View allAll Photos Tagged LOCKHEED
United States Navy Lockheed C-130T Hercules, 165313/JW.
C/n 382-5383.
Shannon 3rd November 2015.
CNV 3503 from VR-62 approaches Rwy 24.
Lens: ZEISS Otus 1.4/55 ZF.2
Camera: Nikon D800
Exposure: ISO 100, f/1.4 at 1/6400s
Processed: LR 5.0
Location: Museum of Flight www.museumofflight.org/
Subject: Lockheed 1049G, 'Super-G'
A scan of a Kodachrome slide that was part of my personal collection
MSN 1065 Lockheed L1011 N31018
TWA
Able to cruise at speeds well in excess of Mach 3, the Blackbird holds the record for the fastest, manned, jet-engined airplane, even although they are no longer flying. Its speed was about 2.5 times faster than Chuck Yeager's when he first broke the 'sound barrier' in the Bell X1. This one now sits quietly in the American Aircraft Museum at IWM Duxford, England.
An early morning at Kloten, Zurich Airport, 1964 December 28th this Lockheed Electra L-188C is finding her way to the runway.
KLM just applied horizontal stripes at the tail, after the cs with diagonal stripes at the tail.
This PH-LLK, with constructionnumber 2017, was named Pallas.
All KLM Electra's in that time wear names of planets.
Delivered to KLM in May 1960 she was sold in March 1968.
This particular aircraft was sold to Universal Airlines as N860U and was converted to a freighter Lockheed L-188CF.
In 1989 she was broken up as N361WS and used for spares.
With her four Allison engines she was very comfortable to fly in, but couldn't hardly compete with the early passenger jets!
KLM was the only carrier in Europe in that time, that used Electra's
After KLM it was only at the second hand market the Electra's came back in the sky, till even in this era with Air Atlantic.
photo frolair
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© ChrisGlobe.co.uk. This image may not be used without permission, visit www.chrisglobe.co.uk/copyright for more information.
I'm alive! I've been quite busy with life and unfortunately building with Lego has been a rare occasion for me, but while away at school I've been playing around with LDD. This is a result of that, and I'm quite happy with how it came out, so I figured I'd share!
I'm still not a fan of using LDD as I much rather build with actual bricks, it makes solving issues much easier, but I made do, and aside from some chunkier fuselage transitions and messy bits around angle transitions, I think it works well. I used Mad Physicist's U-2S as inspiration, borrowing the external canopy appearance and basic exterior fuselage sloping (can't tag him unfortunately). The front and rear landing gear are retractable and fit quite nicely into the fuselage, and the canopy is removable, though not hinged. I opted for a more basic load out, with basic nose cone and no under-wing pods, just because I like the very sleek and clean look it has without all the antennae and what not sticking out! I plan on ordering the parts and building the physical model sometime soon hopefully!
The image is a rendering done through Stud.io.
This, and other images, available for sale by clicking the link
Stock photography by Marco McGinty at Alamy
©Copyright Notice
This photograph and all those within my photostream are protected by copyright. They may not be reproduced, copied, transmitted or manipulated without my written permission.
This is a scan of an original kodachrome slide. It was scanned with an Epson Pro V750, and finished up with very minor post processing work in Photoshop.
The original comes from my own slide collection, which contains both my own photos and those acquired over the past forty or so years collecting.
The uploading of the material in this Flickr collection is just for the purpose of sharing the work with people who may find the content is of interest. Comments are welcomed.
