Lockheed Model 18 Lodestar
Introduction
The Lockheed Model 18 Lodestar had a fascination for me from the earliest
days of my interest in aviation. The picture in the book 86 Flugzeugtypen (86 Types of Aircraft)
[1] I received at about the
age of 12 never got out of my mind (see picture 2, right).
That picture exuded a
sort of mystique for me, that lasts until today.
Ernest Gann's description of two ferry flights from USA to Rio
de Janeiro describes exactly the atmosphere I affiliate with
this aircraft [2].
According to my philosophy behind this website which I will
explain in the introduction still in work, I generally will be
very resrictive in quoting technical specifications. These can be looked up
in the sources I quote in the respective notes section. A
typical exception can be found below.
The Lodestar Characterized
Manufacturer was Lockheed Aircraft Corporation, Burbank, USA. Type designation varies from source to source: Just Lodestar,
Model 18 Lodestar, Lockheed 18 (or L-18) Lodestar.
There were three protoypes of the Model 18 Lodestar which were modified Model 14 Super
Electras, the first of which took for its maiden flight in September 1939. The
first production Lodestar still got modifications after
further testing. It was delivered to a private owner on March
1940 and had a checkered career with USAAF, RAF etc. [4]. The second production Lodestar finally entered
service in May 1940 with Mid-Continent Airlines.
It will mean
opening a can of worms evaluating this early history and list
the numerous variants ensuing from various power plants offered.
These facts can be looked up in full detail in René Francillon's "Lockheed Aircraft" [3] and
Peter Marsons' "Lockheed Twins" [4].
Highly recommended works.
Francillon [3] states that "...as most major American carriers
were already committed to DC-3 fleets when the type was
certificated in March 1940, it attracted only limited commercial
orders in the United States.... Fortunately for Lockheed, the
Model 18 was far more successful with foreign customers, both
airlines and governments" [p.190].
...
Lodestars were also bought new resp. impressed by US militatry
forces during the 2nd World War [p191].
Juptner [7] characterizes
the Lockheed Lodestar as follows: "Designed primarily
for high cruising speeds on the shorter runs, the "18" was
especially attractive to smaller airlines, both here and abroad,
and equally as versatile in the field of national and
international business. ... It was a part workhorse and part racehorse
type of airplane. One would think that an airplane
of this type would be a fearful beast, but
such was not the case; as long as its enthusiasm
was guided properly, the "18" was a rather gentle
beast and a three-way favorite - it was loved by the pilots, the
passengers, and operators alike. There is no doubt that hundreds
more of the "Lodestar" could have been sold the world over, but
the bolstering up of our national defense had changed the normal
outlook for this airplane."
Continuing with Francillon [3]:
"At the end of the war surplus Lodestars were already obsolescent
and did not find favor with major carriers. A few did see service
with smaller operators, mostly non-scheduled in the USA and
abroad, but the main outlet for these surplus aircraft was the
executive and corporate market This potential was further
exploited by companies which modified Lodestars to improve their
performance and fitted them with special interiors to meet the
needs of the most demanding customers." [3,pp.196].
Typical such executive conversions were undertaken by Howard
Aero and Lear. For more on Howard's conversions see [W2].
A Howard 250 is shown in picture 4, right.
Daivid Stringer [9] states
that "National would earn the distinction of beeing the only major
airline in the USA never to operate the ubquitous DC-3...[National Airlines president] "... Baker apparantly felt, that
the [DC- ] 21-passenger capacity was too big for his needs.
Instead he decided to buy Lockheed's ultimate twin-engined
airliner, the 14-passenger L-18 Lodestar. Ungainly as [the
interior] appeared the Lodestar's advantage was
speed. It cruised at 220 mph compared to the DC-3's more stately
170 mph". [8]
Natinonal later switched directly to the DC-4.
Regarding the service with National Airways Marson [4]
points out, that the last remainig Lodestars had been withdrawn
from service in 1959. "Thus ended a remarkable 17 years use of
the type by what was then one of the trunk carriers of the USA".
Bibliography
Books, magazines, and websites dealing with the Lockheed
Lodestar are included in the
Notes section.
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Lockheed L-18 Lodestar
Picture 1, above: Lockheed 18 Lodestar. National Airlines.
Fuselage bears the advertizing logo "The Buccaneer Route".
(Bill Larkins Creative Commons
CC
BY-SA 2.0)
Picture 2: Lockheed
18 Lodestar as seen on page 43 of
Fred Anderson's: 86 Flugzeugtypen. [1]
Picture 3: Lockheed
18 Lodestar, James S. Abercrombie Company. Note the tangle
of antennae. (Robert Yarnall Richie via DeGolyer Library, SMU
[W3])
Picture 4 Howard 250 ( Lockheed
18 Lodestar conversion)
N6371C , 10/10/1981, Harlingen - Valley International (HRL /
KHRL), USA (brian
g nichols).
Picture 5:
Lockheed 18
Lodestar N1940S c/n 2509 [W 1]. Capture from a
video I shot at Air Venture Oshkosh on 28. July 1999.
Was for sale. Another view is
here. This Lodestar has been
provided with an the elongated nose. This spoils the elegnat
line of the original Lodestar as to my taste. Much more than
with the Howard 250 in the picture above. That fits more
harmonic in the look-and-feel of the extensive modifiations. (CJK Collection)
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