American passenger transport aircraft of the World War II era
The Lockheed Model 18 Lodestar is a passenger transport aircraft of the World War II era, developed as part of the Model 10 Electra family; developed from the Lockheed Model 14 Super Electra.
Design and development
Sales of the 10–14 passenger Lockheed Model 14 Super Electra, which first flew in 1937, had proved disappointing, despite the aircraft's excellent performance, as it was more expensive to operate than the larger Douglas DC-3, already in widespread use.[2] In order to improve the type's economics, Lockheed decided to stretch the aircraft's fuselage by 5 feet 6 inches (1.68 m), allowing an extra two rows of seats to be fitted.[3]
The prototype for the revised airliner, designated Model 18 by Lockheed, was converted from the fourth Model 14, one of a batch which had been returned to the manufacturer by Northwest Airlines after a series of crashes. The modified aircraft first flew in this form on September 21, 1939, another two prototypes being converted from Model 14s, with the first newly built Model 18 flying on February 2, 1940.[4]
A total of 625 Lodestars of all variants were built.
Operational history
The Lodestar received its Type certificate on March 30, 1940, allowing it to enter service with the first customer, Mid-Continent Airlines that month.[5] As hoped, the extra seats greatly improved the Model 18's economics, reducing its seat-mile costs to a similar level to that of the DC-3, while retaining superior performance. Despite this, sales to US domestic customers were relatively slow as most US airlines were already committed to the DC-3, with only 31 Lodestars going to US airlines.[6] Overseas sales were a little better, with the biggest airline customers being South African Airways (21), New Zealand National Airways Corporation (13), Trans-Canada Air Lines (12) and BOAC (9); another 29 were bought by the Royal Netherlands East Indies Army Air Force. Various Pratt & Whitney and Wright Cyclone powerplants were installed.
When the United States started to build up its military air strength in 1940–41, many American-operated Lodestars were impressed as the C-56. This was followed by the construction of many new-build Lodestars which were flown by the U.S. Army Air Forces as the C-60 and by the U.S. Navy and U.S. Marine Corps as the R5O. Lend-lease aircraft were used by the RNZAF as transports.
One was purchased in 1942 to serve as Brazilian President Getúlio Vargas' personal aircraft. This aircraft was specially designed for that purpose and had 11 seats.
After the war many Lodestars were overhauled and returned to civilian service, mostly as executive transports such as Dallas Aero Service's DAS Dalaero conversion, Bill Lear's Learstar (produced by PacAero), and Howard Aero's Howard 250.[7][8] A few of the latter were converted to tricycle landing gear.
While the surviving New Zealand NZNAC aircraft were sold back overseas in 1951/52, six more were later imported and converted for aerial topdressing.
Based on Model 18-08 fitted for trooping; seven aircraft built.[13]
C-57C
Repowered C-60A with Pratt & Whitney R-1830-51 engines; three aircraft converted.[13]
C-57D
Repowered C-57C with Pratt & Whitney R-1830-92 engines; one aircraft converted.[13]
C-59
Based on Model 18-07 powered by Pratt & Whitney R-1690-25 Hornet engines; 10 aircraft built, transferred to Royal Air Force as Lodestar IA.
C-60
Model 18-56 powered by Wright R-1820-87 engines; 36 aircraft built, some transferred to RAF as Lodestar II.
C-60A
As the C-60 but fitted out as a paratroop transport powered by Pratt & Whitney R-1830 Twin Wasp engines; 325 aircraft built.[13]
XC-60B
One C-60A fitted with experimental de-icing equipment.[13]
C-60C
Proposed 21-seat troop transport aircraft, never built.
C-66
Powered by Wright R-1820-87 engines; one aircraft built, 11-passenger interior for transfer to the Brazilian Air Force.[13]
C-104
Original designation for C-60C
US Navy Lodestars
XR5O-1
One Model 18-07 acquired for evaluation powered by 1,200 hp (895 kW) Wright R-1820-40 engines.[13]
R5O-1
Staff transport powered by 1,200 hp (895 kW) Wright R-1820-97 engines; three aircraft built, two for the USN and one for the United States Coast Guard.
R5O-2
Navy version of the C-59 powered by 850 hp (634 kW) Pratt & Whitney R-1690-25 engines; one aircraft built.
