[1] After the liberation of France the provisional government led by General De Gaulle authorised production of the aircraft, now designated SE.161, to be resumed.

It had a crew of five (pilot, co-pilot/navigator, radio operator, flight engineer and steward) Standard cabin accommodation was for 33 passengers seated in eleven rows of three, two on the starboard and one on the port side.

[5] The Languedoc was fitted with underwing retractable main undercarriage wheels and a tailwheel landing gear, and was powered by four 1,020 hp (760 kW) Gnome-Rhône 14N 44/45 or 54/55 radial engines in wing-leading edge nacelles, with partial convertibility to inline water-cooled pistons.

The only export customer for new production aircraft was the Polish airline LOT, which bought five, some being refitted with Pratt & Whitney R-1830 Twin Wasp radial engines.

[6] They re-entered service in 1947, re-engined with reliable American-built Pratt & Whitney R-1830 engines;[1] also de-icing equipment, medium-range cockpit radios, and limited cabin heating, the designation changing to SE.161.P7.

The Languedoc was soon a familiar type on Air France's increasing European network and continued to operate scheduled services to London Heathrow, Berlin Tempelhof, Paris Le Bourget and Brussels Melsbroek until summer 1952,[citation needed] when they were steadily replaced by the reliable and popular Douglas DC-4.

[1] The Languedoc was never as reliable as the Douglas DC-4 or the ultra-modern turboprop Vickers Viscount, and many French passengers refused to fly on the unreliable, unheated and noisy aircraft.

Languedocs were also used for other types of experimental work including an unsuccessful use as live airborne television relay for Charles de Gaulles's Algerian visit in 1958.