TheLockheed Model 12 Electra Junior, more commonly known as theLockheed 12 orL-12, is an eight-seat, six-passenger all-metal twin-engine transport aircraft of the late 1930s designed for use by small airlines, companies, and wealthy private individuals. A smaller version of theLockheed Model 10 Electra, the Lockheed 12 was not popular as an airliner but was widely used as a corporate and government transport. Several were also used for testing new aviation technologies.
Cockpit of a C-40A, a U.S. Army version of the Lockheed 12
After Lockheed had introduced its 10-passenger Model 10 Electra, the company decided to develop a smaller version which would be better suited as a "feeder airliner" or a corporate executive transport.[1] At the same time, the U.S.Bureau of Air Commerce had also sensed the need for a small feeder airliner and announced a design competition for one. In order for a candidate to qualify for the competition, a prototype had to fly by June 30, 1936.[2][3]
Lockheed based its candidate, which it named the Model 12 Electra Junior, around a scaled down Electra. It would carry only six passengers and two pilots but would use the same 450 hp (340 kW)Pratt & Whitney R-985 Wasp Junior SBradial engines as the main Electra version, the 10A.[2] This made it faster than the Electra, with a top speed of 225 mph (362 km/h) at 5,000 ft (1,500 m).[2][4] Like the Electra, the Model 12 had an all-metal structure, trailing-edgewing flaps,[4] low-dragNACA engine cowlings, and two-bladedcontrollable-pitch propellers (later changed toconstant-speed propellers).[3] It also had the Electra's twin tail fins and rudders, which were becoming a Lockheed trademark. Thelanding gear was aconventional tail-dragger arrangement, with the main wheels retracting backwards into the enginenacelles; as was often the case with retractable gear of the period, the wheel bottoms were left exposed in case a wheels-up emergency landing was necessary, or the pilot simply forgot to deploy his novel landing gear.[4]
As in the Electra and theBoeing 247, the Model 12's mainwing spar passed through the passenger cabin; small steps were placed on either side of the spar to ease passenger movement.[4] The cabin had a lavatory in the rear.[4] Although the standard cabin layout was for six passengers, Lockheed also offered roomier, more luxurious layouts for corporate or private owners.[2][4]
The new transport had its first flight on June 27, 1936,[2][3] three days before the competition deadline, at 12:12 PM local time, a time deliberately chosen for the Model 12's number.[2] As it turned out, the other two competition entries, theBeechcraft Model 18 and theBarkley-Grow T8P-1, weren't ready in time for the deadline, so Lockheed won by default. The "Electra Junior" name did not catch on in the way that the original Electra's name had. Most users simply referred to the aircraft by its model number, as the Lockheed 12.[3]
The original Lockheed 12 version, with Wasp Junior engines, was theModel 12A.[4] Almost every Lockheed 12 built was a 12A or derived from the 12A. There was also aModel 12B, using 440 hp (330 kW)Wright R-975-E3 Whirlwind radials, but only two of this model were built.[3] Although Lockheed had also announced a Model 12F, powered byWright R-760 Whirlwind seven-cylinder radials, and a Model 12M, powered by 290 hp (220 kW)Menasco six-cylinderinline engines,[5] neither of these versions reached production.
