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Allan Haines Lockheed (né Allan Haines Loughead; January 20, 1889 – May 26, 1969) was an American aviation engineer and businessman. He formed the Alco Hydro-Aeroplane Company along with his brother, Malcolm Loughead, which became Lockheed Corporation.[1]

Key Information

Loughead changed his name during 1934 to Allan Lockheed, the phonetic spelling of his family name, to avoid spelling confusion. He went on to begin two other aircraft manufacturing companies in the 1930s. He focused on real estate between the 1940s to 1960s.[2]

Early life

[edit]

During 1889, Loughead's birth occurred born in Niles, California, in 1889.[3]

Flora Haines Loughead was a well-known novelist and journalist.[4] The Loughead brothers attended elementary school only, but were mechanically inclined from an early age.[4] He worked as a mechanic in San Francisco during the early 1900s.[3] By 1909, he was driving race cars.[4]

Early experience with aviation

[edit]

Loughead began his aviation experience with the Curtiss Model D as an employee for James E. Plew.[3] Allan and Malcolm Loughead installed a 2-cylinder, 12 hp motor on the Montgomery glider with Victor as engineer.[4][5] During 1910, he became a pilot.[3]

The Curtiss pusher was powered by a 30 hp engine.[6]

When Plew withdrew from aviation after two of his planes were wrecked and a student killed, Loughead became a flight instructor with the International Aeroplane Manufacturing Company in Chicago, and put on aerial exhibitions for 25% of the gate receipts. Later he said: "I was really rich the first week out. I made something like $850."[3] During an exhibition at Hoopeston, Illinois, his rain-soaked airplane failed to climb enough and was entangled in telephone wires.[3] At that point, he decided to build a better aircraft so he could collect all of the gate receipts.[3]

Alco Hydro-Aeroplane Company

[edit]

Loughead returned to San Francisco in 1912 and went to work as an auto mechanic.[3] There, he and his brother Malcolm spent their spare time building a three-place seaplane to operate from San Francisco Bay.[3] They constantly ran out of money until they convinced Max Mamlock of the Alco Cab Company to invest $4,000 in the plane.[3] Finally, after 18 months, their Model G was christened the ALCO NO. 1 in 1913, and Allan Loughead made a successful flight in it from the waters of the Golden Gate entrance to San Francisco Bay.[3]

That first flight was on June 15, 1913. The flight reached an altitude of 300 feet and a speed of 60 miles per hour. Allan then returned to take Malcolm for a ride. The Model G made three flights that day.[7]

Allan Lockheed recalled in 1942 that the Model G was built mostly with hand tools and called the aircraft "one of the first successful three place tractor seaplanes in the United States."[6]

While the Model G, the first plane to bear the Loughead (Lockheed) name, was far ahead of its time, few would pay $10 to fly in it.[3] Mamlock soon lost his enthusiasm for aviation and seized the plane.[3] He told the Lougheads if they wanted it back, they would have to repay his $4,000.[3] Consequently, in the hopes of striking it rich, the Loughead brothers spent two unsuccessful years prospecting in California's gold country.[3]

With the financial aid of Alaskan pioneer Paul Meyer, Allan and Malcolm Loughead bought the Model G back in 1915 and opened a flying concession at the Panama–Pacific International Exposition in San Francisco.[3] In five months, they took 600 paying passengers aloft and netted $4,000.[3] Henry Ford was one person who turned down a ride, saying, "I would not take even a straightaway flight four feet above the bay in anybody's aeroplane for all the money in California."[6]

In early 1916, the Loughead brothers moved the operation to Santa Barbara, where they were swamped by people wanting to make their first flight.[3] In addition, they made charter flights to the off-shore islands, and local movie companies used the plane to take aerial footage.[3]

Loughead Aircraft Manufacturing Company

[edit]

In 1916, the brothers founded Loughead Aircraft Manufacturing Company in Santa Barbara to build a 10-place, twin-engined F-1 flying boat for their aerial sightseeing business.[3] They began construction in a rented garage, which attracted the attention of 20-year-old John K. "Jack" Northrop.[3] Northrop was skilled in drafting and mathematics, and the Lougheads employed him in designing the F-1.[3]

When the United States entered World War I in 1917, Allan Loughead went to Washington, D.C. to get a Navy contract to build the F-1 in quantity.[3] The Navy informed Loughead that it would purchase only previously approved designs.[3] Later, Loughead said of this visit, "Down there I lost all the patriotism I ever had."[3] He did return with a contract to build two Curtiss flying boats and an agreement for the Navy to test the F-1.[3]

When the F-1 was completed, Allan Loughead and a crew of three flew it from Santa Barbara to San Diego in April 1918, setting a record of 181 minutes for the 211-mile flight.[3] After the Navy completed its tests, the F-1 was returned to Loughead Aircraft and was then converted into the F-lA land-plane.[3] Loughead hoped to interest the Army in it as a long-range bomber or transport plane. The war ended before its conversion was completed.[3]

The Lougheads attempted to demonstrate the long-range potential of the F-lA by making the first flight from Santa Barbara to Washington, D.C. Their crew included pilot Orvar Meyerhoffer, co-pilot Aaron R. Ferneau, and mechanic Leo G. Flint. They departed Santa Barbara on November 23. En route they encountered severe weather, which cleared when they crossed the Colorado River at Yuma, Arizona. Near Tacna, Arizona, an engine failed and Meyerhoffer made a rough landing. Flint worked on the engine while Meyerhoffer and Ferneau took a train to Yuma to have the broken tailskid repaired. The trio cleared a makeshift runway, took off, and landed at Gila Bend, Arizona for fuel. On the second takeoff attempt, the engine quit, and the plane crashed nose first into the ground. That ended the F-lA's transcontinental flight.[3]

When Loughead Aircraft completed its two HS-2L flying boats for the Navy in early 1919, it then converted the damaged F-lA landplane back into the F-1 flying boat for its sightseeing flight operations.[3] Among their most notable passengers were King Albert and Queen Elisabeth of Belgium, whom the Lougheads flew at the request of the US government.[6] Albert and Elisabeth were so impressed with their flight to Santa Cruz Island that they presented Allan and Malcolm with the Belgian Order of the Golden Crown.[3][6] Local movie studios paid $50 an hour for flight time in the F-1 and $50 an hour while on standby.[3]

In 1919, Loughead Aircraft entered the small aircraft market with the single-seat S-1 Sport Biplane. Intended to be "the poor man's airplane", it featured an innovative molded plywood monocoque fuselage for which the Lougheads, Northrop and Tony Stadlman received a patent. Its foldable wings allowed storage in a garage, and the lower wings could be rotated to act as ailerons and airbrakes.[3] Because no suitable engines were available, the company designed and built a 25-horsepower water-cooled engine for the S-1.[6]