R5O-3
Powered by 1,200 hp (895 kW) Pratt & Whitney R-1830-34A engines. Originally 4-seater VIP transports; three aircraft built.
R5O-4
Powered by 1,200 hp (895 kW) Wright R-1820-40 engines. Impressed. 7-seater staff transports; 12 aircraft built.
R5O-5
Navy version of the C-60 powered by 1,200 hp (895 kW) Wright R-1820-40 engines. Similar to the R5O-4 but had 14-seats; 38 aircraft built and three former NEIAF aircraft.[13]
R5O-6
Navy version of the C-60A for the US Marine Corps, equipped with 18 paratroop seats; 35 built.[13]
Between 1941 and 1944, the Panair do Brasil airline suffered 4 accidents involving the Lodestar which resulted in a total of 57 fatalities.[20][21][22][23][24][25][26]
In January 1943, Lockheed Lodestar Mk.II EW986,[27] c/n 2154, in the service of the Royal Air Force, overshot and crashed 3 km south of Heliopolis, Egypt. At least 12 crew members and passengers died in the crash.[27] A cause of the accident was not determined. Among those killed were Air Vice-Marshal Wilfred Ashton McClaughry, CB, DSO, MC, DFC and Lady Rosalinde Tedder née MacLardy, wife of Marshal of the Royal Air Force Arthur William Tedder, 1st Baron Tedder, GCB.[27]
In 1949, a Lockheed Lodestar in airline service in Australia crashed immediately after takeoff. All 21 occupants died in the crash or the ensuing conflagration. The cause of the accident was determined to be that the center of gravity was behind the rear limit. It is also likely the elevator trim tab was set for landing rather than takeoff.[28]
On March 22, 1958, Mike Todd's private plane Lucky Liz, named after his wife Elizabeth Taylor, crashed near Grants, New Mexico. The plane, a twin-engine Lockheed Lodestar, suffered engine failure while being flown overloaded, in icing conditions at too-high an altitude for the loading. The plane went out of control and crashed, killing all four on board.[citation needed]
On September 4, 1962, a Lockheed 18-56-24 Lodestar operated by the Ashland Oil and Refining Company crashed near Lake Milton, Ohio. The flight was in-route to Ashland Regional Airport (KDWU) from Buffalo Airport, NY. Eleven passengers and two crew-members were killed. Investigation determined the crash a result of a malfunction of the electric elevator trim tab, which caused the loss of the plane's right wing during flight.[30]
On August 21, 1983, a Lockheed L-18 LEARStar operated by Landry Aviation, Inc. crashed near Silvana, Washington. The flight was a planned parachute drop carrying two pilots and 22 parachutists. Nine parachutists and two crew-members were killed while 13 were able to parachute to safety after the pilots lost control and entered a vertical descent from 12,500 feet. Investigation determined the crash a result of a failure of the operator and pilot-in-command to assure proper load distribution during the parachute drop.[31]
c/n 18-2006 – L18-56 on static display at the Finnish Aviation Museum in Helsinki.[40] It was previously registered as OH-VKU, N9955F, N9965F, and F-ARTF.[41]
New Zealand
c/n 18-2020 – C-60 on static display at the Museum of Transport & Technology, Auckland. It was built for United Airlines in October 1940 and registered as NC25630. It was impressed into United States Army Air Forces with the serial number 42-53504. In September 1941 it was transferred to the Royal Air Force as AX756. Next, it was operated as G-AGCN by the British Overseas Airways Corporation in East Africa. After serving with the Spanish Air Force, it was sold back to the United States where it was registered as N9933F. Sold again to FieldAir in either 1957 or 1958 it was converted to an aerial topdresser and given the registration ZK-BVE. It was damaged in a wheels up landing in 1969.[42][43][44]
c/n 18-2152 – C-60 under restoration with the Gisborne Aviation Preservation Society in Gisborne. It was previously operated by the Royal Air Force as EW984 and Spanish Air Force. Sold to civilian ownership, it was first registered in the United States as N9930F in 1955. It was converted to an aerial topdresser by Fieldair in 1957 and registered as ZK-BUV. It was a gate guardian at Gisborne Airport from 1973 to 1998.[45][46][44]
c/n 18-2349 – C-60 on static display at the Museo Aeronáutico Jaime Meregalli at Carrasco Airport near Montevideo.[78][79][80] It was seized as a smuggler in the 1980s.[citation needed]
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^Germano da Silva, Carlos Ari César (2008). "Uma desgraça nunca vem só". O rastro da bruxa: história da aviação comercial brasileira no século XX através dos seus acidentes 1928-1996 (in Portuguese) (2 ed.). Porto Alegre: EDIPUCRS. pp. 49–53. ISBN 978-85-7430-760-2.