The Lockheed 12 proved much more popular as a transport for company executives or government officials.[3] Oil and steel companies were among the major users.[3] A number were purchased as military staff transports by theUnited States Army Air Corps, which designated the type as theC-40, and by theUnited States Navy, which used the designationJO, or in one peculiar case,R3O-2. With the arrival ofWorld War II, many civilian Lockheed 12s were requisitioned by the U.S. Army and Navy, Britain'sRoyal Air Force, and theRoyal Canadian Air Force.[13]
Two civil Lockheed 12s ordered byBritish Airways Ltd. were actually intended for covert military reconnaissance flights.[6]Sidney Cotton modified these aircraft for aerial photography and in civilian guise, overflew and surreptitiously photographed many German and Italian military installations during the months preceding World War II.[14][15] One of these G-AFTL has recently been returned to flight in the UK with its most recent display being at IWM Duxford Flying Days: The Americans on 28 July 2023.[16]
The main military user of the Lockheed 12 was theRoyal Netherlands East Indies Army Air Force, which bought 36.[6] Sixteen of these were theModel 212, a version created by Lockheed for training bomber crews, which had a.303 in (7.696 mm) caliber machine gun in an unpowered, partly retractablegun turret on top of the fuselage, a second .303-caliber machine gun fixed in the nose, andbomb racks under the wing center section that could hold eight 100 lb (45 kg) bombs.[1] The other 20 aircraft were transport versions.[3]
Several Lockheed 12s were used as technology testbeds. The U.S.National Advisory Committee for Aeronautics (NACA) bought two, adding a center vertical fin to each of them to test stability improvements. One of the NACA Lockheed 12s was used to test "hot-wing"deicing technology, in which hot exhaust air from the engines was ducted through the wing's leading edge to prevent ice accumulation.[17][18]
Three other Lockheed 12s were used to testtricycle landing gear.[19] These had their normal landing gear replaced by a non-retracting version with a large nosewheel and with the main wheels shifted further back on the engine nacelles.[19] (The tailwheel from the normal conventional gear was retained.[19]) The gear was non-retractable because there wasn't room within the structure to stow it in retracted position.[13] Streamlinedfairings were placed on the gear to reduce drag. One of the tricycle gear Lockheed 12s went to the U.S. Navy as the XJO-3 and performed carrier landing tests on theUSS Lexington to study the suitability of a twin-engined tricycle-gear aircraft for carrier operations.[18][19] Another went to the U.S. Army as the C-40B, and still another was retained by Lockheed for its own testing; both of these were eventually converted back to the normal landing gear configuration.[18][19]
Milo Burcham flew a Lockheed 12A in the 1937Bendix Trophy Race fromBurbank,California toCleveland,Ohio. This 12A had extra fuel tanks in the cabin, allowing it to save time by making the entire 2,043 mi (3,288 km) trip non-stop.[18] The 12A came in fifth at an average speed of 184 mph (296 km/h); this was an impressive performance, since the first and fourth-place winners were both privately ownedSeversky P-35 fighters.[18]
Another Lockheed 12A, owned byRepublic Oil Company and namedThe Texan, was modified by aviatorJimmie Mattern for a round-the-world flight attempt. Mattern filled the 12A's cabin with fuel tanks and removed the cabin windows and door; the crew would enter the aircraft via a cockpit hatch.[18] The aircraft was denied a U.S. permit for the flight following the Earhart incident, but was then pressed into action in September 1937 in a long range search effort forSigizmund Levanevsky, who crashed somewhere between the North pole andBarrow, Alaska. "The Texan" was outfitted as a luxury transport afterward, and lost in a hangar fire in January 1938.[20]
Lockheed built a total of 130 Lockheed 12s, ending production in 1941. With the arrival of World War II, Lockheed concentrated its production efforts on more advanced military aircraft, such as theHudson bomber and theP-38 Lightning twin-engined fighter. The Lockheed 12's market was left to theBeechcraft Model 18, thousands of which would eventually be produced.[4][6]
A number of Lockheed 12s have survived to the present day, mostly in private hands. Several of these are still flying.[21]
Like 12A, but powered by two 440 hp (328 kW)Wright R-975-E3 Whirlwind radial engines.[22][24] This was a normal civil model, but the only two built (serial numbers 1228 and 1249) went to theArgentine Army.[3]
Model 12-25
Last two civilian Model 12's produced (serial numbers 1293 and 1294), same as 12A but with Pratt & Whitney R-985 Wasp Junior SB3 engines.
All of these were based on the Model 12A and used the same engines.