The S-1 was tested successfully at Redwood City, California, in 1919 by Gilbert Budwig and flew well.[4] After the S-1 completed test flights, the pilot said it was the most flyable plane he had ever flown.[3] The plane made hundreds of flights and proved to be a successful design.[6]

At an aircraft show in San Francisco, thousands admired the S-1, but no one ordered the $2,500 plane. Allan Loughead realized that the government's sale of war surplus aircraft for as little as $300 had killed the market for new aircraft. As a result, Loughead Aircraft closed in 1920 and its assets were liquidated in 1921.[3]

Malcolm Loughead formed the Lockheed Hydraulic Brake Company in 1919 to promote a revolutionary four-wheel hydraulic brake system that he had invented.[4] Tired of his name being mispronounced "Log-head", Malcolm changed the spelling to match its pronunciation.[8] Walter Chrysler introduced the Lockheed brake system on the first Chrysler car in 1924.[3] Malcolm sold his business to Bendix in 1932.[4]

Real estate business

[edit]

From 1920 to 1922, Allan Loughead was the Los Angeles sales manager for Lockheed brakes.[3][6]

In the summer of 1922, Allan Loughead operated a ride concession at Catalina Island. Called "The Thrill of Avalon", it consisted of a touring car body mounted on two seaplane floats and powered by an aircraft engine driving a pusher propeller. The skimmer proved to be too rough and noisy to be popular and lasted only a year. Later, when asked if he made any profit on the venture, Loughead laughed and said, "No, we went broke, which was not a new experience!"[3][1]

In 1922, Allan Loughead became a real estate salesman in the Hollywood area. He wrote in 1942 that the real estate business was "not particulary [sic] interesting, but from a financial standpoint [it was] very successful."[6]

Whenever possible, Loughead and Jack Northrop would get together and discuss ideas about new aircraft. By now Northrop was an engineer with the Douglas Aircraft Company.[3]

In 1926, Allan Loughead and Jack Northrop decided to build a high-speed monoplane with a capacity of four passengers and a pilot in a streamlined fuselage using their patented monocoque construction. Northrop created drawings of the plane at home. The plane was to be powered by the new Wright Whirlwind engine. The only disagreement arose over the wing. Northrop wanted to use a self-supporting cantilever design that eliminated wing struts. Loughead believed the public wouldn't want to fly in a plane without visible wing supports. In the end, Northrop won.[3]

Lockheed Aircraft Corporation

[edit]
Stock certificate of the Lockheed Aircraft Company for 100 shares, issued June 10, 1929, signed in original by company founder Allan H. Loughead as Vice President
Stock certificate of the Lockheed Aircraft Company for 100 shares, issued June 10, 1929, signed in original by company founder Allan H. Loughead as Vice President

Loughead and Northrop set out to form an aircraft company. Loughead's accountant friend, Kenneth Jay, introduced them to Fred S. Keeler, a successful brick and ceramics manufacturer. After reviewing their proposal, he agreed to help finance the project. As a result, using $22,500 from Keeler and $2,500 from Loughead, the four formed the Lockheed Aircraft Corporation in December 1926, with Keeler as president, Loughead as vice president and general manager, Northrop as chief engineer and Stadlman as factory superintendent.[3] They used the "Lockheed" spelling to associate themselves with Malcolm's successful brake company.[8]

The company established operations in a garage in Hollywood in January 1927.[3] While Loughead continued his real estate business, he arrived every afternoon to help on the plane. The first major task was to build a concrete mold, shaped like an elongated bath tub, for molding half of the laminated wood fuselage. Two halves were made and then fastened to a skeleton framework of wood to form the fuselage. Next came the construction of the plywood-covered cantilever wing, the tail surfaces, the landing gear and mounting the engine. When completed, the company had invested nearly $17,500 in the plane, which was named the Vega.[3] The result was a successful high-speed monoplane with a range of 1,000 miles, a cruising speed of 185 miles per hour, and capacity of six people.[8][9]

The timing of the Vega was propitious. In 1927, Charles Lindbergh's flight from New York to Paris renewed interest in aviation. Soon after, James D. Dole, president of the Hawaiian Pineapple Company, offered a prize of $25,000 ($372,000 in 2020) to the first person to fly from North America to Hawaii after August 12, 1927. As a result, George Hearst, publisher of the San Francisco Examiner, bought a Vega for $12,500 and entered it in the Dole Air Race under the name Golden Eagle. Later Loughead said, "The sales price represented a loss, but we were happy to absorb it. The prestige of selling the Vega to Hearst was tremendous." Hearst also ordered a Vega seaplane for a flight to Australia.[3]

All the Lockheed personnel were present when the first Vega was trucked to a hayfield near Inglewood, California. Test pilot Eddie Bellande took it up on its first flight. Upon landing, he yelled, "Boys, she's a dandy, a real joy to fly!"[3]

Dole Race

[edit]

World War I flyer Jack Frost was chosen to pilot the Golden Eagle with Gordon Scott as his navigator. The plane was provided with many safety features and equipped for 30 days of survival at sea. At noon on August 16, the starter's flag dropped at Oakland's unfinished airport and the Travel Air Oklahoma departed first. Minutes later, the privately built El Encanto groundlooped off the runway. Then the Breese Pabco Pacific Flyer failed to get airborne. At 12:30 p.m. the Golden Eagle lifted off and headed out over the Golden Gate for Honolulu. It was followed by the Buhl Miss Doran, the Breese Aloha, the Travel Air Woolaroc, and the Swallow Dallas Spirit. The Miss Doran, Oklahoma and Dallas Spirit soon returned with difficulties. Only the Miss Doran was able to become airborne again, and by 2 p.m., Loughead knew the Lockheed Vega was the fastest plane in the race.[3]

None of the planes carried radio transmitters - all Loughead could do was to await news from Hawaii. The airplanes were supposed to arrive about 1 p.m. the next day. The next morning, Jim Dole and the race committee gathered on Wheeler Field at Honolulu. The Travel Air Woolaroc landed after 26 hours and 16 minutes aloft, and Art Goebel and Bill Davis crawled out to claim the $25,000 first prize. Two hours later, the Breese Aloha landed, and Martin Jensen and Paul Schluter claimed the $10,000 second prize. It became apparent that the Golden Eagle and Miss Doran were down in the Pacific. Despite an extensive air and sea search, no trace of either plane was found.[3]

Arctic exploration

[edit]

