TheLockheed Model 18 Lodestar is an American passenger transport aircraft of theWorld War II era, developed as part of the Model 10 Electra family, specifically from theLockheed Model 14 Super Electra.
Sales of the 10–14 passengerLockheed Model 14 Super Electra, which first flew in 1937, had proved disappointing, despite the aircraft's excellent performance. It was more expensive to operate than the largerDouglas 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 byNorthwest Airlines after a series of crashes. The modified aircraft first flew in this form on 21 September 1939, another two prototypes being converted from Model 14s, with the first newly built Model 18 flying on 2 February 1940.[4]
A total of 625 Lodestars of all variants were built.
Lockheed LodestarLockheed Model 18 Lodestar overHouston, 1947 or 1948
The Lodestar received itsType certificate on 30 March 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 beingSouth African Airways (21),New Zealand National Airways Corporation (13),Trans-Canada Air Lines (12) andBOAC (9); another 29 were bought by theRoyal Netherlands East Indies Army Air Force. VariousPratt & Whitney andWright Cyclone powerplants were installed.
When theUnited 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 theU.S. Army Air Forces as theC-60 and by theU.S. Navy andU.S. Marine Corps as theR5O. Lend-lease aircraft were used by theRNZAF as transports.
One was purchased in 1942 to serve as Brazilian PresidentGetúlio Vargas' personal aircraft. This aircraft was specially designed for that purpose and had 11 seats.
Howard 250 Lodestar conversion fitted with tri-gear. AtOpa Locka Airport nearMiami in 1981
After the war many Lodestars were overhauled and returned to civilian service, mostly as executive transports such as Dallas Aero Service'sDAS Dalaero conversion,Bill Lear'sLearstar (produced by PacAero), and Howard Aero'sHoward 250.[7][8] A few of the latter were converted to tricycle landing gear.
While the survivingNew Zealand NZNAC aircraft were sold back overseas in 1951/52, six more were later imported and converted foraerial topdressing.
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 theUnited States Coast Guard (USCG).[14]
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. The USCG acquired four in late 1942.[14]
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] Three were acquired by the USCG in late 1942.[14]
R5O-6
Navy version of the C-60A for theUS Marine Corps, equipped with 18 paratroop seats; 35 built.[13]
On the 28th of March 1941 aSouth African Airways Lockheed Lodestar, on a flight from Windhoek to Cape Town flew into a cliff next to the sea near Baboon Point close toElands Bay, in thick mist, with total loss of life of all on board (pilot and six passengers). Notable amongst the passengers was Rear Admiral GW Hallifax, who was the first director of the South African Seaward Defence Force, the forerunner of theSouth African Navy. Some parts of the wreckage are on display at theElands Bay Museum.[21]
On 5 January 1948, aSouth African Airways Lockheed Model 18 Lodestar (registration ZS-ASW) touched down atPalmietfontein too far along the runway for it to stop before running off the end. The undercarriage was ripped off and the hull damaged beyond repair. There were light injuries to passengers but no fatalities.[22]
In January 1943, Lockheed Lodestar Mk.II EW986,[30] c/n 2154, in the service of theRoyal Air Force, overshot and crashed 3 km south ofHeliopolis, Egypt. At least 12 crew members and passengers died in the crash.[30] A cause of the accident was not determined. Among those killed were Air Vice-MarshalWilfred Ashton McClaughry, CB, DSO, MC, DFC and Lady Rosalinde Tedder née MacLardy, wife of Marshal of the Royal Air ForceArthur William Tedder, 1st Baron Tedder, GCB.[30]
In 1949, a Lockheed Lodestar in airline service inAustralia crashed immediately after takeoff. All 21 occupants died in the crash or the ensuingconflagration. The cause of the accident was determined to be that the center of gravity was behind the rear limit. It is also likely the elevatortrim tab was set for landing rather than takeoff.[31]
On 10 April 1953, a Caribbean International Airways operated Lockheed Lodestar (registration VP-JBC) with airline owner, Royal Air Force officer and aviatorOwen Roberts, as its pilot in command, suffered engine failure during takeoff fromPalisadoes Airport. The plane then entered a banking turn and went down in theCaribbean Sea nearLime Cay. All but one of the 14 occupants were killed in the crash, including Roberts, and leaving Roberts’ brother-in-law, Edward Remington Hobbs, assole survivor.[32]
On 22 March 1958,Mike Todd's private plane Lucky Liz, named after his wifeElizabeth Taylor, crashed nearGrants, 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.[34]
On 4 September 1962, a Lockheed 18-56-24 Lodestar operated by the Ashland Oil and Refining Company crashed nearLake Milton, Ohio. The flight was in-route toAshland 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 elevatortrim tab, which caused the loss of the plane's right wing during flight.[35]
On 21 August 1983, a Lockheed L-18 LEARStar operated by Landry Aviation, Inc. crashed nearSilvana, 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.[36]
c/n 18-2006 – L18-56 on static display at theFinnish Aviation Museum inHelsinki.[45] It was previously registered as OH-VKU, N9955F, N9965F, and F-ARTF.[46]
c/n 18-2020 – C-60 on static display at theMuseum 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 theBritish 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 anaerial topdresser and given the registration ZK-BVE. It was damaged in a wheels up landing in 1969.[47][48][49]
c/n 18-2152 – C-60 under restoration with the Gisborne Aviation Preservation Society inGisborne. 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 atGisborne Airport from 1973 to 1998.[50][51][49]
^ "Civil Aircraft Register – South Africa". Golden Years of Aviation. Archived from the original on 7 January 2009. "Accident Junkers W.34fi ZS-AEC". Aviation Safety Network. Archived from the original on 24 October 2012. Retrieved 12 June 2009.
^Pereira, Aldo (1987).Breve História da Aviação Comercial Brasileira (in Portuguese). Rio de Janeiro: Europa. p. 338.
^Germano da Silva, Carlos Ari César (2008). "Serra da Cantareira".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. 37–41.ISBN978-85-7430-760-2.
^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.ISBN978-85-7430-760-2.
^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.ISBN978-85-7430-760-2.
^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.ISBN978-85-7430-760-2.
^"Lockheed Lodestar - N31G".1940 Air Terminal Museum. Houston Aeronautical Heritage Society. Archived fromthe original on 1 February 2017. Retrieved12 December 2016.
^"FAA REGISTRY [N41CW]".Federal Aviation Administration. U.S. Department of Transportation. Archived fromthe original on 4 April 2017. Retrieved4 April 2017.
^"FAA REGISTRY [N30N]".Federal Aviation Administration. U.S. Department of Transportation. Archived fromthe original on 20 December 2016. Retrieved12 December 2016.
^"C-60 Lodestar".Commemorative Air Force Houston Wing. Commemorative Air Force, Inc. Retrieved13 December 2016.
^"FAA REGISTRY [N60JT]".Federal Aviation Administration. U.S. Department of Transportation. Archived fromthe original on 20 December 2016. Retrieved13 December 2016.
^"N1940S"(PDF).Mid America Flight Museum. Archived fromthe original(PDF) on 3 March 2017. Retrieved3 March 2017.
^"FAA REGISTRY [N1940S]".Federal Aviation Administration. U.S. Department of Transportation. Archived fromthe original on 3 March 2017. Retrieved3 March 2017.
^"Lockheed C-60A Lodestar".National Museum of the US Air Force. 10 April 2015. Retrieved12 December 2016.
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