Lockheed Super Constellation MOST SMOKEY ENGINE STARTUP EVER! Hamburg Airport Days 2015 [AirClips]

The Lockheed L-1049 Super Constellation is an American aircraft, a member of the Lockheed Constellation aircraft line. The L-1049 was Lockheed's response to the successful Douglas DC-6 airliner, first flying in 1950. The aircraft was also produced for both the United States Navy and Air Force as transport and AWACS aircraft.
Since 1943 Lockheed had been planning a stretched variant of the Constellation family. The first was an L-049 with a fuselage lengthened by 13 feet (4m). The next was an L-749 lengthened by 18 feet (5.5m). Neither was built due to the lack of suitable engines on the civilian market.

The idea was relaunched after a rival aircraft appeared, when Douglas launched a stretched version of its DC-6 airliner as a cargo transport, designated DC-6A, for both military and civilian operators. Douglas was soon to launch a passenger version (the DC-6B) of this new aircraft. The DC-6B could carry 23 more passengers than Lockheed's current production L-749 Constellation.
In 1950 Lockheed had repurchased the XC-69 Constellation prototype from the Hughes Tool Company. The XC-69 however, was equipped with four Pratt & Whitney R-2800 radial engines instead of the Wright R-3350s used on production models (Lockheed had made that installation on the prototype to test the R-2800 as a possible engine option for the L-049). Lockheed lengthened XC-69 by 18 feet (5.5m), to become the basis for the L-1049 Super Constellation. The aircraft first flew later that year still fitted with R-2800 engines, then was refitted with R-3350 956-C18CA-1 engines with jet stacks for slightly increased thrust. Later modifications included strengthened landing gear and larger vertical stabilizers. Eastern Air Lines ordered 10 aircraft, while Trans World Airlines (TWA) followed with an order for 14. The L-1049 had some 550 improvements and modifications compared to the L-749, including greater fuel capacity, rectangular windows, larger cockpit windshields and improved heating and pressurization.
In 1953 R-3350 Turbo-compounds were made available for civil use. Lockheed incorporated them into the L-1049C, which first flew on February 17 of that year. The R-3350-972-TC18DA-1 turbo-compound engines on the L-1049C had a new turbine system, the Power Recovery Turbines (PRT). Each engine's exhaust gas flowed through three turbines, increasing power by 550 hp (410 kW). One drawback of the PRT was the visible flame from the exhaust pipes; this was resolved by placing armor plating 2 in (5.08 cm) thick under the stack. The L-1049C had a higher cruising speed and climb rate. Although still lacking the range of the DC-6B, the L-1049C was now identical in performance to the Douglas and could carry a larger payload. The wings of the new model were strengthened, cabin soundproofing was increased, and the landing gear retraction system was improved. A new series of interior layouts was offered for the new model; "Siesta" (47 Passengers with increased luxury), "Intercontinental" (54 - 60 Passengers) and "Inter-urban" (105 Passengers). Each of these new layouts included reading lights at each seat. 48 L-1049Cs were built, being used by Eastern, TWA, Air France, KLM, Trans-Canada Air Lines, QANTAS, Air India, Pakistan International Airlines, Avianca, Iberia, Línea Aeropostal Venezolana and Cubana de Aviación.
A freighter version, the L-1049D, first flew in August 1954. It had two cargo doors on the left side and a reinforced magnesium floor as used on the R7V-1 military variant of the L-1049B. The L-1049D could carry a 36,916 lb (16,745 kg) payload and had a volume of 5,579 ft³ (158 m³). At the time of its first flight, the L-1049D was the largest civil cargo aircraft. In the end four were produced, all delivered to Seaboard & Western Airlines. Two of the four L-1049D aircraft were later converted to L-1049H standards.