Gloom fell over the Lockheed factory, even though a factory demonstrator Vega was underway. Arctic explorer Captain George Hubert Wilkins had seen the Golden Eagle from his San Francisco hotel window during a test flight. He was so impressed that he went to the Oakland airport to learn more about it. Then he drove to Hollywood and met with Loughead, Northrop, and others and pored over its drawings. He placed an order for the third Vega equipped for Arctic exploration. After flight tests in January 1928, by Eddie Bellande, he said, "She's a pippin!"[3]

Wilkins selected Arctic flyer Carl Ben Eielson to pilot the Vega on a planned flight from Barrow, Alaska, the northernmost settlement in Alaska, over the Arctic region to the island of Spitsbergen near Norway. After Eielson tested the plane, it was shipped to Fairbanks, Alaska. Eielson and Wilkins then flew it to Barrow. From there, after waiting three weeks for good weather, they took off from a crude ice runway and headed for the island of Spitsbergen.[3]

For the first 500 miles (800 km), the weather was clear. Then dense clouds forced frequent course changes. They made landfall at Grant Land in Canada's northern reaches. Then, as they edged around the northern tip of Greenland, they encountered more bad weather. Within 200 miles (320 km) of their goal, they encountered a raging blizzard. Fuel was dangerously low, but Eielson spun down through a hole in the clouds and landed safely on snow covered land.[3]

Unable to see anything in the blizzard, the men curled up in the cabin. The blizzard blew for four days. On the fifth day the weather cleared, and they spent six hours clearing a makeshift runway in the snow. When they became airborne they saw the radio masts of Grønfjorden, Spitsbergen ahead. In less than 30 minutes, they landed there after spending 20.5 hours airborne and five days on the ground within sight of their goal.[3]

Wilkin's flight across the Arctic was hailed as one of the greatest in aviation. Wilkins was knighted by King George V of the United Kingdom, while Eielson received the Distinguished Flying Cross and the Harmon Trophy from President Herbert Hoover. Before he returned to the US, Wilkins began planning an expedition to Antarctica and ordered a low-wing Lockheed Explorer seaplane. He soon changed his order to a high-wing Vega seaplane. After he and Eielson arrived in Antarctica in December 1928, they used the Vegas to make the first flights in history over the continent, and to explore much of its uncharted territory from the air. Thus the Vega became the first plane to discover new land, and Wilkins named many of its features after his friends and backers. He named the Lockheed Mountains after the builder of his plane.[3]

Move to Burbank

[edit]

The Wilkins expeditions to the Arctic and Antarctic brought Lockheed Aircraft a flood of orders, which required a move to new facilities in Burbank, California, in March 1928. Lockheed received an order for 20 Vegas worth $250,000 ($3.77 million in 2020), the largest commercial aircraft order to date. The nation's fledgling airlines soon recognized the potential of the Vega as an airmail and passenger plane. Also, Northrop designed the parasol wing Air Express for Western Air Express as an airmail and a passenger plane. The Vega, Explorer and Air Express, and the variants that stemmed from them, were used by the biggest names in aviation, Art Goebel, Bob Cantwell, Frank Hawks, Amelia Earhart, Wiley Post, Roscoe Turner, Jimmy Doolittle, and others, to set a number of distance, speed and endurance records. This led Allan Loughead to coin the famous phrase, "It Takes a Lockheed to Beat a Lockheed."[3]

In 1928 the company sales exceeded one million dollars.[citation needed]

The Lockheed Vega remained the primary product of the Lockheed Corporation. The Vega was a high-wing, cantilever monoplane manufactured using the two-piece moulded-under-pressure streamlined plywood fuselage skin construction developed in Santa Barbara. The plane was manufactured in four-passenger and six-passenger variants. By April 1929, the company was producing five planes per week with less than 300 employees. The retail sales price of these planes averaged about $17,000 each.[6]

Acquisition by Detroit Aircraft Corporation

[edit]

In mid-1928, Jack Northrop left Lockheed Aircraft to start his own company. Gerald Vultee (later to found Vultee Aircraft) became the Lockheed chief engineer. Part of the reason Northrop left was that Lockheed's management refused to invest in developing new metal aircraft and chose to maximize revenue from its proven wood designs.[3]

Meanwhile, the Detroit Aircraft Corporation, a holding company with assets of $28 million, began acquiring a portfolio of aviation companies.[3] In July 1929, Fred E. Keeler, an investor who owned 51 percent of Lockheed, decided to sell the company assets to Detroit Aircraft Company.[10] The acquisition was through an exchange of stock.[3]

Unhappy with this situation, Allan Loughead resigned as president and general manager on June 3, 1929, and later sold his Detroit Aircraft stock for $23 a share. With the stock market crash in October 1929, Detroit Aircraft stock fell to 12.5 cents a share and by 1932 Lockheed Aircraft was bankrupt.[3]

Receivership

[edit]

A group of investors headed by brothers Robert Gross and Courtlandt S. Gross, and including Walter Varney bought the Lockheed company out of receivership in 1932.[3] Allan Lockheed returned as a consultant but had no formal management role with his namesake company.[10] The Lockheed Aircraft Company later became a major aerospace and defense company, and in 1995 merged with Martin Marietta to form Lockheed Martin.[11][12]

Later career

[edit]

In 1930, Loughead formed the Lockheed Brothers Aircraft Corporation in Glendale, California, and developed the experimental Olympia Duo-four, a five-place high-wing monoplane with two engines mounted side by side in the wood monocoque fuselage nose.[13] It had a plywood-covered wing and wheel pants.[3] The fuselage was covered with a two-piece moulded-under-pressure plywood skin.[6] He made numerous flights in this plane demonstrating its extremely safe single-engine performance.[3] This fourth commercial aircraft venture by Loughead lasted until 1934.[6]

In 1934, Loughead, tired of the many mispronunciations of his name, legally changed it from Loughead to Lockheed.[3]

Lockheed spent the period from 1935 to 1936 as a consultant.[6]

In 1937, Lockheed formed the Alcor Aircraft Corporation in San Francisco and developed the Alcor C-6-1, an 8-place, low-wing plane that also had excellent single-engine performance.[6] Unfortunately, the prototype C-6-1 was lost over San Francisco Bay.[3] During a 1938 test flight, the Alcor prototype went out of control. A pilot and a passenger bailed out, "leaving the plane to descend in slow circles until it hit the waters of the Golden Gate and sank, as related in the 1957 Lockheed history, "Of Men and Stars."[7] The Alcor company folded in 1939.[6]

"I guess Alcor was the final burnout for Dad," said his son, Allan Jr. "He got only enough money from the insurance to pay off the creditors and close the doors."[7]

Afterwards, Lockheed continued to make design studies of aircraft, such as fighters and bombers, for war use.[3]

In 1941, Lockheed became Vice President of the Berkey & Gay Furniture Company in Grand Rapids, Michigan, where he served as general manager of the Aviation Division and Director of Aircraft Engineering.[6]

In August 1941, U.S. Secretary of Commerce Jesse H. Jones appointed Lockheed to the Cargo Plane Committee, which also included Andre Preister, William Bushnell Stout, Luther Harris, and J.W. Crowley. The committee was charged with drawing up basic design recommendations for a cargo plane for the Aviation Division of the Defense Supplies Corporation. The committee's work was completed and accepted in January 1942.

