To meet a US Air Force requirement for an 'off-the-shelf' high-performance light transport, Lockheed developed the Lockheed 1329 JetStar. A clean low-wing monoplane with swept wings and swept tail surfaces, the JetStar was powered in prototype form by two 2200kg thrust Bristol Orpheus 1/5 turbojet engines. The first of two prototypes was flown on 4 September 1957, with flight testing proving satisfactory, but when planned licence-production of the Orpheus engine could not be finalised, Lockheed chose instead to power the initial production version by four 1361kg thrust Pratt & Whitney JT12A-6 engines, mounted in pairs on each side of the rear fuselage. The anticipated military demand failed to materialise in any significant numbers, with the result that the majority of the 204 JetStars that were built, before production ended in 1980, were sold as business/executive aircraft.
JetStar I: original production version, differing from the first prototype by having increased fuel capacity provided by a permanently attached streamlined JuelI tank at mid-span of each wing, de-icing of wing and tail unit leading edges and Pratt & Whitney JT12A-6 engines; a slightly lengthened fuselage provided executive standard accommodation for a crew of two and 10 passengers; late production aircraft had 1497kg thrust JT12A-8 turbojet engines
JetStar 731: conversion developed by AirResearch, replacing the Pratt & Whitney powerplants of Jet Star I aircraft with more fuel-efficient Garret TFE731-1 turbofan engines; about 60 JetStar Is were converted to this standard
JetStar II: new production version incorporating Garrett TFE731-3 engines as standard and a number of refinements
C-140A: five aircraft for USAF, basically similar to early production JetStar Is and equipped for calibration of navigation beacons
C-140B: convertible cargo/passenger version for USAF, five built; otherwise generally similar to C-140A
VC-140B: designation of six additional production aircraft, generally similar to C-140A, except equipped as VIP transports; the five C-140Bs were also converted to this configuration
|A three-view drawing of Lockheed Jetstar II (1280 x 762)|
| MODEL||Lockheed JetStar II|
| ENGINE||4 x Garrett TFE731-3 turbofans, 1678kg|
| Take-off weight||20185 kg||44501 lb|
| Loaded weight||11294 kg||24899 lb|
| Wingspan||16.59 m||54 ft 5 in|
| Length||18.41 m||60 ft 5 in|
| Height||6.22 m||20 ft 5 in|
| Wing area||50.4 m2||542.50 sq ft|
| Max. speed||880 km/h||547 mph|
| Ceiling||13105 m||43000 ft|
| Range||4820 km||2995 miles|
|Dave Clipner, e-mail, 01.06.2015||reply|
Jul 65 to Jul67 was military air traffic controller @ Ramey AFB, Puerto Rico. Controlled many of this aircraft on weekends into and out of base. They were flown by code 7s(COL) abd above. Lots of gulf rounds and they did complete their flight times inbound from Andrews. Good aircraft to control on GCAs just like a fighter except we were a BUFF base(SAC).
|Diego, e-mail, 08.05.2015||reply|
hi, thanks its really useful info, but a want to know whats the decision speed, of Vref for military aircrafts... please :)
|Bob Pitzer, e-mail, 13.01.2015||reply|
Crewmember,flt.mechanic on VC-140B's at Andrews AFB,Md.from 1971 thru 1981. 3000 + hours.Very reliable acft. A very enjoyable assignment.Downside,acft. took lots of fuel.
|Guy Leida, e-mail, 27.02.2014||reply|
COM, F/E L-1329-25. Programed Sperry Turn-100 @ TEB NJ AND FLEW AROUND THE WORLD, WEST BOUND and was off by i/8 mi. on ramp 1/8 mi from transmitter. Trouble free, remote islands,jungle and middle east stops.
|charles xia, e-mail, 25.06.2013||reply|
I'm very interesting. Please call me 949 266 7268
|Carlos Varela, e-mail, 26.11.2012||reply|
Es muy interesante saber su precio de los mas nuevos
|George R. Malone, e-mail, 25.09.2011||reply|
I was lucky enough to take delivery of the five AFCS C-140A's in late 1962 and early 1963. I have flown it all over the world from Robins AFB, Ga, Wiesbaden Air Base Germany, and Clark AB in the Philippines. I showed it in the Paris Air Show in 1963, and was the first pilot to fly a jet into Berlin in 1963. Have flown the German and US Vip models also. A aircraft we flew with pride. I prize all 3000 hours I was priveledged to fly it. An jewel far ahead of its time.
|Dan Lusk, e-mail, 10.06.2011||reply|
I worked on all three versions of this outstanding aircraft in civilian life (-6&8, 731 & JSII). It was made with the maintenance technician in mind. Pilots also loved this remarkable machine.
|Greg Art, e-mail, 09.03.2011||reply|
I flew the 731 JetStar for Conoco Oil Company in the early 80's. What an outstanding airplane. We got instant respect wherever we flew it Worldwide. The JetStar was very comfortable, fast and had a long range after the Garrett 731's were put on it. Truly a jet way ahead of it's time.
|Don Beierwaltes, e-mail, 28.12.2010||reply|
Worked Instruments on the VC-140 when Jimmy Carter hid them at Ramstein AB GE, used mainly for officers wives shopping trips! Fun to work on except for the booties we had to put on our feet!!!
|John, e-mail, 10.11.2010||reply|
Outstanding website!! This tailnumber, 12492, was dedicated to the The Presidential Pilot's Office of the White House Military Office, until acquisition of the C-20A/Gulfsteam III in l984. Flying these old birds was akin to flying a C-141 crammed into 41,500lbs... if you could get it started... and, ah, the memories.
|Wayne E. Claybrook, e-mail, 21.08.2010||reply|
I worked and flew on all the AF Jetstars for 16 years in my 27 years in the USAF. One of the best aircraft I was ever associated with. I flew as flight mechanic/engineer with it in Southeast Aisa, took a few rounds of small arms fire, but kept on chuckin. It was a workhorse for AFCS in SEA.
|Adjetey Marcel, e-mail, 21.04.2010||reply|
Hi,my friend have this aircraft,i am engineer,but you don't know where we can buy a part of this aircraft(manufactur)
|chuck, e-mail, 30.03.2010||reply|
just a short note to simplify the previous comment. the L-1329 was the designation for all jetstars. dash 6, 8 731 and jetstar II's. the original was a 2 engined aircraft before the first four engine version came out, which was a dash 6 not 8. this is a great website.
|mohd, e-mail, 24.07.2009||reply|
thanks alot todd for these information
i want a favour
i want to know the other specifications like :
1) the drag coefficient cd
2) the lift coefficient cL
|Todd Wheaton, e-mail, 22.05.2007||reply|
Great drawing. However, this is the 731 or "Jetstar II". The L-1329 was powered by JT-12's and the engine nacelles were considerably smaller and the fuel tanks, although located in the same region span-wise, were not "slung" under the wing like the 731, but split the wing top to bottom 50/50.
I could use a really good three-view of the Dash-8, or L-1329 Jetstar as the original was known.
Do you have any comments?