Jetstar History
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Manual Lockheed Jetstar Read/Download Roden 1/144 Lockheed VC-140B Jetstar (324). Presidential jet Assembly manual is designed in a form of small black-and-white brochure. On the first page. On serial number. Please refer to the manual for your specific unit to find correct replacement parts. Cessna 206 Lockheed Jetstar C. Manuals of various types are provided to a customer who buys a new car, a tractor, or a bicycle. These manuals tell the customer how to operate, maintain, and inspect the product. When spare parts are available, information is supplied on how to order the parts. Lockheed feels very strongly that with an air vehicle.
Jetstar Prototype, N329J, in its final Lockheed color scheme
Herewith, some Jetstar historical photos, courtesy of Jim Goodall and his friends at the Lockheed Skunk Works Download panasonic owners manual.
The Prototype Jetstar under construction at Burbank, with Kelly Johnsonin the foreground, facing camera. Note the production crew,breaking for lunch, under the airplane!
The first two airplanes, N329J and N329K, were built inBurbank. All the remaining airplanes were built at Lockheed'sMarietta, Georgia plant.
Kelly, and his new airplane
Historic Photo - taken at Edwards AFB before First Flight - 4 Sept 1957Crew for the First Flight: Ray Goudey - Captain - Left Seat
Bob Schumacher - Copilot - Right Seat
Ernie Joiner - Flight Test Engineer
More about Ray here
Close-up of participants
Bob Schumacher - Co-Pilot for First Flight
Ernie Joiner - Flight Test Engineer
Kelly Johnson - Designer and Head of Lockheed Skunk Works
Jim Wood - Edwards AFB Flight Test (USAF)
Tony LeVier - Pilot of P-80 Chase Plane
See the original Data Plates and Certificate of Airworthiness here
I was operating the radio ground station for the first flight. The flite was made from the main base at EAFB where we were operating from the weight hangar.Take off was at precisely 0900 which Kelly had specified about 9 months previously and later admitted that he shorted us on the time.
The chase plane pilot may have been Ray Crandall, I forget after 49 years.
Bob Klinger via Jim GoodallFlying Magazine - October 1958
An early photoNote: Single nose and main gear wheels, no slipper tank, newcolor scheme - one of several (quite a number, actually) used on theairplane.
Classic takeoff from Burbank, Connies in the background
Flying over Southern California mountains
First two Prototypes in flight
Note: Both with twin engine Bristol Orpheus installations. There were only four Orpheus engines ever made - all four flyingin this photo (see below.) N329J Prototype in forground, wingslats extended, no slipper tanks. N329K - second airplane inback, slats up, slipper tanks installed. Second airplane laterretrofitted with standard JT12 four engine installation. Firstairplane retained its twin configuration throughout its life. Slipper tanks from No. 2 were retrofitted to No. 1 when No. 2 gotthe four engine installation, along with a new, larger slipper tankconfiguration. Ultimately, there were three slipper tank configurations. Paint scheme # 3, of many. See some of the paint schemes here.
The standard 4 engine configuration - P&W JT12 engines
The final production configuration
Marketed as the Jetstar II, with four Garrett TFE-731 turbofan engines. Many similar after-market conversions.An Ooops!
This photo of the aircraft beingcraned is obviously at an off airport location. I'm unable to find anyrecords of this in the NTSB accident database, which extends back onlyto 1 Jan 1973. (Perhaps we can get some Lockheed old-timers to shedsome light on this.)
I was able to locate engineteardown reports from Bristol; they pinpointed the accident date as 28April 1962. The airplane had been flying about 90 minutes at 40,000feet. During descent and approach to Burbank, only 50% thrust could beobtained, and the fuel boost pump pressures were noted as zero. Unableto make the field, the airplane was force landed in an open area. Theengines continued to run at idle power throughout the landing.
The teardown reports can be seen here.