In October 1942, Lockheed became the general manager of the Aircraft Division of Grand Rapids Store Equipment Company,[6] making parts for Navy fighters.[3]

After the war, Allan Lockheed continued his career as a real estate salesman in California, while also occasionally serving as an aviation consultant.[3]

In the mid-1950s, Lockheed Aircraft Corporation asked Allan Lockheed to return as a consultant, mainly to help on the "Of Men and Stars" history being prepared by Lockheed public relations writer Phil Juergens."[7] Lockheed's son John Lockheed said that "Dad was delighted to come back to Lockheed." Allan Lockheed Jr., said, "It was a tremendous boost to his morale to be able to rejoin the company."[7]

In 1961, Allan Lockheed moved to Tucson, Arizona, where he lived in semi-retirement.[3] He continued as a consultant for the Lockheed Aircraft Corporation.[7] Once, when someone asked Lockheed what he did in the early days of aviation, he answered, "I survived!"[3]

Death

[edit]

Allan Lockheed died of liver cancer in Tucson on May 26, 1969, at the age of 80.[3][14]

Legacy

[edit]

Lockheed was enshrined in the National Aviation Hall of Fame in Dayton, Ohio, in 1986.[3] His daughter, Beth, was present, and his son John accepted the award on Lockheed's behalf.[7]

References

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Allan Lockheed

View on Grokipedia
from Grokipedia
Allan Haines Lockheed (January 20, 1889 – May 26, 1969) was an American aviation pioneer, designer, and entrepreneur who co-founded several influential early companies and contributed to the development of innovative seaplanes and high-performance that shaped commercial and exploratory . Born in Niles, California, to John and Flora Loughead, Allan—originally named Allan Haines Loughead—grew up fascinated by mechanics despite ending his formal education before completing elementary school. Inspired by the Wright brothers' 1903 flight, he entered aviation as a self-taught mechanic and pilot, achieving the first dual-pilot controlled flight in 1910 alongside George Gates in a homebuilt pusher biplane. In 1912, Lockheed reunited with his brother Malcolm to co-found the Alco Hydro-Aeroplane Company in , where they designed and built the Model G, a tractor capable of carrying a pilot and passengers; it achieved its first successful flight on June 15, 1913, from a ramp in . The brothers demonstrated the aircraft at the 1915 Panama-Pacific International Exposition, selling over 600 passenger rides at $10 each and highlighting the potential for aerial . They incorporated the in , in 1916, producing advanced designs like the F-1—the world's largest flying boat at the time, seating up to 10 passengers—and securing U.S. Navy contracts for similar models during . In 1926, after legally changing the family name to Lockheed for easier pronunciation and branding, Allan co-founded the Lockheed Aircraft Corporation in Hollywood, , with , Fred Keeler, and Kenneth Kay, focusing on innovative high-performance designs. A standout achievement was Lockheed's design of the in 1927, a sleek wooden with a range of about 1,000 miles, a top speed of 185 mph, and capacity for six passengers, which gained fame for its role in polar expeditions by explorers like and for setting speed records by pilots including and Wiley Post. Serving as vice president, Lockheed resigned from the corporation in 1929 just before the , selling his shares, but continued as a consultant and later founded the Lockheed Brothers Aircraft Company (1930–1934) and Alcor Aircraft Corporation (1937–1939). Lockheed's work laid the foundation for what became , a global aerospace leader formed from mergers in the 1990s, and his legacy was honored by enshrinement in the in 1986. He died on May 26, 1969, in , at age 80.

Early life

Family and childhood

Allan Haines Loughead, later known as Allan Lockheed, was born on January 20, 1889, in Niles, . He was the youngest child of John Loughead, a painter of Scottish descent whose family name derived from the Scottish "Lochhead," and Flora Haines Loughead, a and who supported the family through her literary work after separating from her husband. Allan had one full brother, Malcolm Loughead, who would later become his collaborator in ventures, as well as a half-brother, Victor, from his mother's earlier marriage, and a sister, . The Loughead family faced instability in their early years, with John and Flora separating soon after Allan's birth, prompting Flora to relocate with her children from Niles to Santa Barbara, California, in the early 1890s. In Santa Barbara, Flora worked as a correspondent for the Los Angeles Times and other publications, instilling in her sons a sense of resilience amid financial challenges and frequent relocations within California. The family later moved to a 35-acre ranch near Los Gatos around 1902, where Flora pursued farming and writing, providing a rural environment that exposed the boys to practical self-reliance. From a young age, Allan displayed a keen fascination with machines and invention, influenced by the rapid technological advancements of the late 19th and early 20th centuries, such as the rise of automobiles and machinery in California's growing industrial landscape. He and his brother Malcolm shared an early interest in , tinkering with devices in their home and drawing inspiration from the mechanical innovations around them, though formal guidance was limited by the family's circumstances. This period laid the foundation for Allan's inventive mindset, shaped by the era's inventive spirit and the practical demands of his mother's independent lifestyle.

Education and initial career

Lockheed's formal education was limited, ending before he completed elementary school due to the family's financial hardships after his parents' separation and his mother's need to support the household through her writing career. Despite this, he developed a strong interest in mechanics from an early age, pursuing self-education through extensive reading on technical subjects and hands-on experimentation with machinery. In 1906, at the age of 17, Lockheed moved to and began an as an automobile , where he honed his practical skills in repairing and maintaining engines and vehicles. This hands-on work allowed him to tinker extensively with automotive components, building a foundational understanding of mechanical principles that would later influence his pursuits. From 1907 to 1909, Lockheed continued in the automotive field, using his earnings to fund further mechanical experiments and reading materials on , including early aviation developments. By 1909, his expertise extended to driving race cars, demonstrating his growing proficiency with high-performance engines and vehicles. These experiences solidified his self-taught expertise, laying the groundwork for his transition into without formal training in the field.

