Hubbry Logo
Lockheed JetStarLockheed JetStarMain
Open search
Lockheed JetStar
Community hub
Lockheed JetStar
logo
8 pages, 0 posts
0 subscribers
Be the first to start a discussion here.
Be the first to start a discussion here.
Lockheed JetStar
Lockheed JetStar
Lockheed JetStar
View on Wikipedia
from Wikipedia

The Lockheed JetStar (company designations L-329 and L-1329; designated C-140 in US military service) is a business jet produced from the early 1960s to the 1970s. The JetStar was the first dedicated private jet to enter service, as well as the only such airplane built by Lockheed. It was also one of the largest aircraft in the class for many years, seating ten plus two crew. It is distinguishable from other small jets by its four engines, mounted on the rear of the fuselage, and the "slipper"-style fuel tanks fixed to the wings.

Key Information

Development

[edit]
The dual engine pods on each side

The JetStar originated as a private project within Lockheed, with an eye to winning a United States Air Force (USAF) requirement that was later dropped due to budget cuts. Lockheed decided to continue the project on its own for the business market.[2]

The first two prototypes were equipped with two Bristol Siddeley Orpheus engines, the first of these flying on 4 September 1957. The second of these was also equipped with the wing-mounted "slipper tanks", which was originally to be an option. Lockheed attempted to arrange a contract to produce the Orpheus in the US, but when these negotiations failed it re-engined the second prototype with four Pratt & Whitney JT12s in 1959. The outer engines were mounted beside the inner ones, an arrangement that was later used on the Vickers VC10 and Ilyushin Il-62 airliners. The slipper tanks were removed and placed on the first prototype. The JT12 fit proved successful and was selected for the production versions, the first of which flew in mid 1960.[citation needed] These versions entered commercial service in 1961.

Noise regulations in the United States and high fuel consumption led to the development of the 731 JetStar, a modification program which added new Garrett TFE731 turbofan engines with a number of detail changes. It has redesigned larger external fuel tanks that sit with their upper surfaces flush with the wing, rather than being centered on it. The cockpit area has a somewhat more "modern" looking nose and window arrangement. The 731 JetStar modification program was so successful that Lockheed produced 40 new JetStars, designated the JetStar II, from 1976 to 1979. The JetStar IIs were factory-new aircraft with the turbofan engines and revised external fuel tanks. Both 731 JetStars and JetStar IIs have greatly increased range, reduced noise, and better runway performance compared to the original JetStars.

JetStar production totaled 204 aircraft by final delivery in 1978.[3] Most original JetStars have been retired, but many 731 JetStars and JetStar IIs are still flying in various roles, mainly as corporate and private jets.

Design

[edit]
USAF VC-140B from below, showing its wing sweep and slipper tanks
Elvis Presley's JetStar cabin, showing the aircraft’s characteristic sunken aisle
Cockpit of a Lockheed L-1329 Jetstar

The JetStar has a fairly typical business jet design layout, with a swept wing and a cruciform tail. The wing has a 30° sweepback and features large fuel tanks at about half-span, extending some distance in front and behind the wing. The wings hold 10,000 pounds (4,500 kg) of fuel, and each slipper tank holds 4,000 pounds (1,800 kg) of fuel for a total fuel load of 18,000 pounds (8,200 kg). The wing also includes leading edge flaps (not slats) along the front of the wing outboard of the tanks (these leading edge flaps reduce the stalling speed by an additional three knots), while double-slotted trailing edge flaps span the entire rear surface inboard of the ailerons. The wing incorporates inflatable rubber deicing boots for the removal of ice accumulated in flight. The horizontal stabilizer is mounted nearly halfway up the fin to keep it clear of the engines' jet blast. One feature is that the horizontal stabilizer is trimmable by pivoting the entire tail fin and stabilizer assembly, which has a distinctive unpainted area at the base of the fin that is noticeable in most pictures. The JetStar does not have any tail deicing capability, nor was it required for certification. A speed brake is located on the underside of the fuselage to aid deceleration for landing. The original prototypes used a tricycle landing gear with one wheel per leg, but after an accident in 1962 the nose gear was modified with two tires.[3]

The JetStar is a relatively heavy aircraft for its class, at 44,500 pounds (20,200 kg). Maximum cruising speed is Mach 0.8, or 567 miles per hour (912 km/h) at 21,000 feet (6,400 m). Range is typically quoted as 2,500 miles (4,000 km) with a 3,500-pound (1,600 kg) payload. Typically, interiors feature seating for eight with a full-sized lavatory, or a slightly denser arrangement for ten. The JetStar is one of the few aircraft of its class which allow a person to walk upright in the cabin, although to do this the aisle is sunk slightly so that the seats are raised on either side.[4] The windows are relatively large.

