4 Total Time 722 hours Time since major overhaul 182 hours

In 1963, Joe Marrs, vice president of Air Displays found a German buyer for the Florida-based R6V. He had just collected an insurance payment for a DC-6 that he had ditched northbound out of San Juan. It was said that the aircraft would be going to Spain where it would be converted into a restaurant in the Barcelona area. The aircraft was ferried to Opa Locka by Rusty Heard and sold for $50,000.00 where it was refueled in preparations for a flight the next day to Europe. The aircraft was insured and filled with fuel and during the night it caught fire. The fire started in the cabin and just smoldered all night before being discovered in the morning. It was confined to the interior of

the ship and no real external damage was visible. However, the fire was hot enough to partially melt the wing carrythru spar. 85164 would never fly again. The fire inspector found a can 1/2 full of hydraulic fluid with a candle in it and deemed the fire arson. The German left town and the insurance company refused payment. Once again the aircraft would languish and await its fate. About a year later, a hurricane hit town and weathervaned the aircraft after breaking its tie-down chains. But nature proved as ineffective as the fire in destroying the Constitution as it was virtually undamaged. The aircraft was tied down in the Sun Line Helicopter Service ramp which was owned by H.B. McDonald. He put a lein on the aircraft for the tie-

N7672C (BuNo 85163) Airframe Total Time 1780 hours Time since factory overhaul 408 hours Engine tinies: #1 Total Time 768 hours Time since major overhaul 5 hours #2 Total Time 806 hours

69

Above, 85164 next to the highway in Opa Loca, FL, shortly before being scrapped. The right-hand wing has been torn off and the dismantled wing panels are laying on the ground. (PaUl E. Gaither) Bottom, 85163 at McCarran Airport, Las Vegas, on 27 December 1961 with faded VR-5 "RS" tail code. (William Swisher)

down fees and a Sheriff's Sale was held on 8 March 1967. No bidders showed up and the aircraft was awarded to Sun Lines. Then, Cliff Bowes at International Air Services, a flight school and maintenance base next door paid Sun Lines for the tiedown fees and moved the ship to its ramp. The spark plugs were removed from the engines and spares (224

spark plugs) and the platinum from these were worth more than the tiedown fees. International Air Services received an offer from a museum to trade the aircraft for a couple of sea planes which was not acted on. One potential buyer wanted to open a night club and restaurant for which permission was refused by the Port Authority. Eventually, the aircraft was moved to a large lot near town on Opa Locka Blvd. (135th St.) and

Alexandria Dr. (33rd Ave.), where it went through a series of owners who envisioned using the ship as a restaurant or as part of a theme park. Nothing came of any of these ideas and the aircraft was finally scrapped by Minton Brothers. 85163 was eventually acquired by George Crockett (descendant of Davey Crockett) and owner of Alamo Airways where it was used as a giant billboard at McCarran Airport, Las Vegas, NV. When the airport was pur-

Above and below, 85163 with "Welcome To Alamo" added to the fuselage and tail to advertise Alamo Airways which was owned by George Crockett, a direct descendant of Davey Crockett. The aircraft was scrapped in 1970 after the airport was purchased by Howard Hughes. (NMNA) Bottom, 85163 during scapping. (via Frank Powers)

chased by Howard Hughes, he acquired the aircraft and had it scrapped in 1970.

1.0lKHEEO

~N

Above, model of Constitution built by Lloyd Jones and given to Tony Lavier at the 1968 IPMS convention in Washington D.C.