The above picture has generated quite a lot of fascinating emails. They discuss who the pilot was that was flying, as well as the exact location of the accident:
![Manual Manual](/uploads/1/2/6/8/126880269/715526536.jpg)
Hi Bob,
I enjoyed your website. My name is Michael B; I'm a dentist in LosAngeles, CA. My father was Charles I. B MD, who was medical directorat Lockheed in Burbank from about 1950 on for over thirty five years. He was very active in aerospace medicne and of course was intimatelyinvolved with all of Lockheed's test pilots during the development ofits many aircraft designed by Kelly Johnson. I have always beeninterested in flying and the history of flight. I have a privatelicense but have not been an active pilot in a number of years but I dohave great interest in anything flight related. I'm contacting you because I came across a webpage from you regardingthe Lockheed Jetstar. You show a picture of the aircraft being cranedout of a field from an off airport landing in 1962 stating that it wasnear the Burbank Airport. I was in 11th grade at the time and wasworking in our backyard in our family home in Northridge, CA. I sawthe aircrft fly in from the West over our house flying very low headingtoward Van Nuys. Of course I recognized it as a Jetstar. The planeturned South and then back West (South of our house) and went downbelow my visible horizon. I quickly got my dad out of the house and wedrove to the crash site. The pilot had landed in a plowed field(developed shopping center today). I'll never forget seeing the lengthand depth of the furrows that the main gear left in the field (I thinkthat he did have the gear down).What irony that one of the first people at the crash site wasLockheed's medical director who also happened to be an expert inaircraft accident investigation! I also recall that the pilot, VernPeterson, lived in our area. Maybe he had prior knowledge of thecondition of the plowed field. Interesting that you think that theNTSB has no record of this incident. I enlarged the photo of the Jetstar crash and I recognizethe Santa Suzana hills in the background verifying that this was thesame Northridge crash that I witnessed from my house. It was not nearBurbank or Sunland but actually west of the Van Nuys airport. FishSalmon probably did visit the crash site as his house was also inNorthridge close to ours. I spent many hours with him in his garagerebuilding my old Matchless motorcycle.
Please let me know if you received my email; I'm a real fan of aviationhistory, especially regarding Lockheed. Via my dad I had the honor ofmeeting Tony Levier, Fish Salmon, and even Col. John Stapp of therocket sled fame.
Regards,
Michael B. DDS
I was examining the picture of the Jetstar being loaded at the forced
landing site in 1962. I remember it well; my 12 year old son witnessed
the landing and was interviewed by newsman Dick Spangler who
was reporting for K G I L Radio in the San Fernando Valley.
The landing site was a recently cleared grapefruit orchard owned
by Richard Mulholland (Brother to the famous Bill Mulholland
The site is Between NORDHOFF (North), the RAIROAD TRACK (South),
TAMPA Street (East), and CORBIN St.(West) in NORTHRIDGE.
I do not remember the approach heading, but the 'plane as it is being
We lived at the point off the tail of the 'plane where you can see a
Hedge-Row of Eucalyptus trees on the North side of NORDHOFF Street.
Hope this bit of history helps.
Steve S.This location today is a big shopping center - the result would have been disaster.You can see the location here.
Hi Bob,
As I was a good friend of Bob Schumacher’s son (Paul), I can tell you that Bob S. was flying the JetStar that made the Sunland ‘off field’ landing. Bob is the one who broke his back, effectively limiting and ending his ‘company’ flying (U2 and SR-71). Bob Schumacher ended up flying a Convair 240 that went from Burbank to Beale AFB to Tonopah everyday (with the SR-71 Technicians). I ended up being stationed at Beale (KC135Q) and I would hop a ride home with Mr. Schumacher every Friday. If my brain can think of more stories I will be glad to email you.