Introduction to aviation

First flights

Allan Lockheed's fascination with powered flight began in 1909, ignited by reports of the ' groundbreaking demonstrations and Glenn Curtiss's daring exhibitions, which captured public imagination and highlighted the potential of as a viable . Growing up in a family with a mechanical bent—stemming from his early work in the automobile industry—Lockheed closely followed these events, viewing them as extensions of innovative engineering principles he had already encountered. In 1910, at age 21, Lockheed achieved his first hands-on experience with flight in on a makeshift airfield, where he served as a for aviator Jim Plew. Plew had acquired a Gates-built pusher . After two professional pilots failed to get the airborne—once due to issues and another time when it bogged down in mud—Lockheed tuned and re-rigged the 50-horsepower himself. With George Gates operating the and elevators from the front seat, Lockheed handled the ailerons from the rear, achieving a successful takeoff on their attempt and circling the field with increasing confidence. This marked one of his initial forays into active piloting, without any formal instruction, as he relied on keen observation of exhibition flights to grasp basic and control techniques. Lockheed honed his self-taught skills through persistent practice on the Curtiss biplane, transitioning from mechanic to pilot by analyzing the maneuvers of seasoned aviators during local shows. By late 1910 and into 1911, he relocated to California, where he attempted early exhibition flights, performing risky stunts such as low-altitude passes and sharp turns that often resulted in near-misses, including a spectacular crack-up when the fragile pusher nosedived during landing. These daring efforts, conducted on unreliable early aircraft prone to structural failures, underscored the hazards of the era but also built his reputation as a capable, intuitive flyer. By 1911, Lockheed had earned recognition as one of the pioneering self-trained aviators , securing spots at air meets in where he thrilled crowds as a featured performer with the Curtiss machine, demonstrating maneuvers that showcased his growing mastery despite the absence of structured training. His rapid progression from observer to exhibitor highlighted the accessible yet perilous nature of early , setting the stage for his deeper involvement in the field.

Partnership with George Gates

In 1910, Allan Lockheed met inventor George Gates at aviation events in Chicago, where the two bonded over their mutual frustrations with the instability and control flaws prevalent in early aircraft designs. That same year, as detailed in the first flights above, Lockheed and Gates pioneered the first dual-pilot controlled flight in a 50-hp Curtiss pusher biplane, with Lockheed operating the ailerons from a rear seat while Gates handled the rudder and elevators from the front; this innovative setup allowed for more precise maneuvering and addressed the limitations of single-pilot operation in unstable machines. Building on this success, the pair conducted a series of experiments aimed at enhancing stability, which involved custom modifications to existing biplanes such as adding reinforced control linkages and auxiliary wing surfaces to reduce lateral roll and improve overall handling during flight. Lockheed and Gates further showcased their advancements through joint demonstrations at regional air shows, where their coordinated control techniques earned acclaim for promoting safer and more reliable flight operations in an era of frequent crashes due to poor stability. The collaboration concluded by 1912 amid irreconcilable business differences, though it profoundly influenced Lockheed's lifelong emphasis on intuitive and stable aircraft control systems.

Early aircraft companies

Alco Hydro-Aeroplane Company

In 1912, Allan Loughead and his brother Malcolm founded the Alco Hydro-Aeroplane Company in , , with financial support from Max Mamlock, president of the Alco Cab Company. The venture was incorporated on of that year, marking Allan Loughead's entry into aircraft manufacturing as an equal partner alongside his brother. Operating from a modest facility near the waterfront, the company concentrated on developing hydro-aeroplanes—early flying boats suited for water-based takeoffs and landings—capitalizing on the expansive for testing and envisioning applications in coastal transport and reconnaissance. The brothers' primary product was the Model G, a single-engine pusher flying boat designed for three occupants, including pilot and two passengers. Powered initially by a Kirkham six-cylinder engine, later fitted with an 80-horsepower Curtiss OX V-8, the aircraft featured a wooden hull, biplane wings with a 34-foot span, and a maximum speed of around 60 miles per hour. Construction began shortly after incorporation, and the prototype was launched from a slipway at the foot of Laguna Street into San Francisco Bay. On June 15, 1913, Allan Loughead piloted its maiden flight, a successful 10-mile circuit that demonstrated the design's stability over water; subsequent flights that day carried Malcolm and a mechanic as passengers. To promote the Model G, the Lougheads performed public demonstrations in the Bay Area, showcasing its versatility for short-hop passenger services and drawing crowds with exhibition flights. Sales efforts targeted civilian operators interested in coastal routes as well as the U.S. military, which was beginning to explore seaplanes for naval use. However, despite these efforts, only a handful of units were built, and commercial interest remained low amid the nascent state of American aviation. The onset of in 1914 further hampered prospects by diverting potential investors and buyers toward European conflict needs, delaying U.S. military procurement until later in the decade, leading to ongoing financial difficulties. One limited success came in 1915, when a Model G was sold and used for paying passenger rides during the Panama-Pacific International Exposition in San Francisco, generating over $6,000 in revenue from more than 600 passenger rides at $10 each. The company continued operations through this period before being renamed the Loughead Aircraft Manufacturing Company in 1916. The venture's brief operation highlighted the challenges of early aircraft commercialization but laid foundational experience for the Loughead brothers' future endeavors.

Loughead Aircraft Manufacturing Company

In 1916, brothers Allan and Malcolm Loughead founded the in , deliberately using the original family spelling of their surname to distinguish the venture from their earlier partnership efforts. Allan Loughead took on the roles of chief designer and , leveraging his self-taught skills, while Malcolm Loughead handled operations and , drawing on his mechanical expertise. The family-run firm aimed to capitalize on demand for innovative aircraft, establishing a small factory to produce seaplanes suited for coastal patrols and transport. The company's flagship project was the F-1 Flying Boat, a twin-engine, three-bay designed to accommodate a crew of two and up to ten passengers, constructed primarily of wood with a hull optimized for operations. First flown from Bay on March 28, 1918, the F-1 quickly demonstrated its capabilities when Allan Loughead piloted it on a from to San Diego on April 12, 1918, covering 211 miles in 3 hours and 1 minute, setting early records for speed and distance over . This flight highlighted the aircraft's exceptional range, exceeding 500 miles under load, and its cruising speed of around 70 miles per hour. In mid-1918, the U.S. evaluated the F-1 through a test program authorized by Lt. Cmdr. Jerome Hunsaker, conducting speed and endurance trials that impressed evaluators, though the on November 11, 1918, ended the war and eliminated prospects for production contracts. As part of the Navy engagement, the Lougheads built two licensed Curtiss HS-2L flying boats, providing temporary revenue through tourist flights over the in the interim. Amid wartime ambitions, the company pursued additional prototypes to diversify offerings, including landplane conversions and training aircraft like the S-1, a single-seat open with a 25-horsepower engine, featuring innovative folding wings for easy storage and a fuselage for lightness. The S-1, developed in 1919 primarily for civilian pilot training, aimed to appeal to a post-war market but found no buyers despite its advanced design elements. High development costs, coupled with the abrupt end of military demand and economic challenges, forced the into bankruptcy in 1920, leading to liquidation of its assets and a temporary halt to the brothers' endeavors.