Drawing by Lloyd S. Jones

o o

70

0000009 0

0

o

0

71

I 1/280 scale

KNOWN R60/R6V FLIGHTS (from crews log books) BuNo 85163 Date Hrs

From

To

09/24/49 2.4 Moffett Los Alamitos 09/25/497.6 Los Alamitos Memphis 09/26/39 4.0 Memphis Patuxent 09/27/49 3.4 Patuxent Jacksonville 09/27/49 4.5 Jacksonville Guantanamo 09/27/49 3.7 Guantanamo San Juan 09/27/49 .2 San Juan Roosevelt Rd. 09/29/49 5.1 Rosie Roads Bermuda 09/29/49 4.4 Bermuda Patuxent 10/08/49 2.0 Patuxent Norfolk 10/08/49 2.0 Norfolk Washington 10/08/49 2.0 Washington Patuxent 02105/50 5.7 Patuxent Olathe 02105/50 7.5 Olathe Inyokearn 02105/50 2.4 Inyokearn Moffett 02108/50 .3 Moffett Local 02117/5011.7 Moffett-Olathe-Patuxent 02119/50 .7 Patuxent Norfolk 02119/50 2.2 Norfolk Jacksonville 02119/50 4.3 Jacksonville Guantanamo 02119/50 2.9 Guantanamo Ramey P.R. 02119/50 .6 Ramey P.R. San Juan 02119/50 .6 San Juan Roosevelt Rd. 02121/50 9.5 Roosevelt Rd.-Jax-Patuxent 0212215013.1 Patuxent Moffett 02124/5012.3 Moffett-Alburqueque-OlatheNorfolk-Patuxent

03/01150 1.9 Patuxent-WashingtonNorfolk-Patuxent

03/05/5011.1 Patuxent-Andrews-MiamiRoosevelt Roads

03/06/50 .4 Roosevelt Rd. San Juan 03/09/50 9.7 San Juan-Roosevelt Rd.Andrews-Patuxent

03/16/5012.0 Patuxent-Olathe-Moffett 06/07/5012.3 Moffett-Olathe-NorfolkPatuxent 06/09/5013.8 Patuxent-Olathe-Moffett 06/18/5011.3 Moffett-Olathe-Patuxent 06/2115013.8 Patuxent-Tinker-Moffett 07/06/5012.7 Moffett-Tinker-Patuxent 07/08/50 5.3 Patuxent- Atlantic CityNorfolk-AnacostiaNorfolk-Patuxent 07/10/50 2.9 Patuxent-Floyd Bennett-Pax 07/12150 3.5 Patuxent Glenview 07/12150 3.8 Glenview Tinker 07112150 7.0 Tinker Moffett 07/25/50 7.7 Moffett Carswell 07/26/50 1.7 Carswell Tinker 07/26/50 5.7 Tinker Patuxent 07/28/50 .6 Patuxent Norfolk 07/28/50 .7 Norfolk Patuxent 07/28/50 6.1 Patuxent Tinker 07/28/50 8.5 Tinker-San Diego-Moffett 09/20/50 6.3 Moffett Tinker 09/20/50 6.2 Tinker Patuxent 09/22150 7.0 Patuxent Tinker 09/22150 7.3 Tinker Moffett 09/28/50 3.9 Moffett Seattle 09/29/50 4.9 Seattle Moffett 01/02151 Moffett-Tinker-Patuxent 03/07/51 2.6 Moffett Local 03/09/51 2.2 Moffett San Diego 03/09/51 2.4 San Diego Moffett 03/12151 2.4 Moffett Local 03/19/51 2.7 Moffett Local 06/05/51 1.1 Moffett Local

