Lockheed VC-140B JetStar
Lockheed began work on the L-329 in response to a USAF requirement for an executive aircraft and navigation trainer. Although the requirement was cancelled, Lockheed saw an opportunity to break into the executive jet market, and persisted with the design. Though originally intended to be powered by twin Bristol-Siddeley Orpheus turbojets, Lockheed was unable to acquire a license to produce the Orpheus; as a result, the engines were switched to four Pratt and Whitney JT12s to produce the L-1329. Slipper tanks were added to the wings to increase range in the final JetStar design, which first flew in 1961.
The JetStar achieved moderate success. It was faster and more comfortable than most executive jets (the latter due to its deep fuselage), but also heavier, louder and more expensive to operate. The USAF in particular liked the design and bought it as the C-140, which served for almost 30 years; some were deployed to Vietnam and used as "Scatback" fast couriers. Later variants included the JetStar II, which switched out the turbojets for quieter and more fuel efficient turbofans. Though 204 were built, only a comparative few remain in service today due to its weight and expense to operate.
This VC-140B, 62-4200, was assigned to the 58th Military Airlift Squadron, homebased at Ramstein in the 1970s and 1980s. Since it was used by both high-ranking USAF officers and State Department officials, it was painted in the same VIP color scheme as Air Force One and other executive aircraft at the time: white upper fuselage, gold cheatline, and bare metal undersides, with full "United States of America" titling. Of the handful of C-140s based in Europe, a few were later camouflaged in "Europe One" scheme, but most kept the more executive scheme. 62-4200 was retired in 1987 and transferred to the Pima Air Museum around 2000. It was replaced by another VC-140B, and ended up becoming a static art project for a local artist.
Lockheed VC-140B JetStar
Lockheed began work on the L-329 in response to a USAF requirement for an executive aircraft and navigation trainer. Although the requirement was cancelled, Lockheed saw an opportunity to break into the executive jet market, and persisted with the design. Though originally intended to be powered by twin Bristol-Siddeley Orpheus turbojets, Lockheed was unable to acquire a license to produce the Orpheus; as a result, the engines were switched to four Pratt and Whitney JT12s to produce the L-1329. Slipper tanks were added to the wings to increase range in the final JetStar design, which first flew in 1961.
The JetStar achieved moderate success. It was faster and more comfortable than most executive jets (the latter due to its deep fuselage), but also heavier, louder and more expensive to operate. The USAF in particular liked the design and bought it as the C-140, which served for almost 30 years; some were deployed to Vietnam and used as "Scatback" fast couriers. Later variants included the JetStar II, which switched out the turbojets for quieter and more fuel efficient turbofans. Though 204 were built, only a comparative few remain in service today due to its weight and expense to operate.
This VC-140B, 62-4200, was assigned to the 58th Military Airlift Squadron, homebased at Ramstein in the 1970s and 1980s. Since it was used by both high-ranking USAF officers and State Department officials, it was painted in the same VIP color scheme as Air Force One and other executive aircraft at the time: white upper fuselage, gold cheatline, and bare metal undersides, with full "United States of America" titling. Of the handful of C-140s based in Europe, a few were later camouflaged in "Europe One" scheme, but most kept the more executive scheme. 62-4200 was retired in 1987 and transferred to the Pima Air Museum around 2000. It was replaced by another VC-140B, and ended up becoming a static art project for a local artist.