^"Accident description PP-PBI". Aviation Safety Network. Retrieved August 17, 2011.
^Germano da Silva, Carlos Ari César (2008). "Alternativa derradeira". O rastro da bruxa: história da aviação comercial brasileira no século XX através dos seus acidentes 1928-1996 (in Portuguese) (2 ed.). Porto Alegre: EDIPUCRS. pp. 66–68. ISBN 978-85-7430-760-2.
^"Accident description PP-PBH". Aviation Safety Network. Archived from the original on July 7, 2012. Retrieved June 9, 2011.
^Germano da Silva, Carlos Ari César (2008). "Mais um Lodestar". O rastro da bruxa: história da aviação comercial brasileira no século XX através dos seus acidentes 1928-1996 (in Portuguese) (2 ed.). Porto Alegre: EDIPUCRS. pp. 69–72. ISBN 978-85-7430-760-2.
^ a b cRecord for EW986 on lostaircraft.com
^Job, Macarthur. "Horror at Coolangatta." Archived 2012-03-26 at the Wayback MachineFlight Safety Australia, via casa.gov.au, November–December 1999, p. 47. Retrieved: December 5, 2011.
^May, Bill. "Lockheed Lodestar 18-08 CF-TCY". Canadian Museum of Flight. Retrieved 12 December 2016.
^"Museum of Flight says 'thanks' to UFV for plane restoration project". BC Association of Institutes & Universities. BCAIU. 13 January 2011. Retrieved 12 December 2016.
^Tenby, Henry (1 February 2015). "Trans Canada Airlines Lockheed Lodestar CF-TCY Restoration". Henry Tenby. Retrieved 12 December 2016.
^"Aircraft CF-TCY Data". Airport-Data.com. Retrieved 12 December 2016.
^"Aviation". Reynolds Museum. Government of Alberta. Retrieved 1 December 2019.
^"LOCKHEED 18-07 LODESTAR". Ilmailumuseo Flygmuseum (in Finnish). Suomen ilmailumuseo. 22 May 2015. Retrieved 12 December 2016.
^"Lockheed L-18-56 Lodestar". Ilmailumuseot.fi (in Finnish). Retrieved 12 December 2016.
^"AVIATION". Museum of Transport and Technology. MOTAT. Archived from the original on 13 November 2016. Retrieved 13 December 2016.
^Wesley, Richard (23 December 2007). "Lockheed 19 Lodestar". MOTAT Aircraft Collection. Blogger. Retrieved 13 December 2016.
^ a b cTreweek, Phillip (19 September 1998). "Lockheed (Model 18) C-60 Lodestar". Kiwi Aircraft Images. Retrieved 13 December 2016.
^"[Data Sheet]". Gisborne Aviation Preservation Society. Retrieved 12 December 2016.
^"FAA REGISTRY [N631LS]". Federal Aviation Administration. U.S. Department of Transportation. Retrieved 1 January 2020.
^"Lockheed Lodestar - N31G". 1940 Air Terminal Museum. Houston Aeronautical Heritage Society. Archived from the original on 1 February 2017. Retrieved 12 December 2016.
Andrade, John. U.S. Military Aircraft Designations and Serial, since 1909. Hersham, Surrey, UK: Midland Counties Publications, 1979. ISBN 0-904597-22-9.
Francillon, René J. (1982). Lockheed Aircraft since 1913. London: Putnam & Company. ISBN 0-370-30329-6..
Stanaway, John C. Vega Ventura: The Operational Story of Lockheed's Lucky Star. Atglen, PA: Schiffer Publishing, 2000. ISBN 0-7643-0087-3.
Stitt, Robert M. (July–August 2002). "Round-out". Air Enthusiast. No. 100. p. 75. ISSN 0143-5450.
Taylor, John W. R. Jane's All The World's Aircraft 1965-66. London: Sampson Low, Marston, 1965.
External links
Media related to Lockheed Model 18 Lodestar at Wikimedia Commons
Manual de serviço do Lockheed-Lodestar – The Museum of Flight Digital Collections