MSN: 5126
TYPE/SRS: Lockheed L1329 JetStar-8
REG'N: N39E
OPERATOR: Transcontinental Gas Pipelines
LOCATION/DATE: Vancouver-YVR
REMARKS:
Catalog #: 15_001478
Title: Lockheed F-117A Nighthawk
Date: 1992
Creation Place: Abbotsford, BC, Canada
ADDITIONAL INFORMATION: Lockheed F-117A Nighthawk
Collection: Charles M. Daniels Collection Photo
Album Name: U.S. Manufacturers IV, G-L
Page #: 86
PUBLIC COMMONS.SOURCE INSTITUTION: San Diego Air and Space Museum Archive
From Wikipedia, the free encyclopedia
Constellation
C-69.jpg
A USAF C-69, the military version of the Constellation
RoleAirliner and transport
ManufacturerLockheed
First flightJanuary 9, 1943
Introduction1943 with USAAF
1945 with TWA
Retired1990s, airline service
1978, military
StatusIn very limited service
Produced1943–1958
Number built856
Developed fromL-044 Excalibur
VariantsL-049 Constellation
C-69 Constellation
L-649 Constellation
L-749 Constellation
L-1049 Super Constellation
C-121/R7V Constellation
R7V-2/YC-121F Constellation
EC-121 Warning Star
L-1649A Starliner
Developed intoLockheed XB-30 (Unbuilt)
The Lockheed Constellation ("Connie") is a propeller-driven, four-engine airliner built by Lockheed Corporation between 1943 and 1958 at Burbank, California. Lockheed built 856 in numerous models—all with the same triple-tail design and dolphin-shaped fuselage. Most were powered by four 18-cylinder Wright R-3350 Duplex-Cyclones. The Constellation was used as a civil airliner and as a military and civilian air transport, seeing service in the Berlin and the Biafran airlifts. The Constellation series was the first pressurized-cabin civil airliner series to go into widespread use. Its pressurized cabin enabled large numbers of commercial passengers to fly well above most bad weather for the first time, thus significantly improving the general safety and ease of air travel.[1] Three of them served as the presidential aircraft for Dwight D. Eisenhower.
Design and development
Initial studies
Lockheed had been working on the L-044 Excalibur, a four-engine, pressurized airliner, since 1937. In 1939, Trans World Airlines (TWA), at the instigation of major stockholder Howard Hughes, requested a 40-passenger transcontinental airliner with a range of 3,500 mi (5,600 km)[2]—well beyond the capabilities of the Excalibur design. TWA's requirements led to the L-049 Constellation, designed by Lockheed engineers including Kelly Johnson and Hall Hibbard.[3] Willis Hawkins, another Lockheed engineer, maintains that the Excalibur program was purely a cover for the Constellation.[4]
Development of the Constellation
The Constellation's wing design was close to that of the Lockheed P-38 Lightning, differing mostly in size.[5] The triple tail kept the aircraft's height low enough to fit in existing hangars,[4] while features included hydraulically boosted controls and a de-icing system used on wing and tail leading edges.[2] The aircraft had a maximum speed of over 375 mph (600 km/h), faster than that of a Japanese Zero fighter, a cruise speed of 340 mph (550 km/h), and a service ceiling of 24,000 ft (7,300 m).[6]
According to Anthony Sampson in Empires of the Sky, Lockheed may have undertaken the intricate design, but Hughes' intercession in the design process drove the concept, shape, capabilities, appearance, and ethos.[7] These rumors were discredited by Johnson. Howard Hughes and Jack Frye confirmed that the rumors were not true in a letter in November 1941.[8]
Operational history
World War II
The first Lockheed Constellation on January 9, 1943
With the onset of World War II, the TWA aircraft entering production were converted to an order for C-69 Constellation military transport aircraft, with 202 aircraft intended for the United States Army Air Forces (USAAF). The first prototype (civil registration NX25600) flew on January 9, 1943, a short ferry hop from Burbank to Muroc Field for testing.[2] Edmund T. "Eddie" Allen, on loan from Boeing, flew left seat, with Lockheed's own Milo Burcham as copilot. Rudy Thoren and Kelly Johnson were also on board.
Lockheed proposed the model L-249 as a long-range bomber. It received the military designation XB-30, but the aircraft was not developed. A plan for a very long-range troop transport, the C-69B (L-349, ordered by Pan Am in 1940 as the L-149),[9] was canceled. A single C-69C (L-549), a 43-seat VIP transport, was built in 1945 at the Lockheed-Burbank plant.
The C-69 was mostly used as a high-speed, long-distance troop transport during the war.[10] A total of 22 C-69s were completed before the end of hostilities, but not all of these entered military service. The USAAF cancelled the remainder of the order in 1945. However, some aircraft remained in USAF service into the 1960s, serving as passenger ferries for the airline that relocated military personnel, wearing the livery of the Military Air Transport Service. At least one of these airplanes had rear-facing passenger seats.
