Aircraft

Lockheed S-3 Viking

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S-3A Viking

The S-3 is a carrier-based, subsonic, all-weather, long-range, multi-mission aircraft. It operates primarily with carrier battle groups in anti-submarine warfare roles. It carries automated weapon systems and is capable of extended missions with in-flight refueling.

The Viking’s primary flight controls are fully powered and are integrated with the automatic flight control system to relieve the pilot of routine anti submarine warfare manoeuvring. Primary flight controls are servo operated by dual hydraulic systems the loss of either hydraulic system results in the loss of half the available hinge moment. Reversion to manual control is automatic if both hydraulics are lost. In normal powered operation series inputs to the elevator and rudder servos compensate for pitching moments and provide turn co ordination and yaw damping. During autopilot operation parallel inputs to the power servos permit the pilot to, anticipate automatic manoeuvres.
The roll axis is controlled by short-span ailerons aug¬mented by differential spoilers mounted on the upper and lower surfaces of each wing. The servo actuators have artificial feel built in to minimise variations in manoeuvring forces throughout the flight envelope. Ailerons and spoilers act together for rolling, with the spoilers acting alone as airbrakes when required. During emergency manual opera¬tion when there is no hydraulic power the spoilers are inhibited and the control column operates only the ailerons.
The pitch axis is controlled by a hydraulically powered elevator servo; trim is via an electrically powered actuator. The elevator servo can be operated in normal powered, series or parallel modes. In the emergency manual mode, and in the normal powered mode, the servo is controlled by the pilot. In the series mode during manual approach with the approach power compensator on the servo is under the joint control of the pilot and the automatic flight control system.
Rudder control allows an engine failure to be coped with at low speed or following asymmetric stores release. The rudder servo, like that for the elevator, can operate: in normal power, series, parallel or emergency manual modes. During the fin folding sequence rudder pedal input to the rudder servo is disconnected to enable the pilot to continue steering the aircraft on the ground using the rudder pedals.

Lockheed S-3 Viking Article

The first S 3A Viking was rolled out at Lockheed’s Burbank, California factory on November 8 1971 and was first flown on 21 January 1972. The S-3A Viking replaced the piston-engined Grumman S-2 Tracker and entered fleet service in 1974. The last production S-3A was delivered in August 1978.

Used exclusively by the US Navy (firstly VS-41 in February 1974), a total of 187 were built before production ended in 1978, these being powered by two 9,275 lb thrust General Electric TF34 GE 2 turbofan engines.

Lockheed received an initial contract in April 1986 to supply 22 production conversion kits to modify S-3As to upgraded S-3B standard. Two S-3As were modified by Lockheed in 1984/85 to serve as S-3B prototypes, the first flying on 13 September 1984. The S-3B incorporates increased acoustic processing, expanded ESM coverage, improved radar processing, a new sonobuoy reference system, and Harpoon ASM capability. The S-3B version can be fitted with buddy stores, external fuel tanks that refuel other aircraft, to act as an airborne tanker.

Sixteen S-3As were converted to ES-3A Shadows for carrier-based electronic reconnaissance (ELINT) duties.

The Lockheed US 3A Viking car¬rier on board delivery development aircraft, a version of the S 3A Viking, was flown for the first time on 2 July1976. Four US-3As are used for COD. A few units were also converted for utility and limited cargo duty, known as the US-3B, all of which were retired by 1998.

Since the submarine threat has been perceived as reduced Vikings have had their antisubmarine warfare equipment removed and are now used primarily for sea and ground attack, sea surface search, over the horizon targeting, and aircraft refueling. As a result, crews are now usually limited to two people, but three people crews are not unusual with certain missions. Navy plans called for the retirement of all Vikings by 2009.

S-3B Viking

On May 1, 2003, US President George W. Bush rode in the co-pilot seat of a Viking that landed on the aircraft carrier USS Abraham Lincoln, where he delivered his “Mission Accomplished” speech announcing the end of major combat in the 2003 invasion of Iraq. That Navy flight is the only one to use the callsign “Navy One”.

Gallery

S-3A
Engines: 2 x General Electric TF34-GE-2 turbofan, 9275 lb (4207 kgp) thrust.
Wing span: 68 ft 8 in (20.93 m).
Length: 53 ft 4 in (16.26 m).
Height: 22 ft 9 in (6.93 m).
Wing area: 55.6 sq.m / 598.47 sq ft
Max take-off weight: 19280 kg / 42505 lb
Empty weight: 12070 kg / 26610 lb
Max. speed: 815 km/h / 506 mph
Cruise speed: 650 km/h / 404 mph
Ceiling: 11000 m / 36100 ft
Range w/max.fuel: 5700 km / 3542 miles
Crew: 4

S-3 Viking
Engines: 2 x General Electric TF-34-GE-400B turbofan engines rated at 9,275 lb thrust each
Length: 53 feet, 4 in
Wingspan: 68 ft, 8 in
Height: 22 feet, 9 in
Weights
Empty weight: 26,650 lb
Maximum takeoff weight: 52,539 lb
Speed: 518 mph
Ceiling: 40,000 ft
Range: 2,645 mi
Armament: Up to 3,958 lb
Crew: Four
Unit Cost: US$27 million

S-3B Viking

ES-3A Shadow

US-3A

US-3B

Lockheed S-3 Viking

Lockheed L.186 / P-3 Orion / Canadair CP-140 Aurora

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P-3K

When in August 1957 the US Navy needed an advanced ASW/maritime patrol aircraft, it was suggested that a variant of a type then in production would be most suitable for this requirement. Lockheed proposed a developed version of the L-188 Electra, gaining an initial research and development contract on 8 May 1958.