Real estate period

Business activities

Following the bankruptcy of the Loughead Aircraft Manufacturing Company in 1920, Allan Lockheed pivoted to the burgeoning real estate market, beginning his career as a salesman in the area. This shift came amid a post-World War I that fueled rapid suburban growth and property speculation in , where demand for housing and lots surged due to population influx and industrial development. Lockheed's real estate endeavors focused on sales in the region from the early to mid-1920s, where he capitalized on the era's real estate boom to promote suburban lots and developments. His work involved direct sales and networking with prospective buyers, drawing on his established reputation as an aviation pioneer to build connections in circles. These activities proved financially rewarding, providing steady commissions that helped stabilize his finances after the aviation setback. Concurrently, from 1923 to 1926, Lockheed served as the sales manager and west coast representative for the Lockheed Hydraulic Brake Agency in , distributing his brother Malcolm's patented systems for automobiles. This parallel role in the automotive sector complemented his income, allowing him to accumulate capital through combined commissions and sales efforts during a period of industrial innovation.

Financial recovery

During the mid-1920s, Allan Lockheed focused on real estate sales in the Hollywood area, where the economic boom of the Roaring Twenties allowed him to accumulate modest savings and achieve financial stability following the collapse of his prior aviation enterprises. This period marked a recovery from earlier setbacks, as his property dealings provided a reliable income stream, though not extravagant wealth, enabling him to support himself and his family without the volatility of aircraft manufacturing. Supplementing his real estate work, Lockheed served as the California distributor for his brother Malcolm's Lockheed Hydraulic Brake Company, which promoted a patented four-wheel system and added to his earnings during this interlude. Through these business activities, he maintained connections within the community, fostering relationships with prior collaborators like that would prove valuable later. On a personal level, Lockheed's life stabilized after the death of his first wife, Dorothy, in ; he remarried Evelyn Starr in 1924, and together with their two children from his prior marriage, son John Allan and daughter (born 1913), he established a more settled environment amid his professional pursuits. By 1925, these efforts had positioned him with sufficient resources and contacts—such as tire distributor Fred E. Keeler—to strategically plan his return to , drawing on networks for potential funding. This phase of involvement concluded around 1926, as Lockheed shifted his focus back to aircraft development, leveraging the financial footing he had regained to pursue new opportunities in the industry.

Lockheed Aircraft Corporation

Formation and name change

In December 1926, Allan Loughead founded the Lockheed Aircraft Corporation in Hollywood, , partnering with engineer , associate Kenneth Jay, and investor Fred E. Keeler to revive his aviation ambitions after a period in . The company was incorporated in for legal advantages but conducted all operations from a modest rented facility—a former pottery factory—in Hollywood, where the team began developing advanced aircraft prototypes. Initial capitalization totaled $25,000, drawn primarily from Loughead's personal savings accumulated through investments, supplemented by additional funding from Keeler and other backers who recognized the potential in Loughead's prior experience. Keeler assumed the role of president, overseeing business operations, while Loughead served as and , directing technical development; Northrop acted as chief designer, bringing expertise in streamlined . From the outset, the focus was on innovative designs emphasizing efficiency and speed, including explorations of all-metal construction techniques to compete with emerging industry standards, though the team adapted to available resources in their constrained workshop. The adoption of the "Lockheed" spelling for the corporation in 1926 was a deliberate branding choice to simplify and for broader market appeal, distancing it from the phonetically challenging "Loughead" used in prior ventures. Loughead himself legally changed his surname to Lockheed in February 1934, citing persistent mispronunciations such as "Log-head" that hindered professional recognition, as explained during proceedings in Superior Court. Despite the promising start, the young company encountered significant funding challenges, relying on personal loans and delayed payments to sustain operations amid a competitive market flooded with surplus aircraft. These hurdles were gradually overcome through Loughead's networking from his days, which secured the first customer orders by mid-1927, providing essential revenue to scale production and validate the venture's viability.

Key aircraft developments

Under the leadership of Allan Lockheed, the newly formed Lockheed Aircraft Corporation in 1926 focused on innovative aircraft designs emphasizing speed and efficiency. In 1927, the company introduced the , a groundbreaking single-engine, high-wing monoplane designed primarily by but incorporating Lockheed's patented techniques for lightweight wooden construction. The featured a streamlined built from spiral-wound strips of vertical-grain glued in concrete molds, creating a durable yet exceptionally light structure that maximized internal space and improved . This approach drew directly from Lockheed's early experiences with lightweight designs at the Alco Hydro-Aeroplane Company, where he pioneered molded plywood techniques to reduce weight while enhancing structural integrity. Powered by a 200-horsepower Wright J-5 Whirlwind engine, the achieved a top speed of 135 mph and accommodated 5 to 7 passengers in its enclosed cabin, marking a significant advancement in commercial . Building on the Vega's success, Lockheed's team developed follow-up models to address specific market needs. The Air Express, which first flew in April 1928, was a cargo-oriented variant adapted for airmail routes, featuring an open cockpit for pilots, raised parasol wings, and a similar wooden monocoque fuselage to the Vega but optimized for freight with a larger cargo hold. Designed by Northrop for Western Air Express's Salt Lake City-to-Los Angeles route, it cruised at around 150 mph and incorporated aerodynamic refinements like the NACA cowling on some units to enhance performance. Lockheed's emphasis on aerodynamics and lightweight materials in these designs stemmed from his hands-on contributions to fuselage molding and structural testing, ensuring the aircraft were both fast and reliable for early airline operations. Production of the ramped up quickly, with over 10 units completed by the end of 1928, reflecting growing demand for high-performance monoplanes in the burgeoning aviation industry. A total of seven Air Express were built, further solidifying Lockheed's reputation for versatile, wood-framed designs that prioritized speed and payload efficiency. These developments under Lockheed's guidance laid the foundation for the company's transition from experimental prototypes to viable commercial products.