Postwar use
After World War II, the Constellation came into its own as a fast civilian airliner. Aircraft already in production for the USAAF as C-69 transports were finished as civilian airliners, with TWA receiving the first on 1 October 1945. TWA's first transatlantic proving flight departed Washington, D.C., on December 3, 1945, arriving in Paris on December 4 via Gander and Shannon.[2]
TWA transatlantic service started on February 6, 1946 with a New York-Paris flight in a Constellation. On June 17, 1947, Pan American World Airways (Pan Am) opened the first-ever scheduled round-the-world service with their L-749 Clipper America. The famous flight "Pan Am 1" operated until 1982.[citation needed]
As the first pressurized airliner in widespread use, the Constellation helped to usher in affordable and comfortable air travel. Operators of Constellations included TWA, Eastern Air Lines, Pan Am, Air France, BOAC, KLM, Qantas, Lufthansa, Iberia Airlines, Panair do Brasil, TAP Portugal, Trans-Canada Air Lines (later renamed Air Canada), Aer Lingus, VARIG, Cubana de Aviación, and Línea Aeropostal Venezolana, also Avianca the national airline of Colombia.
Records
Sleek and powerful, Constellations set a number of records. On April 17, 1944, the second production C-69, piloted by Howard Hughes and TWA president Jack Frye, flew from Burbank, California, to Washington, D.C., in 6 hours and 57 minutes (about 2,300 miles (3,700 km) at an average 331 miles per hour (533 km/h). On the return trip, the aircraft stopped at Wright Field in Ohio to give Orville Wright his last flight, more than 40 years after his historic first flight near Kitty Hawk, North Carolina. He commented that the Constellation's wingspan was longer than the distance of his first flight.[3]
On September 29, 1957, a TWA L-1649A flew from Los Angeles to London in 18 hours and 32 minutes (about 5,420 miles (8,720 km) at 292 miles per hour (470 km/h). The L-1649A holds the record for the longest-duration, non-stop passenger flight aboard a piston-powered airliner. On TWA's first London-to-San Francisco flight on October 1–2, 1957, the aircraft stayed aloft for 23 hours and 19 minutes (about 5,350 miles (8,610 km) at 229 miles per hour (369 km/h).[citation needed]
Obsolescence
Constellations carried freight in later years, and were used on backup sections of Eastern Airlines' shuttle service between New York, Washington, D.C., and Boston until 1968. Prop airliners were used on overnight freight runs into the 1990s, as their low speed was not an impediment. An Eastern Air Lines Connie holds the record for a New York to Washington, D.C. flight from take off to touchdown in just over 30 minutes. The record was set prior to speed restrictions by the Federal Aviation Administration (FAA) below 10,000 feet (3,000 m).[12]
One of the reasons for the elegant appearance of the aircraft was the fuselage shape, a continuously variable profile with no two bulkheads the same shape. This construction was expensive and was replaced by mostly tube-shaped modern airliners. The tube is more resistant to pressurization changes and cheaper to build.
After ending Constellation production Lockheed chose not to develop a first-generation jetliner, sticking to its military business and production of the turboprop Lockheed L-188 Electra. Lockheed did not build a large passenger aircraft again until its L-1011 Tristar debuted in 1972. While a technological marvel, the L-1011 was a commercial failure, and Lockheed left the commercial airliner business permanently in 1983.[13]
The first purpose-built passenger Constellations were the more powerful L-649 and L-749 (which had more fuel in the outer wings),[9][page needed] L-849 (an unbuilt model to use the R-3350 turbo-compound engines adopted for the L-1049 ), L-949 (an unbuilt, high-density seating-cum-freighter type, what would come to be called a "combi aircraft").[9]
These were followed by the L-1049 Super Constellation (with longer fuselage), L-1149 (proposal to use Allison turbine engines)[9] and L-1249 (similar to L-1149, built as R7V-2/YC-121F),[9] L-1449 (unbuilt proposal for L1049G, stretched 55 in (140 cm), with new wing and turbines)[9] and L-1549 (unbuilt project to stretch L-1449 95 in (240 cm)).[9]
The final civilian variant was the L-1649 Starliner (all new wing and L1049G fuselage).[9]
Military versions included the C-69 and C-121 for the Army Air Forces/Air Force and the R7O R7V-1 (L-1049B) EC-121 WV-1 (L-749A) WV-2 (L-1049B) (widely known as the Willie Victor) and many variant EC-121 designations for the Navy.[15][16]
Operators
See also: List of Lockheed Constellation operators
After TWA's initial order was filled following World War II, customers rapidly accumulated, with over 800 aircraft built. In military service, the U.S. Navy and Air Force operated the EC-121 Warning Star variant until 1978, nearly 40 years after work on the L-049 began. Cubana de Aviación was the first airline in Latin America to operate Super Constellations. Pakistan International Airlines was the first airline from an Asian country to fly the Super Constellation.