Lockheed’s Model 186, which retained the wings, tall unit, power plant and other components of the commercial Electra, as well as much of the fuselage structure which was, however, shortened and provided with a 6.9m3 weapons bay, and there are 10 under-wing pylons for a variety of stores. The first Lockheed P 3 Orion, NP 3A BuNo 148276, was converted from the third L.188 Electra airliner by removing 7ft (2.1m) from the fuselage, flying from Burbank in August 1958. The air¬craft saw extensive use as an aero-dynamics test bed. It was eventually transferred to NASA.

Pressurised for the higher altitudes, the aircraft can operate from sea level, (usually 200ft minimum) up to 30,000 ft with a speed range from 140 to 405 knots. The engines are four x 4600 hp Allison turbo props with Hamilton Standard propellers. Maximum all up weight at take off is 14,500 lbs (6577 kg) higher than the original airliner at 127,500 lbs (57,800 kg) including a maximum of 60,000 lbs (34,000 lites) of fuel.

This was followed by the Lockheed YP3V-1 operational prototype, later named Orion, which first flew on 25 November 1959. The first production P3V-1 was flown on 15 April 1961, with initial deliveries being made to US Navy Patrol Squadrons VP-8 and VP-44 on 13 August 1962, by which time the type had been redesignated the P-3.

Lockheed P-3 Orion Article

P3V-1 Orion

In August 1963 a US Navy crew flew a P-3A nonstop from California to Japan, 5280 miles, in 14 hr 30 min. After several demonstration flights it returned nonstop in 14 hr 5 min.

One hundred and fifty seven P-3As and 144 P-3Bs followed and production switched to the origi¬nal P-3C in 1968. P-3C is powered by 4,910 ehp (3 661 kW) Allison T56-A-14 turboprops. Progressive development of the P-3C’s systems through Update I and II has led to the production P-3C Update III model. The first P-3C Update III, with IBM Proteus acoustic processors, was delivered in May 1984. Update IV will improve the P-3’s ASW capability by the use of new acoustic processing systems and Litton AN/ALR-77 tactical ESM equipment. The P-3G would also feature Allison 501 turboprops in place of the T56-A-14s of the preceding model.

By 1994, production in Georgia was with wings built by Daewoo Aerospace in Korea and tail surfaces by Jetstream Aviation at Prestwick in Scotland, and remaining in production in the U.S.A. until 1995.

The first Kawasaki-assembled P-3C Orion was accepted by the Maritime Self-Defence Force at Gifu, Japan, on 27 May 1982. Flown for the first time on 17 March 1982, this aircraft was built from knocked-down components, and Kawwasaki was scheduled to deliver four more by March 1983. All were to be assigned to the 4th Air Group at Atsugi AB, near Tokyo.

Following the assembly in Japan of four P-3C aircraft from Lockheed-built components, Kawasaki produced the Lockheed Martin P-3C Orion for the JMSDF; 101st and final aircraft delivered in 1997, when four EP-3/UP-3D electronic intelligence/training variants remained to be delivered up to the year 2000.

Other export P-3s feature various equipment changes: Australian P-3Cs used Marconi Avionics AQS-901 acoustic processing; the 21 Canadian CP-140 / CP-140A Auroras have S-3 Viking avionics; and New Zealand’s P-3Bs are fitted with Boeing’s UDACS display and control consoles.
The US Customs Service became the first customer for Lockheed’s P-3 (AEW&C) airborne early warning aircraft in May 1987. These aircraft will have a reduced mission system suitable for their task, while the full AEW&C aircraft would have a General Electric AN/APS-138 radar and APA-171 rotodome above the fuselage, together with a M1L1553A communications and data handling system. During 1984 Lockheed converted an ex-RAAF P-3B to serve as the AEW&C prototype, featuring the dorsal “rotodome”.
Designated EP-3Es and converted from P-3As, twelve versions serve with the US Navy to provide electronic surveillance. The EP-3s are equipped with APS-120 radar plus extensive jamming, detection and analysis equipment.

The significantly upgraded Australian Orions, designated AP-3C, were introduced into service in 2002 and are fitted with a variety of sensors, including digital multi-mode radar, electronic support measures, electro-optics detectors (infra-red and visual), magnetic anomaly detectors, identification friend or foe systems, and acoustic detectors.

The major changes since the Orion entered service have been in avionics equipment and capability, and more than 640 have been built to 1989, with the type then continuing in production (at Marietta, Georgia) until 1995/56 for South Korea, who ordered eight P-3C Update Ills in December 1990. Other Orions were in service in Iran, the Netherlands, New Zealand, Norway, Pakistan, Portugal, Spain and NASA and NOAA.

P-3 LSRS

The last of 18 upgraded AP-3C Orions was formally handed over to the RAAF in 2005. The first upgrade was performed by L-3 Communications in the USA and the remainder by L-3 and then Tenix in Australia. The programme was completed four years behind schedule.