Dole Air Race

In 1927, the Lockheed Aircraft Corporation, under Allan Lockheed's leadership, entered its newly developed prototype in the , a high-stakes trans-Pacific contest from , to , , offering a $25,000 prize for the first successful flight. Sponsored by pineapple magnate James D. Dole and announced on May 25, the race capitalized on the post-Lindbergh aviation fervor, drawing entries eager for fame and fortune across the 2,400-mile route. The , an innovative all-wood with a streamlined and cantilever wing, represented Lockheed's bold wager on advanced aeronautical design to capture public attention and secure the company's future. The aircraft, designated NX913 and named Golden Eagle, was acquired by publisher George Randolph Hearst for $12,500—below its $17,500 production cost—and prepared specifically for the event. Allan Lockheed oversaw the modifications, which included installing a more powerful Wright J-5 Whirlwind radial engine rated at 220 horsepower, expanding fuel capacity to accommodate the long overwater leg, and adding sophisticated navigation instruments such as a radio direction finder and celestial navigation tools to enhance speed, range, and accuracy. Piloted by experienced aviator John W. Frost with navigator Gordon Scott, the Golden Eagle was equipped with safety features like life rafts and emergency supplies, positioning it as one of the race's frontrunners due to the Vega's inherent speed potential of up to 135 mph in standard configuration. These upgrades underscored Lockheed's focus on reliability for extended flights, though the rushed timeline—just six weeks after the Vega's July 4 debut—tested the young company's capabilities. On August 16, 1927, the was the fourth to depart from Oakland Municipal Airport, lifting off cleanly and climbing rapidly to 200 feet by the field boundary, showcasing the Vega's responsive handling. Tragically, the plane and its crew vanished over the Pacific, joining five other entrants lost at sea or in crashes, including the pre-race wreck of the Pabco Pacific Flyer on takeoff; in total, the Dole Race claimed ten lives and highlighted the perils of unproven long-distance . Despite the loss of its prototype, Hearst's media empire, including the , provided extensive coverage that amplified the Vega's visibility as a cutting-edge design capable of tackling extreme challenges. The widespread media attention surrounding the Golden Eagle's participation propelled Lockheed's reputation, even amid the tragedies, by demonstrating the Vega's suitability for transoceanic voyages and sparking interest among explorers and record-setters. Post-race orders surged, with the design's proven airframe leading to 128 additional Vegas produced between 1927 and 1934, including high-profile variants flown by and Wiley Post for global feats. This publicity windfall helped stabilize the financially strapped company, establishing Lockheed as a premier builder of long-range . The event also yielded critical lessons for Allan Lockheed, emphasizing the need for enhanced structural redundancy and instrument precision in future models to mitigate risks exposed by the race's harsh demands.

Polar exploration

In 1928, the Lockheed Aircraft Corporation, founded by Allan Lockheed, initiated the development of the Sirius—initially designated the Explorer—as a specialized variant of the successful model, engineered for polar operations with provisions for interchangeable floats and to facilitate landings on and . This design emerged from an order by polar explorer , who sought an capable of enduring extreme conditions for his ambitious trans-Arctic expedition. Although financial constraints prevented Wilkins from completing the purchase, the Sirius's foundational concepts advanced Lockheed's capabilities in cold-weather aviation, building on the 's proven frame. Allan Lockheed, serving as the company's vice president and chief engineer, played a key role in overseeing modifications for harsh polar environments, including the incorporation of heated cabins to protect pilots from subzero temperatures during extended flights. These enhancements, such as insulated enclosures and heating systems, were critical for missions involving prolonged exposure to blizzards and temperatures dropping to -48°C, as demonstrated in Wilkins's earlier 1928 Arctic crossing from Point Barrow, Alaska, to Spitsbergen in a modified Vega equipped with metal skis. Covering approximately 2,200 miles in about 20 hours, Wilkins's flight represented the first aerial traversal of the Arctic, enabling unprecedented aerial mapping of uncharted regions and gathering scientific data on ice formations and potential air routes. The Sirius and related variants proved instrumental in subsequent polar endeavors, notably through aviator Wiley Post's record-setting exploits. Post employed a customized hybrid incorporating Explorer components—a low-wing configuration derived from the Sirius lineage—for his 1935 attempt at a high-latitude survey flight from toward , aiming to chart northern air paths over the pole. Earlier, Post had set global benchmarks in a , including a solo around-the-world flight in 1933 completed in 7 days, 18 hours, and 49 minutes, which highlighted the durability of Lockheed designs in diverse climates, including northern latitudes. These achievements not only advanced geographical knowledge and scientific exploration but also elevated Lockheed's reputation, with Wilkins honoring the company by naming an mountain range after it in recognition of the aircraft's contributions to polar discovery.

Relocation and growth

In early 1928, amid surging demand for its innovative aircraft like the Vega, the Lockheed Aircraft Corporation relocated its operations from a cramped Hollywood facility to a larger site in Burbank, California, adjacent to Union Airport, to support expanded production capabilities. Allan Lockheed personally oversaw the setup of the new plant, which utilized a two-story brick ranch house for offices and engineering, alongside an adjacent brick building for woodworking, sheet metal work, and assembly; he incorporated efficient assembly line techniques inspired by automotive manufacturing to accelerate aircraft construction. The relocation began in February 1928 with an initial workforce of 50 employees, but the facility quickly scaled to accommodate over 100 workers by 1929 as orders from commercial airlines, including Varney Air Lines and Western Air Express, proliferated for passenger and mail transport models. This expansion positioned Lockheed advantageously during the late-1920s aviation boom, driven by commercial air travel's rise and high-profile successes such as flights that demonstrated the Vega's reliability. Exports to European operators further bolstered growth, with several Vegas delivered for survey and transport roles amid international interest in American aeronautical advancements. By mid-1929, production had peaked with optimistic projections for continued expansion, reflecting the industry's pre-Depression fervor before economic challenges emerged.

Corporate changes and exit

In August 1929, Allan Lockheed resigned as vice president of the Lockheed Aircraft Corporation, citing his unwillingness to participate in the impending sale of the company and his frustration with losing control over its direction. This decision came shortly after majority shareholder Fred E. Keeler sold 87 percent of the company's assets to the Aircraft Corporation in 1929, a move that shifted operational control to the acquiring conglomerate and prompted Lockheed to sell his remaining holdings. His resignation occurred just weeks before the Wall Street Crash of October 1929, which exacerbated the industry's vulnerabilities. The acquisition by Detroit Aircraft marked a period of consolidation under new management, but the onset of the severely impacted the aviation sector, leading to Detroit Aircraft's entry into in 1931. Despite Lockheed Aircraft's continued sales and profitability during this time, the parent company's financial collapse forced the subsidiary to cease operations and close its doors on June 16, 1932. On June 21, 1932, a group of investors led by brothers Robert E. Gross and Courtland S. Gross repurchased the company's assets for $40,000 at a , effectively resurrecting Lockheed as an independent entity focused on Burbank operations. Following his exit, Allan Lockheed maintained a limited role as an aviation consultant for the reorganized Lockheed Aircraft Corporation, providing occasional expertise without regaining executive influence. This turbulent sequence of events, driven by economic downturn and corporate restructuring, tested the company's survival but laid the groundwork for its evolution into the modern , which would later become a cornerstone of the industry.