06/06/51 2.3 Moffett San Diego 06/06/51 2.2 San Diego Moffett 06/07/51 3.2 Moffett Local 06/15/51 .6 Moffett Local 07/31/51 5.1 Dallas Jacksonville 08/01/51 2.6 Jacksonville Key West 08/03/51 2.9 Key West Cecil Field 08/04/51 4.0 Cecil Field Norfolk 08/04/51 4.2 Norfolk Pensacola 08/08/51 3.3 Pensacola Dallas 08/09/51 .3 Dallas Fort Worth 08/09/51 .3 Fort Worth Dallas 08/09/51 4.9 Dallas McDill 08/11/51 4.0 McDill Norfolk 08/11/51 .6 Norfolk Patuxent 08/12151 6.3 Patuxent Tinker 08/13/51 6.9 Tinker Moffett OS/28/52 2.3 Moffett Local 06/01/52 .4 Moffett Alameda 06/01/52 3.8 Alameda Seattle 06/01/52 3.7 Seattle Moffett 06/14/5211.5 Moffett Barbers Point 06/15/5211.3 Barbers PI. Moffett 06/20/52 4.9 Moffett-San Diego-Moffett 07/07/52 .4 Moffett Alameda 07/07/52 3.8 Alameda Whidby Is. 07/08/52 7.6 Whidby Is. Kodiak 07/09/52 6.5 Kodiak Whidby Is. 07/10/52 3.8 Whidby Is. Moffett 07/16/52 3.3 Moffett Local 07/25/52 2.3 Moffett San Diego 07/26/52 6.2 San Diego Tinker 07/27/52 7.0 Tinker Quonset Point 07/27/52 2.2 Quonset PI. Patuxent 07/29/52 6.7 Patuxent Tinker 07/30/52 6.9 Tinker Moffett 08/06/52 2.3 Moffett San Diego 08/06/52 2.3 San Diego Moffett 09/19/52 1.9 Moffett Local 10/06/52 1.4 Moffett Local 10/10/52 .5 Moffett Alameda 10111152 1.7 Moffett Fallon 10/11152 2.5 Fallon Moffett 10/24/52 .5 Moffett Alameda 10/24/52 2.5 Alameda San Diego 10/25/52 5.8 San Diego Harrisonville 10/26/52 5.3 harisonville San Diego 10/27/52 2.6 San Diego Alameda 10/27/52 .4 Alameda Moffett 10/311521.8 Moffett Fallon 11/01152 1.4 Fallon Alameda 11/01152 .7 Alameda Moffett 11/05/52 1.6 Moffett Fallon 11/06/52 1.8 Fallon Alameda 11/06/52 .6 Alameda Moffett 11/08/522.1 Moffett San Diego 11109/52 .6 San Diego EI Centro 11109/52 .9 EI Centro San Diego 11109/52 2.3 San Diego Moffett 11/14/52 .4 Moffett Alameda 11/15/522.7 Alameda San Diego 11/15/52 3.0 San Diego Alameda 11/16/52 2.6 Alameda San Diego 11/16/52 .8 San Diego EI Centro 11/16/52 .7 EI Centro San Diego 11/17/52 2.2 San Diego Moffett 11/24/52 Alameda Whidby Island 11/29/52 2.6 Moffett San Diego 11/30/52 .6 San Diego EI Toro 11/30/52 2.3 EI Toro Alameda 11/30/52 1.3 Alameda Fallon 12101/52 2.0 Fallon Moffett 12103/52 2.6 Moffett EI Centro

72

12104/52 .7 EI Centro San Diego 12104/52 2.2 San Diego Moffett BuNo 85164 Olathe 04/02/49 5.4 Moffett 04/02/49 7.1 Olathe Washington 04/02/49 1.5 Washimgton Patuxent 04/03/49 1.8 Patuxent Washington 04/03/49 5.8 Washington Olathe 04/03/49 6.0 Olathe Moffett 07/24/49 8.6 Moffett 51. Louis 07/26/49 2.8 St. Louis Grosse lie 07/28/49 3.8 Grosse lie Minneapolis 07/30/49 5.4 Minneapolis Patuxent 07/31/4912.4 Patuxent-51. Louis-Moffett 08/24/49 5.1 Patuxent Olathe 10/30/49 .8 Mills Field Norfolk 08/26/52 2.6 Olathe Dallas 08/28/52 3.4 Dallas Pensacola 09/01/49 3.5 Pensacola Corpus Christi 09/03/49 6.4 Corpus Ch. Cleveland 09/05/49 2.2 Cleveland Glenview 09/07/49 4.2 Glenview Patuxent 09/08/49 5.7 Patuxent Olathe 09/08/49 8.3 Olathe Moffett 01/07/51 01/12152 1.1 Moffett Local 01/14/52 .4 Moffett Alameda 01115/52 2.8 Alameda San Diego 01115/52 .3 San Diego Local 01/16/52 2.4 San Diego Alameda 01/16/52 .3 Alameda Moffett 01/20/52 2.6 Moffett EI Centro 01/20/52 2.7 EI Centro Albuquerque 01/20/52 5.9 Albuquerque Moffett 01/24/52 2.5 Moffett San Diego 01/25/52 3.4 San Diego HLL 01/25/52 6.4 HLL Moffett 01/28/52 .8 Moffett Local 02108/52 2.4 Moffett-Alameda-Moffett 02111/52 2.3 Moffett Local 02111/52 1.0 Moffett Local 02112152 .4 Moffett Alameda 02112152 2.3 Alameda San Diego 02112152 2.4 San Diego Moffett 02118/52 3.6 Moffett Local 02118/52 2.5 Moffett Local 02119/52 2.1 Moffett San Diego 02120/52 1.4 San Diego Local 02120/52 2.7 San Diego Moffett 02/21/52 3.5 Moffett Local 02122152 5.7 Moffett Local 02127/52 2.5 Moffett Local 03/07/52 .3 Moffett Alameda 03/07/52 2.2 Alameda Burbank 03/07/52 .8 Burbank San Diego 03/08/52 .5 San Diego Local 03/08/52 .8 San Diego EI Centro 03/08/52 2.7 EI Centro Moffett 03/13/52 6.3 Moffett Local 03/17/52 2.5 Moffett San Diego 03/19/52 .8 San Diego Local 03/19/52 2.7 San Diego Moffett 03/21/52 4.0 Moffett Local 03/24/52 2.2 Moffett San Diego 03/25/52 3.3 San Diego Biggs Field 03/25/52 2.6 Biggs Field Dallas 03/26/52 4.6 Dallas Jacksonville 03/27/52 3.3 Jacksonville Patuxent 03/28/52 6.0 Patuxent Moffett 04/16/52 1.1 Moffett Local 04/22/52 2.0 Moffett Pendleton 04/23/52 1.8 Pendleton Indian Springs 04/23/52 1.8 Indian Spr. Pendleton