L-3 Communications re-delivered the first of six P-3Ks to the RNZAF with sensor, communications and navigation systems upgrades in July 2005.

Gallery

P3V-1 Orion
Engines: 4 x Allison T56-A-10W, 4500 hp
Wing span: 99 ft 8 in
Length: 116 ft 8 in
Height: 33 ft 8 in
Wing area: 1300 sq.ft
MTOW: 125,500 lb
Max speed: 460 mph at 20,000 ft
Service ceiling: 27,000 ft
Endurnce -2 engines: 8 hr at 220 mph at 1000 ft

P-3B Orion
Engines: 4 x Allison, 4910 shp.
Wing span: 99 ft 8 in (30.37 m).
Length: 116 ft 10 in (35.61 m).
Height: 33 ft 8.5 in (10.29 m).
Max TO wt: 134,000 lb (60,780 kg).
Max level speed: 476 mph ( 765 kph).

P-3C Orion
Engine: 2 x Allison T56-A-14 turboprop, 4910 shp / 3661kW.
Installed thrust: 14,640 kW.
Wingspan: 30.38 m / 99 ft 8 in
Length: 35.61 m / 116 ft 10 in
Height: 10.27 m / 33 ft 8 in
Wing area: 120.77 sq.m / 1299.96 sq ft
Empty wt: 27,890 kg / 61492 lb
MTOW: 127,500 lb (57834 kg)
Heavywt model MTOW: 135,000 lb (61,236 kg).
Warload: 9070 kg.
Max speed: 476 mph @ 15,000 ft.
Cruise: 340 kt.
Initial ROC: 880 m / min.
Ceiling: 8600 m.
T/O run: 1290 m.
Ldg run: 845 m.
Fuel internal: 34,830 lt.
Max range: 4500nm.
Endurance: 3 hr on station.
Crew: 10
Air refuel: No.
Armament: 9000kg

P 3K
Engines: 4x Allison T56.
Length: 36m.
Wingspan: 30m.
Height: 10m.
Weight: 57,800kgs.
Max range: 7100kms (3850 NM).
Cruise speed: 260 750 km/hr.
Endurance: 15hrs with 2 engines shut down to conserve fuel.
Cruise speed: 195 205 km/hr.
Equipment: Rescue winch 270kg max load, nightsun search light, nightvision goggles.
Armament: 2 x M60D 7.62 machine guns.
Crew: 2 pilots, 2 flight engineers, 2 navigators, 1 air electronics officer, 3 air electronics ops, 1 air ordnanceman
Seating: up to 20.

NP 3A

EP-3E Orion
Engine: 2 x Allison T56-A-14 turboprop, 4910 ehp (3661 kW).

Lockheed Martin AP-3C Orion
Engine: Four Allison T56-A-14 (4600 shaft horsepower)
Length: 35.6m
Height: 10.44m
Wingspan: 30.8m
Maximum weight: 61,200Kg
Maximum speed: 750 km/h (405 knots),
Cruise speed: 650 km/h (350 kts) at 26,000 feet
Loiter speed:370 km/h (200 kts)
Endurance: 15 hours
Crew: 13, two pilots (captain and co-pilot), two flight engineers, tactical co-ordinator, navigator/communication officer, sensor employment manager, six airborne electronic analysts.

Lockheed P 3 Sentinel
Engine: 4 x T 56 A14, 3314 shp
Length: 116.798 ft / 35.6 m
Height: 33.793 ft / 10.3 m
Wingspan: 99.738 ft / 30.4 m
Wing area: 1300.291 sq.ft / 120.8 sq.m
Max take off weight: 142024.1 lb / 64410.0 kg
Weight empty: 61497.5 lb / 27890.0 kg
Max. payload weight: 80526.6 lb / 36520.0 kg
Max. speed: 410 kt / 760 km/h
Landing speed: 112 kt / 208 km/h
Cruising speed: 328 kt / 608 km/h
Initial climb rate: 1968.5 ft/min / 10.0 m/s
Service ceiling: 28297 ft / 8625 m
Wing loading: 109.27 lb/sq.ft / 533.0 kg/sq.m
Range: 2071 nm / 3835 km
Crew: 10

Lockheed P-3 Orion

Lockheed P-2 Neptune

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P2V-7 Neptune

The first US Navy contract for two XP2V-1 Neptune maritime-reconnaissance bombers was placed in April 1944.

The P2V / P-2 has mid-set unswept wing, unswept tail surfaces, and conventional control surfaces. The ailerons drop 10 degrees when the Lockheed-Fowler flaps are fully extended. The tricycle undercarriage has a single wheel on each unit with the nosewheel retracting rearward and mains forward into the engine nacelles.

The first prototype flew on 17 May 1945. From then Lockheed received contracts for the P2V-1 to P2V-7 versions which were subsequently redesignated in the P-2 category.