Operational history

[edit]

The first prototype served as the personal transport of Lockheed's Vice President of Advanced Development Projects Kelly Johnson for some time. Elvis Presley owned two JetStars at different times; the second was named Hound Dog II and is on display at Graceland. Frank Sinatra also owned one.[citation needed] Additionally, one JetStar belonged to U.S. President Richard Nixon, then to the Shah of Iran and finally, to Puerto Rican boy band Menudo.

Sixteen JetStars were produced for the USAF; five C-140As were flight inspection aircraft for the Air Force Communications Service and were used to perform airborne testing of airport navigational aids (navaids) from 1962 onwards. They began service during the Vietnam War and remained in service until the early 1990s. The "Flight Check" C-140As were combat-coded aircraft that could be distinguished from the VIP transport version by their distinctive paint scheme. The C-140As were deployed to southeast Asia during the Vietnam War, where, in addition to their more usual navaid testing, they would loiter off the coast and act as communications relays between the Pentagon and the battlefield.[5] The last C-140A to be retired was placed on static display at Scott AFB, Illinois.[citation needed]

An additional eleven airframes were designated C-140B, although the first of these predated the C-140As when it was delivered in 1961. The C-140Bs were used to transport personnel by the Military Airlift Command. Six of the aircraft (tail numbers 61-2488, 61-2489, 61-2490, 61-2491, 61-2492 and 61-2493) were operated as VIP transports by the 89th Military Airlift Wing at Andrews Air Force Base. These VIP aircraft were designated as VC-140Bs. During the presidency of Jimmy Carter, he used a dedicated VC-140B extensively for short trips and it was known within the Special Air Missions Wing as "Peanut One." Upon retirement, one airframe (#89001) was placed on a static pedestal in front of the Joint Base Andrews air terminal. Members of the VIP transport fleet occasionally served as Air Force One during the 1970s and 1980s. Several other countries, such as Germany and Canada, have used military JetStars as transports for their heads of state, heads of government, and other VIPs.

The last operational JetStar (N313JS) was retired in December 2019, and is now preserved at the Aviation History & Technology Center in Marietta, GA.[6] However, in November 2020, a Jetstar II (N700RM) was flown from Texas to Oregon.[7] That particular aircraft will be disassembled in Klamath Falls.[citation needed] In December 2020, another Jetstar II (N710RM) was also ferried from Conroe, Texas to Klamath Falls, Oregon.[8]

Variants

[edit]
JetStar I
Business, executive transport aircraft, with accommodation for a crew of two and ten passengers, powered by four 3,300 pounds-force (15 kN) thrust Pratt & Whitney JT12A-8 turbojet engines.
JetStar II
New production version, powered by four 3,700 pounds-force (16 kN) thrust Garrett TFE731-3 turbofan engines, and fitted with revised external fuel tanks, 40 built.
JetStar 731
Modified version, fitted with four Garrett TFE731-1 turbofan engines, and equipped with redesigned external fuel tanks.
C-140A
Flight inspection aircraft for the US Air Force, similar to the JetStar I, five built.
C-140B
Passenger, cargo transport aircraft for the US Air Force, similar to the C-140A, five built.
VC-140B
VIP transport aircraft for the US Air Force, similar to the C-140B, six built.
C-140C
Two JetStar 6s were ordered by the United States Navy, originally designated UV-1, but not delivered.
T-40
US military designation for a proposed trainer version of the C-140 for evaluation, not built.
AAI FanStar
Conversion by American Aviation Industries with two General Electric CF34 engines in place of the four JT12 turbojets or TFE731 turbofans which first flew on 5 September 1986.[9] Only one aircraft was converted. The work on the interior of the demonstrator was the subject of litigation in federal court in the late 1980s and early 1990s.[10]

Operators

[edit]

Civil operators

[edit]
The NASA Dryden C-140 testing propfan designs in 1981
Algeria
Iraq
Mexico
Puerto Rico
United States

Military and government operators

[edit]
A US Air Force VC-140B
Canada
West Germany
Indonesia
Iran
Iraq
  • Iraqi Government[18]
Kuwait
  • Kuwait Government[18]
Libya
  • Libyan Arab Air Force[18]
  • Libyan Government[18]
Lithuania
Mexico
Saudi Arabia
United States

Accidents and incidents

[edit]
  • On 25 March 1976, a Jetstar taking off from Chicago Midway Airport overran runway 13R and crashed killing all four occupants on board.[19]
  • On 29 March 1981, a Lockheed JetStar inbound from Nigeria overran runway 08 at London Luton Airport. The co-pilot suffered severe spinal injuries but the commanding pilot and seven passengers escaped with only minor injuries.[20]
  • On January 5, 1995, an Islamic Republic of Iran Air Force (IRIAF) JetStar crashed during an emergency landing, killing all 12 on board including General Mansour Sattari, commander of the IRIAF.[21]