As I was a good friend of Bob Schumacher’s son (Paul), I can tell you that Bob S. was flying the JetStar that made the Sunland ‘off field’ landing. Bob is the one who broke his back, effectively limiting and ending his ‘company’ flying (U2 and SR-71). Bob Schumacher ended up flying a Convair 240 that went from Burbank to Beale AFB to Tonopah everyday (with the SR-71 Technicians). I ended up being stationed at Beale (KC135Q) and I would hop a ride home with Mr. Schumacher every Friday. If my brain can think of more stories I will be glad to email you.
http://www.wvi.com/~sr71webmaster/d21b001.html(Thanks to Eric Toler for this info.)
N329J in her final (and current) paint schemeNote the dual nose wheels and the slipper tank off No. 2 airplane. Solution manual download site. See N329J today
Comments and more photos or information? - write me.Some interesting factoids:
The pilot of the first flight, Ray Goudey, was also the pilot for the last.
The following directly from Ray, to Jim Goodall, in response to this webpage:
Jetstar first flight -- pilot - Ray Goudey; second seat - Bob Schumacher; flight engineer - Ernie Joiner
Final flight to BC -- pilot - Ray Goudey; second seat - Ralph Kelly; crew chief - Don Bailey; passengers Kelly Johnson and others (Bill Park may have been with us, but I don't remember).
Failed engine -- After take off from Burbank, the left engine failed (sudden stoppage - later found the engine came apart inside). The safest landing option was Van Nuys. The brakes were OK. We landed at Van Nuys with no further problems.
Final flight info -- We landed at Abbottsford for the air show. After the air show, we flew to BC. On the way to BC, I had a little fun and did an aileron slow roll. I several times demonstrated in the Jetstar a slow roll with positive G's that allowed someone to pour coffee without spilling a drop.
I will try to locate the data I have on the last flight as well as any other information I have on the Jetstar and forward to anyone interested.
Ray Goudey
See Ray's revisit to the Jetstar Prototype airplane on May 18, 2006 here.
See Ray's revisit to the Jetstar Prototype airplane on May 18, 2006 here.
From Alan Brown, Director of Stealth Technology while at the Lockheed Skunk Works to Jim Goodall:
The reason is that I was on the last flight of the Jetstar as a Lockheed business jet when it lost the port engine on take-off. Ray Goudy, an ex-Lockheed test pilot, was in charge of the airplane, and the passenger list was something of a Who's Who of military aviation, all seated in order of importance from front to back. Up front were Kelly Johnson and 4-star General Al Slay, head of Systems Command. Then came Ben Rich with another four-star, Bob Dixon, who was head of TAC. Norm Nelson, our then program manager for Have Blue was on board, and I believe Col. Ken Staten. I know that the list was finalized by Captain Jack Twigg, the Air Force program manager for the Have Blue, and myself sitting in the two back seats.
We were at about 100 feet altitude, having taken off heading south from Burbank airport, when there was a god-almighty bang just to the left of Jack Twigg's ear. We were still in a state of shock when Kelly came bounding down the aisle, recognizing that we had blown a turbine wheel, and anxious to see if any of the hydraulic lines to the rudder and elevator had been severed. At the same time Ray Goudy put the airplane into what seemed like a right-turning knife edge, obviously recognizing that he had to land as quickly as possible, and that the Burbank runway probably wasn't long enough for an emergency landing. Kelly was satisfied, and went back to his seat, while I was looking down at houses and swimming pools in North Hollywood, having just passed over the Burbank cemetery!
It's interesting to note what passes through your mind at times like these. My first thought was that with my luck I'd probably pitch into the deep end of one of those swimming pools, and I'm not a very good swimmer! My next thought was that at least I'd make the front page of the L.A. Times. The paragraph would start, 'Famous airplane designer killed in air crash over Burbank together with senior Air Force Generals' and finish with 'among the other passengers were Captain Jack Twigg and Lockheed engineer Alan Brown'! Anyway, while this brief reverie was going through my mind, Ray had got the airplane flying right side up, and heading for Van Nuys airport. Kelly reminded Ray that as this was the prototype airplane, it probably still had the anti-spin parachute fitted from flight test days, and he might want to use it as an aircraft brake on landing. The reason for this thought was that the hydraulic brakes were normally actuated from the port engine auxiliary gearbox, and of course that was now lost.