Lockheed P-2 Neptune Article

Last versions in operational service were the P-2E (formerly P2V-5) which introduced the glazed nose, MAD tailboom, Julie/Jezebel ASW systems, etc, and later fitted with auxiliary underwing turbojets; SP-2E, as for the P-2E but with modernised equipment; P-2H, the first version to introduce auxiliary underwing turbojets and incorporating equipment and detail changes; and the SP-2H, as for the P-2H but with modernised equipment. These served with the Argentinian Navy (P-2H), Australian Air Force (SP-2H), Brazilian Air Force (P-2E), French Navy (P-2H), JMSDF (P-2H, and Kawasaki P-2J), Netherlands Navy (SP-2H), Portuguese Air Force (SP-2E) and the US Navy (SP-2H).

The USA supplied Britain with P-2 Neptune under the Mutual Defence Aid Pact. British Neptunes served in four squadrons from 1952 to 1957.

Truculent Turtle

In 1946 US Navy Neptune ‘Truculent Turtle’ flew non-stop 11,229 miles from Perth, Australia, to Columbus, Ohio.

The P 2H Neptune was a variant used by the Maritime Patrol Command of the Canadian Armed Forces.

On 6 November 1951 a Lockheed P2V Neptune from VP-6 Squadron of the US Navy was shot down over the Sea of Japan near the Soviet naval base at Vladivostok. The Neptune, with a crew of 10 on board, was to have reconnoitred the weather near the Siberian coast.
On 18 January 1953 an American P2V-5 Neptune maritime reconnaissance aircraft was shot down by Chinese MiG fighters near (over?) the coastal town of Swatou, opposite Taiwan. All thirteen crew were killed. The number of occupants appears to be a little on the high side for a normal patrol flight. In those days it was not unusual for American aircraft to drop secret agents over the People’s Republic of China. Such ‘cover-flights’ were usually flown from Nationalist Chinese Taiwan.
On 4 September 1954 the third Neptune went down. A P2V-5 of the American Naval Squadron VF-19 was shot down by two Soviet MiG-15 over the Sea of Japan, about 40 miles from the Siberian coast. The Neptune, originating from Atsugi airbase in Japan, forced-landed in the sea after the attack. Nine of the ten crew escaped and were rescued later.
On 22 June 1955 Soviet jets attached an American P2V-5 Neptune from Patrol Squadron VP-9 over the Bering Strait. With the starboard engine on fire the Neptune had difficulty in fore-landing near Gambell on St. Lawrence Island, barely 60 miles / 100 km from the Soviet coast but United Stated territory. Three crew members were injured during the Soviet attack. Washington demanded compensation of $724,947 but later accepted a Soviet offer of half that.

A small number of P2V 2 and P2V 7 Neptunes were in service with ski landing gear for operations in the Antarctic.

P2V-7 Neptune

Kawasaki developed from the Lockheed P 2H Neptune a new ASW and maritime patrol bomber which has the designation P 2J. First flown in July 1966, the P-2J ¬differed from the P-2H in having a lengthened fuselage, and 2,850 ehp General Electric T64-1HI-10 turboprops replacing original piston engines, plus underwing 3,085 lb st (1400 kgp) J3-1H1-7C turbojets.

Entering service with the JMSDF in 1969, the last of`82 production aircraft was delivered in 1979. Sixteen P2V-7 were supplied from the USA before Japanese production began. Armament of the P 2J comprises up to 8,000 lb (3,628 kg) of bombs, depth charges, or tor¬pedoes carried internally, and 16 5 inch rockets underwing.

An approach in Vietnam was the monitoring of electronic sensors on the ground, the signals being received by the AP 2E Neptune.

Between 1945 and 1962, 1195 were manufactured.

The CIA purchased seven Lockheed P2V-7U Neptunes for the USAF for clandestine missions along the Iron Curtain and beyond. The US Navy had not wished to be involved but the Navy bought the aircraft and the USAF operated them, with USAF markings. The USAF stated at the time they were purchased as RB-69 radio trainers.

RB-69

The RB-69 were converted by Lockheed into multi-purpose spying aircraft. They were able to perform low-level photographic reconnaissance, and with advanced ELINT equipment, electronic surveillance flights. Agents could be dropped through a panel in the belly, and tens of thousands of pamphlets could be dropped. Flights were planned from Eglin Air Base in Florida.
The USAF Neptunes were observed from 1957 in Taiwan, in Japan, and on Wiesbaden airbase in West Germany. From Wiesbaden the blue-black RB-69 flew with a number of additional bulges and with two pencil-shaped antennas alongside the fuselage. The aircraft carried the first sideways-looking radar system and operated until modified to ordinary SP-2H Neptunes for anti-submarine warfare.

Hawkins & Powers enveloped civil conversions of C-130 and P2V-7 under TC A19NM, A30NM, and A34NM in the Restricted category as borate bombers for forest fire control.

Gallery

P-2 Neptune
Engines: 2 x Wright R-3350-32W, 2575kW
Max take-off weight: 36191 kg / 79788 lb
Empty weight: 22592 kg / 49807 lb
Wingspan: 31.7 m / 104 ft 0 in
Length: 27.9 m / 91 ft 6 in
Height: 8.9 m / 29 ft 2 in
Wing area: 92.9 sq.m / 999.97 sq ft
Max. speed: 648 km/h / 403 mph
Ceiling: 6800 m / 22300 ft
Range w/max.fuel: 5930 km / 3685 miles
Armament: 2 x 12.7mm machine-guns, bombs, missiles, torpedos
Crew: 7

P2V-5 Neptune
Engines: 2 x Wright, 3250 hp.
Wing span: 102 ft 0 in (31.08 m).
Length: 81 ft 7 in (24.87m).
Height: 28 ft 1 in (8.56 m).
Max TO wt: 76,152 lb (34,542 kg).
Max level speed: 341 mph ( 549 kph).