FRONT COVER: XR60-1 BuNo 85163 on a test flight over the Channel Islands. (USN)

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BACK COVER: Top, BuNo 85163 being loaded for a transport mission. (USN) Bottom, Constitution BuNo 85163 at Burbank with a Constellation flying overhead. (Lockheed)

At right, commemorative flight cover of the 159th anniversary of the Navy frigate USS Constitution.

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04/23/52 1.7 Pendleton 04/23/52 2.5 Nellis 04/24/52 2.6 Moffett 04/24/52 2.7 San Diego 04/26/52 5.0 Moffett 05/01/52 2.7 Moffett 05/02152 .3 Nellis 05/02152 1.8 Indian Spr. 05/02152 .8 Pendleton 05/02152 1.3 Los Alamitos 05/021521.6 Indian Spr. 05/03/52 1.9 EI Toro 05113/52 2.3 Moffett 05118/52 2.7 Moffett 05/18/52 1.0 EI Centro 05/18/52 2.8 San Diego OS/21/52 3.8 Moffett 06/23/5211.0 Moffett 06/27/5212.6 Barbers PI. 08/01/52 1.8 Moffett 09/12152 .3 Moffett 09/12152 2.2 Alameda 09/12152 2.5 San Diego 09/18/52 2.1 Moffett 09/20/52 1.8 Moffett 09/21/52 1.7 Fallon 09/30/52 3.8 Moffett 10/03/52 5.5 Seattle 10/03152

.3 Miramar

10/04/52 2.1 San Diego 10/17/52 .8 Moffett 101181521.5 Alameda

10119/52 1.8 Fallon 10/19/52 .4 Alameda

Nellis Moffett San Diego Moffett Local Nellis Indian Springs Pendleton Los Alamitos Indian Springs EI Toro Moffett Local EI Centro San Diego Moffett San Diego Barbers Point Moffett Local Alameda San Diego Moffett Local Fallon Moffett Seattle Miramar San Diego Moffett Alameda Fallon Alameda Moffett

G.) H.) G OF I ER'S

J.) K.)

INITIAL R60 'ROJE· T CREW

CDR William 1/1. Colli > Jr. O-N-C LCDR Jack ndle LT G.H.G. \Iv ster LCDR Veron . Lar' In LT J.W. RobiJ son 1st CREW:

Henry E. Gett e R.M. Davis Bert W. WhitEd Norman R. Ly n n John E. Bush,,:£, Claude B. Bourne Henry D. Hacl<ett Dewey W. Abbe" George T. Rc-selius James E. Wh'te

A(MM .'v1M1 CMM CM ACM ACEM ACMMF AMMF1 AMMF2 ACM v1H

OFFICER'S QUARTERS (18 BERTHS) EQUIPMENT SECTION POWER EQUIPMENT SECTION ENLISTED MEN'S QUARTERS MISCELLANEOUS & SUPPLIES

J.. Gorma'l Jr. T ny King CR. BeeLtt Jerry F. Waples

ACMMF AMM1 ACEM ACMM

2nd EW: Dent n L. Sehminxey How' rd >N. Christy Char es W. Fry Clar ~n E. avis Ho ~ar R. Hesketn R ge M. Milner arl"lJ G Zeilinger rl.'N. Henry M.P..':>iccolo J.M. Willlito S.C. Rumr/h R. Durlac'ler Paul H. f,peny

ACMM AMMF2 ACMM MMH2 AMM1 AMM1 ACMM CM2 P. HM ACMMT AMMF2 ACM AEM1

...----.....

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AUTHOR