So Ray brought the airplane into the north end of the main Van Nuys runway, deployed the spin chute as we crossed the end of the field, and brought the airplane to rest just in front of the main general aviation arrival station. Then we all sauntered out, all casual, as if we did this sort of thing every day!
As a postscript, Ray's girlfriend, Sue, ran the dispatch office for Lockheed's business aircraft, and was standing outside with one of the other pilots when she saw the huge puff of black smoke coming pouring out of the port engine. She was suitably scared to death, but the pilot standing next to her assured her that was quite normal and not to worry!
Hope this little bit of history is of interest.
Alan Brown.Engines© Copyright 2006 - 2010 Robert A. Bogash. All Rights Reserved
Comments and more photos or information? - write me.
Ray Goudey and Alan Brown comments via Jim Goodall.
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Lockheed L-1329 JetStar
Corporate Jet
The Lockheed L-1329 JetStar is a four-engine corporate jet aircraft for eight to ten passengers produced by the US-American manufacturer Lockheed Corporation. The designation of the JetStar in US Air Force service is C-140.
Crew | 2 | |
Passengers | 8-10, max. 17 |
Propulsion | 4 Turbofan Engines | |
Engine Model | Garrett TFE731-3 | |
Engine Power (each) | 16,5 kN | 3700 lbf |
Speed | 880 km/h | 475 kts 547 mph |
Service Ceiling | 13.106 m | 43.000 ft |
Range | 4.821 km | 2.603 NM 2.995 mi. |
Empty Weight | 11.294 kg | 24.899 lbs |
max. Takeoff Weight | 20.185 kg | 44.500 lbs |
Lockheed Jetstar Service Manual Pdf Download Free
Wing Span | 16,59 m | 54 ft 5 in |
Wing Area | 50,4 m² | 543 ft² |
Length | 18,41 m | 60 ft 5 in |
Height | 6,22 m | 20 ft 5 in |
First Flight | 04.09.1957 | |
Production Status | out of production | |
Production Range | 1961-1979 | |
Total Production | 204 |
ICAO Code | L29A L29B | |
FAA TCDS | 2A15 | |
Data for (Version) | Lockheed L-1329 JetStar II | |
Variants | JetStar I, JetStar II, JetStar 731, C-140A, C-140B, VC-140B |
Lockheed Jetstar Service Manual Pdf Download Windows 7
[Photo-ID: 5822] © Karsten Palt 2012-06-10 | |
Lockheed C-140A JetStar (L-1329) NASA Reg.: N814NA c/n: 5003 | |
Joe Davies Heritage Airpark Plant 42 [Palmdale, CA] |
[Photo-ID: 5823] © Karsten Palt 2012-06-10 | |
Lockheed C-140A JetStar (L-1329) NASA Reg.: N814NA c/n: 5003 | |
Joe Davies Heritage Airpark Plant 42 [Palmdale, CA] |
[Photo-ID: 5824] © Karsten Palt 2012-06-10 | |
Lockheed C-140A JetStar (L-1329) NASA Reg.: N814NA c/n: 5003 | |
Joe Davies Heritage Airpark Plant 42 [Palmdale, CA] |
Ford Service Manual Pdf
[Photo-ID: 11108] © Karsten Palt 2015-06-03 | |
Lockheed VC-140B JetStar (L-1329) United States Air Force (USAF) Reg.: 61-2489 c/n: 5022 | |
Pima Air and Space Museum [Tucson, AZ] |
Honda Service Manual Pdf
[Photo-ID: 11109] © Karsten Palt 2015-06-03 | |
Lockheed VC-140B JetStar (L-1329) United States Air Force (USAF) Reg.: 61-2489 c/n: 5022 | |
Pima Air and Space Museum [Tucson, AZ] |