P2V Neptune
Length: 91.667 ft / 27.94 m
Height: 29.331 ft / 8.94 m
Wingspan: 103.904 ft / 31.67 m
Max take off weight: 80085.6 lb / 36320.0 kg
Max. speed: 309 kts / 573 km/h
Service ceiling: 22014 ft / 6710 m
Range: 3202 nm / 5930 km
Engine: 2 x Wright R-3350-32W, 3452 hp
Crew: 7
Armament: 3630kg

P2V-7 Neptune
Engines: 2 x Wright R3350-30W Turbo-Cyclone 3,250 hp, 2 x Westinghouse J34 turbojets, 3600 lb
Wingspan: 103 ft. 10 in
Length: 91 ft. 8 in.
Height: 29 ft 4 in
Wing area: 1000 sq.ft
Empty weight: 49,808 lb
Loaded weight: 72,000 lb
Fuel capacity: 1832 gal
Opt bomb bay fuel: 583 gal
Crew: 7
Max speed: 421 m.p.h.
Ceiling: 31,000ft
Service ceiling: 22,000 ft
Range: 3,700 miles at 175 mph at 1000 ft
Armament: 2x.50 in. machine-guns later 4 x 20mm canon
Bombload: 2×294 mm. rockets or 8,000 lb; plus 16 x 5-in. rockets under wings.

AP 2E

Kawasaki P 2J
Wing span is 97 ft 8.5 in (29.78 m).
Max cruise: 250 mph (402 km/h).

Lockheed P-2 Neptune

Lockheed L-1011 Tristar

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Lockheed L-1011 Tristar

In the 1960s, American Airlines approached Lockheed and competitor Douglas with a need for an aircraft smaller than the existing 747, but still capable of flying to distant locales such as London, the Caribbean, and Latin America from company hubs in Dallas/Ft Worth and New York. The Model L-1011 was designed to enter this category with optimum payload-range performance and short-field characteristics. The Model L-1011 is powered by three 42,000-lb. s.t. turbofan engines, two of which are mounted in pods underneath each wing, and the third is located in the rear of the fuselage at the base of the tail unit. The TriStar’s engine is integrated into the tail through an S-duct for improved quietness and stability. Fuel is carried in two integral wing tanks and an inboard tank. With a full load, the TriStar can travel a maximum of 4,467 miles. Accommodations provide for 256 passengers in a mixed coach and first-class arrangement or a maximum of 400 passengers in a high density all-economy configuration.

Lockheed L-1011 Tristar Article

First flown on November 16, 1970, the twin-aisle TriStar’s design schedule closely followed that of its competitor, the DC-10, Douglas beat Lockheed to market by a year due to delays in powerplant development. Rolls-Royce, the maker of the TriStar’s RB211 turbofan engines, had filed for bankruptcy, halting L-1011 final assembly. The first flight was powered by Rolls Royce RB.211 high by pass ratio turbofan engines, from Palmdale, California.

The British government did not approve the large state subsidy used to restart Rolls-Royce operations until after the U.S. government had guaranteed the Lockheed loans previously provided to Rolls for the extensive engine contract. (The UK Goverment also took the contentious step (for a Conservative administration) of taking the aero-engine side of RR into public ownership, to maintain national defence capability). Its first revenue flight, for Eastern Air Lines, was made on 26 April 1972.

A longer-range variant of the standard-length L-1011 was developed in the late 1970s. Designated the L-1011-500, the fuselage length was shortened by 14 feet (4.3 m) to accommodate higher fuel loads.

Ironically, American Airlines never flew the “Ten Eleven,” purchasing many DC-10s instead.

Lockheed manufactured a total of 250 TriStars, ceasing production in 1984. Lockheed needed to sell 500 planes to break even. Failing to achieve profitability in the civilian airliner sector, the TriStar was to be Lockheed’s last commercial aircraft.

Flying all of its life on test and development work, the prototype was acquired by Aviation Sales of Ardmore in August 1986.

Gallery

L-1011 Tristar
Engines: 3 x Rolls Royce RB.211 22B turbofan, 42,000 lb / 180.5kN
Wing span: 155 ft 4 in (47.34 m).
Length: 178 ft 8 in (54.35 m).
Height: 55 ft 4 in (16.87 m).
Wing area: 312.1 sq.m / 3359.41 sq ft
Empty wt. 102000 kg / 222,941 lb
Max TO wt: 430,000 lb (195,045 kg).
Fuel capacity 23,814 USG
Max level speed: M0.9.
Cruise 474 mph.
Stall 144 mph.
Initial climb rate 2,800 fpm
Ceiling: 42,000 ft.
Range w/max.payload: 5000 km / 3107 miles
Pax cap: 345.
Takeoff run 7,590 ft
Landing roll 5,660 ft
Crew: 2-3

Lockheed L-1011 Tri Star

Lockheed L-1649 Super Constellation / Constellation Starliner

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L.1649A Super Constellation

Lockheed built 286 Super “Connies,” then followed with production of the L.1619 Starliner. This development of the Model 649 standard Constellation actually started in when Lockheed were attempting to meet the requirements of TWA. Modified into a military transport during the Second World War, the design was reconverted into an airliner which came at the right time to equip airlines starved of new aircraft by the war.