Aircraft on display

[edit]
Canada
  • C-FDTX (c/n 5018) L-1329 Jetstar 6 – The Canada Aviation and Space Museum in Ottawa, has an L-1329 Jetstar 6 that the Department of Transport used to carry government officials and foreign dignitaries.[22]
  • C-FDTF (c/n 5088) L-1329 Jetstar 6 – The Atlantic Canada Aviation Museum has a Jetstar that was used by the Canadian Prime Minister and other government officials.[23]
Indonesia
Indonesian Air Force Lockheed JetStar in Dirgantara Mandala Museum
Mexico
United Kingdom
  • N25AG (c/n 5202) L-1329-25 JetStar II - fuselage preserved for guest accommodations at Apple Camping in Redberth, Pembrokeshire, Wales.[41]
The first JetStar transported Kelly Johnson, displayed at the Museum of Flight near Seattle
VC-140B at the USAF Museum
A 1962 Jetstar previously owned by Elvis Presley sat parked in Roswell, NM for decades
United States

Specifications (JetStar II)

[edit]
340
340

Data from Lockheed Aircraft since 1913[39]

General characteristics

  • Crew: two pilots and typically one flight attendant
  • Capacity: 8–10 passengers
  • Length: 60 ft 5 in (18.41 m)
  • Wingspan: 54 ft 5 in (16.59 m)
  • Height: 20 ft 5 in (6.22 m)
  • Wing area: 542.5 sq ft (50.4 m2)
  • Empty weight: 24,750 lb (11,226 kg)
  • Gross weight: 41,535 lb (18,840 kg)
  • Max takeoff weight: 44,500 lb (20,185 kg)
  • Powerplant: 4 × Garrett TFE731-3[40] turbofan, 3,700 lbf (16 kN) thrust each

Performance

  • Maximum speed: 547 mph (883 km/h, 476 kn) at 30,000 ft (9,145 m)
  • Cruise speed: 504 mph (811 km/h, 438 kn)
  • Range: 2,995 mi (4,820 km, 2,604 nmi)
  • Service ceiling: 43,000 ft (13,105 m)
  • Rate of climb: 4,150 ft/min (21.1 m/s)

Notable appearances in media

[edit]
Main article: Aircraft in fiction § Lockheed JetStar

Auric Goldfinger's private aircraft in the 1964 James Bond film Goldfinger is a Lockheed JetStar with "Auric Enterprises" on the nose.

Aircraft used in John Wayne movie, "Hellfighters"

Aircraft used in Nicolas Cage movie, "Face/Off."

See also

[edit]

Aircraft of comparable role, configuration, and era

References

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Lockheed JetStar

View on Grokipedia
from Grokipedia
The Lockheed JetStar (company designations L-329 and L-1329) is an American developed and manufactured by the , recognized as the first dedicated private jet produced in quantity for the civilian market. It features a distinctive rear-mounted configuration with four engines and was designed to accommodate 8 to 10 passengers in a pressurized cabin, offering transcontinental range for executive travel. The aircraft first flew on September 4, 1957, from and entered service in 1961, marking the dawn of widespread private jet aviation. The JetStar's development began in in response to a U.S. request for a 10-passenger utility transport under the UCX (Utility Cargo Experimental) competition. Lockheed's initial prototype, the CL-329, was powered by two turbojets but faced performance issues, leading to a redesign with four smaller J60 (later JT12) engines mounted in pairs on the rear . This configuration provided a maximum speed of 594 mph (Mach 0.8 at altitude), a cruising speed of around 520 mph, a service ceiling of 45,000 feet, and a range of approximately 2,200 to 2,500 nautical miles with reserves. The design emphasized luxury and reliability, with a low-wing structure, , and capacity for up to 14 passengers in high-density configurations. Production of the JetStar spanned from 1960 to 1973, with 160 civilian and units built, followed by 40 improved JetStar IIs produced between 1976 and 1979 featuring more powerful Spey engines for enhanced performance. variants included the C-140A for general transport and the VC-140B for VIP duties with the U.S. , which operated them for high-level personnel transport. Civilian operators ranged from corporations like Ford to international governments, and the type's longevity was supported by upgrade programs such as the 731 conversion with modern turbofans. As the largest of its era and the only one produced by Lockheed, the JetStar influenced the evolution of executive aviation, serving as a benchmark for speed, range, and luxury until its retirement in the 1990s.