C-40
U.S. Army Air Corps five-passenger transport; prototype (serial 1247) converted from company owned 12A, two others built, redesignatedUC-40 in January 1943.[22][25]
C-40A
U.S. Army Air Corps transport with mixed passenger/cargo interior; 10 built, plus one converted from C-40B, redesignatedUC-40A in January 1943.[22][26]
C-40B
U.S. Army Air Corps testbed for testing fixedtricycle landing gear; one built, converted to a normal C-40A in 1940.[22][27]
C-40D
Eleven civil Model 12As impressed by theU.S. Army Air Forces in 1942, with standard six-passenger interior. RedesignatedUC-40D in January 1943.[22][28]
U.S. Navy testbed with fixed tricycle gear, used for carrier landing tests and airborne radar trials; one built.[22][29]
R3O-2
One civil Model 12A impressed by the U.S. Navy in 1941. (This was an anomalous designation, since the Navy had already used R3O for the Model 10 Electra.)[29][30]
Model 212
Bomber trainer with bomb racks and gun turret atop aft fuselage; prototype (serial 1243, reserialed 212-13) converted from company owned 12A, 16 others built, one prototype and 16 for theRoyal Netherlands East Indies Army Air Force.[22]
Model 12-26
Military transport version of the Model 212; 20 built for the Royal Netherlands East Indies Army Air Force.[3]
Aeronautical Research and Sales Corporation of London (a front for the espionage ofSidney Cotton) One of its aircraft G-AFTL was returned to flight in the UK in 2023
A Royal Netherlands Air Force Lockheed 12A c/n 1306 is on static display at the Soesterberg Nationaal Militair Museum inSoesterberg,Netherlands[36]
A former Royal Netherlands Air Force Lockheed 12-26 c/n 1313 is on static display at Arlanda Flygsamlingar, near Stockholm-Arlanda airport. Swedish airlineAirtaco acquired the aircraft in 1953 for newspaper freights. Registration SE-BXU was reserved but was never accepted into the registry. Donated to Arlanda Flygsamlingar in 1990.[37]
Former British Airways Ltd G-AFTL has been returned to flight in 2023 and is now flown on the UK display circuit.[39]
A former USAAC/RAF lend lease 12a once owned by Sidney Cotton's company Aeronautical and Industrial Research Corporation (G-AGWN) is undergoing static restoration in Parkes, New South Wales, Australia by HARS Parkes Aviation Museum.[citation needed]
A flying model is stationed at genk airport and still fly fairly regularly to airshow around Belgium the Netherland and Germany.
"Villa Electra" Registration NC18130 Serial number 1226 from 25.6.1937 still flying in Germany. Home is the "Art Deco Hangar" at Hannover Airport.
A Lockheed 12 appeared as the French airliner in the climactic final scene from the 1942 filmCasablanca.[42] (The aircraft carries theAir Franceseahorse logo,[43] although Air France did not actually operate the type 12A). A "cut-out" stood in for a real Lockheed 12 in many shots. No real aircraft appeared in the movie. Half and quarter scale models were used instead.[42][N 1]
Lockheed 12s have also appeared in movies as stand-ins for the Electra 10E used byAmelia Earhart in her round-the-world flight attempt. Two played this role in the NBC 1976 TV miniseriesAmelia Earhart,[42] and another did so in the 2009 movieAmelia.[44]
^The real aircraft operating from Casablanca to Lisbon in 1942 was actually aLockheed Model 18 Lodestar, operated by Portuguese company, Aeroportuguesa, the only airline from a neutral country allowed to fly the route.
^"West Indies (Transport Services)."Parliament of the United Kingdom . Retrieved: January 24, 2010. Note: The report is a discussion of West Indies air transport from the April 17, 1946 session of the BritishHouse of Commons.
O'Leary, Michael."Shining Stars (Part Two)."Air Classics, December 2001 Another detailed history of the Lockheed 12. (Note: The online article has combined it with the subarticle: "Junior Bomber".)
"Pentagon Over the Islands: The Thirty-Year History of Indonesian Military Aviation".Air Enthusiast Quarterly (2):154–162. n.d.ISSN0143-5450.
"A Smaller Lockheed 'Twin'."Flight, Volume XXIX, Issue 1415, February 6, 1936, p. 148. Brief announcement and description of the Lockheed 12, published before the type's first flight.
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