The Super Constellation was first introduced on transatlantic services by KLM in 1953.

With a range of 7,200 miles, the Starliner became popular on long international routes for TWA and Air France. Only 43 Starliner Constellations were built, and most of those were short lived, bowing out gracefully for the introduction of the jet age. A historical note about the Connie’s heritage: the tri-tailed airliner was the first Air Force One.

US Navy designation – Lockheed R7V-1 Super Constellation.

In 1963 Flying Tiger VP Fred Benninger required a Super H Connie for less than the going price of $500,000. Finding two Navy surplus Elations, Connies with Electra engines, the fuselages were right but not the wings. Two cheap South American 1049G’s and four months of fitting parts produced two cargo planes for less than the price of one.

1988

Gallery

Lockheed Super Constellation
Engines: 4 x Wright, 3250 hp.
Wing span: 123 ft 0 in (37.49 m).
Length: 113 ft 7 in (34.65 m).
Height: 24 ft 9 in (7.56 m).
Max TO wt: 133,000 lb (60,380 kg).
Max level speed: 352 mph (563 kph).

EC 121K Warning Star
Engines 4 x 3,400 h.p. Wright R 3350 turbo compound piston engines.
Length 113.6 ft. (34.62 m.)
Wing span 123 ft. (37.47 m.)
Weight, max 137,500 lb. (62,370 kg.)
Crew 6.
Pax cap: 65 89
Max cruise 310 m.p.h. (500 km.p.h.)
Range 4,800 miles (7,700 km.) with 18,000 lb payload

Lockheed L.1049 Constellation

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A stretched version of the L.749, the L.1049 Super Constellation, was introduced in 1950. Gross weight was increased substantially when the fuselage was expanded by 18.4 feet and 3,250-hp Wright engines were fitted. The stretched “Connie” held up to 91 passengers; with tip tanks, range was increased to 5,840 miles.

The first prototype Super Constellation (a conversion of the original C-69 prototype) flew for the first time on 13 October 1950. First in commercial service (on 15 December 1951) was one owned by Eastern Air Lines. This version could accommodate 71 first-class or 95 coach-class passengers (14 delivered to Eastern and ten to TWA during 1951-52).

Lockheed L.1049 Constellation Article

The L.1049C model had structural modifications to allow a gross weight of 150,000 pounds, provided that more powerful engines were available. Lockheed built 286 Super Connies.

L-1049 Super Constellation were in use by both the USAF and US Navy under a variety of C-121C and R7V-1 designations respectively.

Gallery

Lockheed C 121G Super Constellation
Engine: 4 x Wright R 3350-91, 3501 hp
Length: 116.175 ft / 35.41 m
Wingspan: 122.999 ft / 37.49 m
Max take off weight: 144917.0 lb / 65722.0 kg
Max. speed: 320 kt / 592 km/h
Range: 1825 nm / 3380 km
Crew: 5
Payload: 72 Pax

L-1049G
Engines: 4 x 3400hp Wright R-3350-972T-C18DA-3
Max take-off weight: 130,000 lb
Empty weight: 33119 kg / 73015 lb
Wingspan: 37.62 m / 123 ft 5 in
Length: 35.41 m / 116 ft 2 in
Height: 7.55 m / 24 ft 9 in
Wing area: 154.40 sq.m / 1661.95 sq ft
Cruise speed: 589 km/h / 366 mph
Ceiling: 6950 m / 22800 ft
Range: 6700 km / 4163 miles
Crew: 4
Passengers: 62-109

RC-121
Max Take Off Weight: 142,000 lb

Lockheed L-1049 Super Constellation / EC-121

Lockheed L.749 Constellation / C-121 / WV-2 / R7V

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749A Constellation

The Lockheed Constellation L.749 variation was a long-range version of the earlier L.049. The first Constellation placed in airline service was the L.749 series. This aircraft differed from earlier versions in its increased fuel capacity and takeoff weight. The L.749 provided for 44 to 64 passengers and was powered by four 2,500-hp Wright Cyclone 18-cylinder air-cooled engines.

The 749 Constellation was operated by the military as the C-121A and C-121B.

EC-121

In service with both the U.S. Navy (WV-2) and U.S.A.F. (RC-121C) in 1955 as high-altitude early-warning radar picket. The WV-2 has very large dorsal and ventral radomes, which are not found on R7V transport versions. Basically-similar transport versions are the R7VA (U.S.N.) and C-121C. Experimental turboprop powered R7V-2 also flying. Earlier C-121A and VC-121B with shorter (95 ft. 1 in) fuselages were also in service in 1955.

Lockheed L.749 Constellation / C-121 Article

WV-2

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WV-2
Reconnaissance and early-warning aircraft
Engines: 4 x Wright R3350-34W Turbo-Cyclone, 2,250 h.p.
Wingspan: 123 ft
Length: 113 ft. 7 in
Loaded weight: 130,000 lb
Max. speed: 350 mph
Max. range: over 4,000 miles at 330 mph
Crew: Up to 31

Lockheed L.049 Constellation / C-29

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In 1939 TWA formulated a requirement for a long-range transport and C. L. Johnson designed the 558km/h Constellation. The earliest Constellation was initially flown in January 1943. Designed for commercial transport, the first Constellations were produced for the U.S. Air Force as C-29s.