Later career

1930s aircraft ventures

Following his departure from the original Lockheed Aircraft Corporation in 1929 due to its acquisition by Detroit Aircraft Corporation, Allan Lockheed sought to revive his aviation ambitions amid the deepening Great Depression. In 1930, he co-founded the Lockheed Brothers Aircraft Corporation in Glendale, California, with his brother Malcolm, initially operating as Loughead Brothers before Allan legally changed his surname to Lockheed in February 1934. The company focused on developing small, twin-engine light aircraft suitable for training and short-haul transport, but it struggled from the outset due to scarce investment capital and a contracting market for civilian planes. The firm's primary efforts centered on experimental designs like the Duo-4, a low-wing, four-to-five-passenger powered by twin Menasco C4 Pirate inline engines of 125 horsepower each, which made its in March 1931 before crashing fatally into a during testing later that year, killing the pilot and eroding potential investor confidence. Undeterred, the brothers refined the concept into the Duo-6 by , upgrading to more powerful Menasco B6S engines of 230 horsepower for six-to-eight passengers, but this prototype also crashed in January 1935, further compounding financial woes. These setbacks, exacerbated by intense competition from established manufacturers like the reorganized Lockheed under new leadership and the broader economic downturn that stifled sales, led to the company's and closure later in 1934. In February 1937, Allan Lockheed established the Alcor Aircraft Corporation in —deriving the name from his own initials—to pursue similar ventures in affordable multi-engine transports. The company produced the prototype C-6-1 Junior Transport, a low-wing, six-to-eight-passenger featuring twin Menasco C6S-4 engines of 275 horsepower and a distinctive circular wooden for efficiency. However, misfortune struck again: the prototype crashed on June 27, 1938, during a high-speed dive test over after losing control; the pilot and observer bailed out safely, but the aircraft sank. Lacking sufficient funding to recover, Alcor folded shortly thereafter, with debts cleared but no viable production achieved. By the mid-1930s, these repeated failures amid the Depression taught Lockheed the harsh realities of aviation's capital-intensive nature and the need for robust , lessons drawn from his earlier successes with innovative designs like the but undermined by poor economic conditions and prototype risks. He subsequently shifted focus to aviation consulting for various firms and investments, where he found greater stability until the eve of .

World War II contributions

In the early 1940s, Allan Lockheed contributed to U.S. wartime efforts through his service on the Cargo Plane Committee of the , appointed in August 1941 by Secretary of Commerce Jesse Jones alongside experts including André Priester, William B. Stout, Luther C. Harris, and J. W. Crowley. This five-member panel advised on design standards and requirements for large cargo and to support , drawing on Lockheed's extensive experience with early flying boats such as the 1918 F-1 model, which had demonstrated potential for over-water transport operations. The committee's work from August 1941 to January 1942 helped shape pre-entry mobilization strategies amid rising global tensions, emphasizing efficient payload capacity and range for strategic airlift needs. Following the Japanese in December 1941, Lockheed played a key role in industrial mobilization by assuming leadership of the newly formed Aircraft Division at the Grand Rapids Store Equipment Company in , starting in October 1942. Under his general management until the war's end in 1945, the division adapted the company's existing expertise in manufacturing store fixtures and industrial equipment to produce precision components for U.S. , contributing to the rapid expansion of wartime production lines. This effort exemplified the conversion of civilian industries to defense needs, enabling the company to support naval aviation requirements without prior aircraft manufacturing experience. Throughout the war, Lockheed also provided occasional consulting services to the Lockheed Aircraft Corporation— the firm he had co-founded decades earlier—leveraging his foundational knowledge to advise on matters as the company scaled up production of military transports and fighters. These informal contributions focused on efficiency improvements, informed by his pre-1930s setbacks in ventures, though he remained primarily engaged in his managerial role at Grand Rapids.

Postwar activities

Following , Allan Lockheed sustained himself primarily through real estate sales in , viewing pursuits as secondary endeavors. He provided occasional consulting services in , fostering informal connections with the expanding . In the mid-1950s, the company engaged him as a for historical initiatives, notably contributing to the preparation of Of Men and Stars, its official history published in 1957. Through these periodic consultations with Lockheed staff, he mentored emerging engineers by recounting experiences from his early career. Lockheed gradually withdrew from professional activities, retiring in his later years in to pursue personal interests.

Death and legacy

Death

Allan Lockheed died of on May 26, 1969, in a hospital in , at the age of 80. He was survived by his wife, Helen, sons John A. Lockheed of Sherman Oaks, California, and Allan H. Lockheed Jr. of , Utah, and daughter Mrs. Beth Butterworth of Idyllwild, California. A funeral service was held in Tucson, followed by cremation, with his ashes scattered. Contemporary obituaries, including one in , noted his foundational contributions to aviation as co-founder of the alongside his brother Malcolm, emphasizing his self-taught engineering and early aircraft designs without delving into extended analysis.

Legacy

Allan Lockheed's co-founding of the Alco Hydro-Aeroplane in 1912 with his brother Malcolm laid the foundation for what would evolve into the Lockheed Aircraft Corporation in 1926, eventually merging to form in 1995, a leading global and defense firm. The company's enduring success is exemplified by iconic aircraft such as the P-38 Lightning fighter from , renowned for its speed and versatility, and the SR-71 Blackbird, which set records for speed and altitude that remain unbroken. These designs trace their innovative lineage to Lockheed's early emphasis on performance and reliability, contributing to the firm's role in advancing and technologies. In recognition of his pioneering contributions, Lockheed was inducted into the in 1986, honoring his role as an aircraft builder and industrialist who advanced early aviation through self-reliant engineering. His influence on aircraft design persists in modern jets, where principles of optimized , extended range, and high-speed capabilities—first embodied in models like the —continue to inform contemporary . As a self-taught aviation pioneer without formal , Lockheed's story has inspired numerous biographies and documentaries highlighting his determination and ingenuity in the nascent field of flight. His legacy extends through his family, with four generations of descendants serving as pilots, including great-grandchildren in the U.S. Reserve, perpetuating the tradition of excellence.

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