USAF - Illinois ANG Lockheed C-130 Hercules over Champaign Illinois doing circuit training at Willard Airport Urbana/Champaign away from its home base at Peoria Illinois.
Private, 1941 built, Lockheed 12A Electra Junior, c/n 1287, reg F-AZLL, painted to simulate the Lockheed 10A Electra NR16020 in which Amelia Earhardt dissapeared on 1937. Seen at La Fertè Alais (LFQQ) during "Les Temps des helices 2022".
This is a scan of an original kodachrome slide. It was scanned with an Epson Pro V750, and finished up with very minor post processing work in Photoshop.
The original comes from my own slide collection, which contains both my own photos and those acquired over the past forty or so years collecting.
The uploading of the material in this Flickr collection is just for the purpose of sharing the work with people who may find the content is of interest. Comments are welcomed.
MSN: 5201
TYPE/SRS: Lockheed L1329 JetStar-2
REG'N: N611Z
OPERATOR: Lockheed Corp.
LOCATION/DATE: Seattle-SEA
REMARKS:
Lockheed-L1011 Tristar-C2 (500) N703CS at Bruntingthorpe, formerly with the RAF until retired in March 2014 when flown into 'Brunty', this particular L1011 built at Palmdale California in 1980 with delivery to PanAm as N509PA acquired by the RAF for conversion in 1984, all six of these trijets still intact but entering their fourth year of storage. If the long drawn out sale to the USA becomes reality three will be used as spares and the remainder used for airborne refuelling missions.
PictionID:43263322 - Title:Lockheed SR-71B 61-7956 NASA 831 [via RJF] - Catalog:17_000308 - Filename:17_000308.tif - ---------Image from the René Francillon Photo Archive. Having had his interest in aviation sparked by being at the receiving end of B-24s bombing occupied France when he was 7-yr old, René Francillon turned aviation into both his vocation and avocation. Most of his professional career was in the United States, working for major aircraft manufacturers and airport planning/design companies. All along, he kept developing a second career as an aviation historian, an activity that led him to author more than 50 books and 400 articles published in the United States, the United Kingdom, France, and elsewhere. Far from “hanging on his spurs,” he plans to remain active as an author well into his eighties.-------PLEASE TAG this image with any information you know about it, so that we can permanently store this data with the original image file in our Digital Asset Management System.--------------SOURCE INSTITUTION: San Diego Air and Space Museum Archive
Thank you for 9 million views, and 17,500+ faves since 2017
The above image is a scan from an original Kodachrome™ slide. The default size is 2000 x 1250 pixels, so clicking on the photo will enlarge it for better viewing.
The original image comes from my slide collection, amassed over the past 40+ years. They are a combination of my own photographs and ones acquired through trades or purchases.
I created this Photostream in 2017 for the purpose of holding my slide collection as an archive, as otherwise they would just remain in binders and boxes, not being enjoyed by anyone, myself included.
Comments are welcome.
Aircraft MSN: 5117
Type & Series: Lockheed JetStar 731
Registration: N210EK
Operator: Del Rayo Racing Stables
Location (when available): Vancouver YVR
Remarks:
My websites:
The Lockheed Constellation ("Connie") is a propeller-driven, four-engined airliner built by Lockheed Corporation between 1943 and 1958 at Burbank, California. 856 were built in numerous models, all with a triple-tail design and dolphin-shaped fuselage and most powered by four 18-cylinder Wright R-3350s. The Constellation was used as a civil airliner and as a military and civil air transport, seeing service in the Berlin Airlift and the Biafran airlift. It was the presidential aircraft for Dwight D. Eisenhower.
The Museum’s Lockheed C-121C (1049F-55-96),is one of thirty-three C-l2lCs delivered to the USAF and the Atlantic Division of the Military Air Transport Service at Charleston AFB, South Carolina.