Engines: 4 x Wright R-3350-35 Cyclone 18, 2170 hp
Length: 95.177 ft / 29.01 m
Height: 23.655 ft / 7.21 m
Wingspan: 122.999 ft / 37.49 m
Wing area: 1650.014 sqft / 153.29 sq.m
Max take off weight: 72013.1 lb / 32659.0 kg
Weight empty: 50507.7 lb / 22906.0 kg
Max. speed: 287 kts / 531 km/h
Cruising speed: 261 kts / 483 km/h
Service ceiling: 25000 ft / 7620 m
Wing loading: 43.67 lb/sq.ft / 213.00 kg/sq.m
Range: 2085 nm / 3862 km

Lockheed L.188 Electra

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The design of the Lockheed L-188 Electra began in 1954, and in the following year the company received a launching order from American Airlines.

By the first flight, 144 were already on order. The prototype, first flown on 6 December 1957, was a low-wing monoplane of conventional configuration with retractable tricycle landing gear and powered by four Allison 501D-13, 501D-13A or 501D-15 turboprop engines. Standard accommodation was for 66 to 80 passengers, but a high-density arrangement was available optionally to seat 98.

Several crashes occurred in 1959 that caused Lockheed Corp. to make a few improvements including a stronger wing structure and engine nacelles plus thicker wing skins.

Built initially as the L-188A, the Electra became available also as the longer-range L-188C with increased fuel capacity and operating at a higher gross weight. A total of 170 had been built when production ended unexpectedly early as a result of passenger loss of confidence in the type after two had disintegrated in flight, and by the time remedial modifications had been, incorporated customer airlines were interested in turbojet- rather than turboprop-powered aircraft. About half of the total built remained in service in 1992, many of them converted by Lockheed Aircraft Service for convertible passenger/cargo or all-cargo use.

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L-188A Electra
Engines: 4 x Allison 501D-13, 2796kW / 4600 hp
Propellers: Hamilton Standard
Max take-off weight: 51256 kg / 113001 lb
Empty weight: 26036 kg / 57400 lb
Wingspan: 30.18 m / 99 ft 0 in
Length: 31.85 m / 104 ft 6 in
Height: 10.01 m / 32 ft 10 in
Wing area: 120.77 sq.m / 1299.96 sq ft
Cruise speed: 652 km/h / 405 mph
Ceiling: 8655 m / 28400 ft
Range: 3541 km / 2200 miles
Crew: 5
Passengers: 44-98

Engines: 4 x 4,050 h.p. Allison 501 D15 turboprop.
Length 104.5 ft. (31.81 m.)
Wing span 99 ft. (30.18 m.)
Weight empty 57,300 lb. (25,990 kg.)
MTOW: 113,000 lbs (51,227 kg).
Pax cap: 99.
Max cruise 405 m.p.h. (650 km.p.h.)
Ceiling 28,400 ft. (8,655 m.)
Range 2,770 miles (4,458 km.) with 18,000 lb. (8,165 kg.) payload
Cabin width: 10 ft 8 in.
Takeoff run 4,720 ft
Landing roll 4,300 ft

Lockheed L-188 Electra

Lockheed L-731 / L-1329 JetStar / C-140 / FanStar

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JetStar

To meet a US Air Force requirement for an ‘off-the-shelf’ high-performance light transport, Lockheed developed the Lockheed 1329 JetStar. A low-wing monoplane with swept wings and swept tail surfaces, the JetStar was powered in prototype form by two 2200kg thrust Bristol Orpheus 1/5 turbojet engines. The JetStar flew 241 days after design began, in 1957. The first of two prototypes was flown on 4 September 1957, with flight testing proving satisfactory, but when planned licence-production of the Orpheus engine could not be finalised.

Lockheed L-731 / L-1329 JetStar Article

Lockheed chose to power the initial production version by four 1361kg thrust Pratt & Whitney JT12A-6 engines, mounted in pairs on each side of the rear fuselage. The anticipated military demand failed to materialise in any significant numbers, with the result that the majority of the 204 JetStars that were built, before production ended in 1980, were sold as business/executive aircraft.

As advertised – Dec 2011

1977 LOCKHEAD JETSTAR II; A truly one-of-a-kind 12 passenger aircraft (including crew of 2 pilots and 1 flight attendant), powered by four 3,700 lbf (16.5 kN) thrust Garrett TFE731-3 turbofan engines and fitted with revised external fuel tanks. This is one of only 40 produced between 1976-1979, hand built in Marietta, Georgia USA; 30 still flying!

AiResearch Aviation Company’s 731 JetStar made its first flight on July 10 1976 from San Antonio, Texas.
The TFE 731 is 10 inches larger in diameter than the JT12A, so the drag produced from the larger nacelles needed to house it would lessen the benefits of its lower fuel consumption. Also, the modified aircraft weighs 1,750 pounds more than its predecessor, so the gross weight would have to be increased in order to retain the same payload, but a high¬er gross weight means more drag. The TFE731 3 turbofan produces only 400 pounds more takeoff thrust than does the JT12A 8 turbojet, so there was not a significant amount of extra power to overcome drag.

Ed Swearin¬gen designed a TFE 731 installation for the JetStar. He also warped both ailerons so that the outer portions are biased slightly upward in neutral position to act as “reverse” flaps, thus forcing the inboard section of the wing to carry a greater share of the lifting loads. By designing a new fuel tank below the wing instead of wrapping it around the airfoil, Swearingen was able to reduce the size of the pod without sacrificing any fuel capacity and eliminate all nacelle flow disturbances caused by the tanks.

Wind tunnel studies showed that despite its larger nacelles, the overall drag of the 731 JetStar would be slightly less than that of the original JT12A powered version.

A supplemental type certificate for retro¬fitting Garrett TFE 731 3s to JetStars was granted to AiResearch on June 10, 1976, nearly two years after the aircraft’s first flight. Flight tests had demonstrated that the turbofan 731 JetStar exceeded the performance of its turbojet predecessor in take¬off, rate of climb, initial cruise altitude and cruise speed at altitude. The 731 JetStar will go 2104 nm with full IFR reserves.

Pro¬duction JetStar IIs differs only slightly as, because the aircraft is newly manufactured, the aft fuselage bulk¬heads can be relocated, rather than modified (as they must be on the 731 JetStar), to ac¬commodate the Garrett engines; thus the na¬celle installation is about 175 pounds lighter than the AiResearch arrangement. The first production example (N5527L) of the Lockheed 1329 25 JetStar II 12 seat executive transport made its first flight at Marietta, Georgia on 18 August 1976.

American Aviation Industries, founded 1985 and offered Lockheed JetStar business jet re-engining program as the FanStar.

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Variants:

JetStar I
Original production version, differing from the first prototype by having increased fuel capacity provided by a permanently attached streamlined JuelI tank at mid-span of each wing, de-icing of wing and tail unit leading edges and Pratt & Whitney JT12A-6 engines; a slightly lengthened fuselage provided executive standard accommodation for a crew of two and 10 passengers; late production aircraft had 1497kg thrust JT12A-8 turbojet engines

JetStar 731
Conversion developed by AirResearch, replacing the Pratt & Whitney powerplants of Jet Star I aircraft with more fuel-efficient Garret TFE731-1 turbofan engines; about 60 JetStar Is were converted to this standard

JetStar II
New production version incorporating Garrett TFE731-3 engines as standard and a number of refinements

C-140A
Five aircraft for USAF, similar to early production JetStar Is and equipped for calibration of navigation beacons

C-140B
Convertible cargo/passenger version for USAF, five built; generally similar to C-140A

VC-140B
Designation of six additional production aircraft, generally similar to C-140A, except equipped as VIP transports; the five C-140Bs were also converted to this configuration

Specifications:

Lockheed JetStar II
Engines: 4 x Garrett TFE731-3 turbofans, 1678kg
Max take-off weight: 20185 kg / 44501 lb
Loaded weight: 11294 kg / 24899 lb
Wingspan: 16.59 m / 54 ft 5 in
Length: 18.41 m / 60 ft 5 in
Height: 6.22 m / 20 ft 5 in
Wing area: 50.4 sq.m / 542.50 sq ft
Max. speed: 880 km/h / 547 mph
Ceiling: 13105 m / 43000 ft
Range: 4820 km / 2995 miles

Lockheed 731 Jetstar-6, -8 Jetstar II (Airesearch conversion)
Engines: 4 x Garrett TFE 731 3, 3,700 lbs
Length: 60 ft. 5 in
Height: 20 ft. 5 in
Wingspan: 54 ft. 5 in
Wing area: 542.5 sq. ft
Airfoil: NACA 63A1 12 at root, NACA 63A309 modified at tip
Aspect ratio: 5.27
Passenger seats: 10
Takeoff weight: 43,750 lbs
Operating weight: 24,178 lbs
Useful load: 19,572 lbs
Payload with full fuel: 1,750 lbs
Zero fuel weight: 27,000 lbs
Fuel capacity: 2,640 USG/17,822 lbs
Wing loading: 80.6 lb/sq.ft
Power loading: 2.96 lbs/ft.sq
Baggage area: 104.9 cu.ft
Cabin pressure differential: 8.9 psi
Cabin altitude @ 43,000 ft: 7,500 ft
Balanced field length: 6,250 ft
Takeoff safety speed: 145 knots
Initial rate of climb: 4,200 fpm
Gross takeoff climb rate, one engine out: 2,400 fpm @ 220 kt
Engine out service ceiling: 37,000 ft
Maximum operating altitude: 43,000 ft
Maximum operating Mach: 0.82 M
Maximum cruise: 475 kt / 0.82 M
Normal cruise: 0.76 M
Long range cruise: 438 kt / 0.72 M
Maximum range, 45 minute reserve 2,770 nm
Range max fuel/cruise: 2331 nm/4.9 hr
Range max fuel / range: 2956 nm/ 6.8 hr
Maneuvering speed (@ 20,000 ft. and 35,000 lb): 220 knots
Stall speed, landing configuration: 108 knots
Stall clean: 138 kt.
1.3 Vso: 140 kt
Vmc: 103 kt