Development

Origins and Design Goals

In the mid-1950s, the burgeoning demand for efficient transcontinental business travel prompted to explore dedicated executive jets, leading to the initiation of the JetStar project in 1956. This effort was spearheaded by Clarence "Kelly" Johnson, the renowned engineer leading Lockheed's secretive division, which had previously revolutionized with rapid-development programs. The project responded to emerging market needs for a reliable, high-performance aircraft that could transport corporate executives across the without reliance on slower propeller-driven planes or commercial airliners. Key design objectives centered on safety, performance, and versatility, with a four-engine configuration selected to enhance reliability and improve low-speed handling, particularly during critical climb phases following engine-out scenarios. This redundancy was deemed essential for a operating from shorter runways, drawing from military transport requirements while prioritizing civil applications. The aircraft targeted a range exceeding 2,500 miles to enable nonstop coast-to-coast flights, a cruising speed of Mach 0.8 for efficiency at high altitudes, and accommodations emphasizing passenger comfort in a pressurized cabin. Influences from early jet transports, such as the Comet's pioneering swept-wing and fuselage designs, informed the JetStar's aerodynamic approach, while military programs under the L-1329 designation shaped its initial utility-focused goals. Initial specifications outlined a fuselage length of approximately 60 feet and a wingspan of 54 feet 5 inches, providing space for 10 to 12 passengers in a luxurious layout with standing headroom, berths, and refreshment facilities. This sizing balanced the need for a spacious interior against , positioning the JetStar as a competitor to nascent business aviation options and military utility transports like the McDonnell Model 119 in the UCX competition.

Prototyping and Testing

The construction of the first Lockheed JetStar , registered as N329J (c/n 1001), began in early 1957 at the company's Burbank facility in , following the initiation of the project in 1956 to meet a U.S. requirement for a utility transport . This featured an initial configuration with two pod-mounted turbojet engines, reflecting the experimental nature of the design phase. A second , N329K, was also constructed at Burbank to support parallel testing efforts. The of N329J occurred on September 4, 1957, departing from in the high desert of at 8:58 a.m., with Lockheed test pilots Ray J. Goudey and Robert T. Schumacher at the controls. The 39-minute flight demonstrated stable handling and basic performance, validating the low-wing, swept-tail configuration, but highlighted limitations in engine power for the intended mission profile. The second prototype followed with its first flight on April 2, 1958, further expanding the evaluation of dynamics. Early testing revealed significant issues with engine integration, as the Orpheus engines delivered insufficient thrust for optimal climb and cruise performance, prompting a major redesign to incorporate four (later designated J60) turbojets mounted in underwing pods. This transition, initiated in 1958, resolved the power deficiencies through extensive ground and flight validations, with the first four-engine configuration achieving flight in July 1960; the modifications ensured better reliability and met the original design goals for versatility in utility and executive roles. The prototypes underwent a rigorous program at Edwards and nearby Palmdale facilities, encompassing high-altitude envelope expansion to assess pressurization and stability above 40,000 feet, stall recovery maneuvers to refine low-speed handling, and hot-weather operations in the desert environment to evaluate cooling systems and takeoff under high-temperature conditions. Key refinements during this phase included enhancements to the tricycle for improved retraction dynamics and load distribution, as well as adjustments to the high-lift flap system to boost short-field capabilities, enabling shorter takeoff and landing distances critical for operational flexibility. These iterative changes, informed by empirical data from the test flights, paved the way for the production model's without entering full-scale .

Production and Certification

The Lockheed JetStar received its FAA on July 12, 1960, paving the way for commercial production to commence the following year. Initial production rates reached 2-3 per month at Lockheed's Marietta, Georgia plant, where the majority of the assembly occurred. A total of 204 units were built between 1961 and 1978 across the program's variants. Early efforts focused on the business aviation market, positioning the JetStar as the pioneering dedicated private jet for corporate and executive transport. As demand evolved, production shifted emphasis toward contracts, including and VIP variants like the C-140A and C-140B for the U.S. . The cost per unit hovered around $2.5 million in 1960s dollars, reflecting the advanced technology and four-engine configuration at the time. Discontinuation came in 1978 amid intensifying competition from more efficient twin-engine business jets, such as the series, compounded by escalating fuel costs during the .

Design

Airframe and Structure

The Lockheed JetStar features a fuselage constructed primarily from aluminum alloys, providing a lightweight yet robust structure capable of withstanding the stresses of flight. The fuselage adopts a circular cross-section, which optimizes internal pressurization by evenly distributing loads across the skin, achieving a maximum differential of 8.9 psi to maintain a comfortable cabin environment at high altitudes. This design choice enhances structural integrity while minimizing weight, allowing for efficient operation in the business jet category. The employs a low-wing configuration, with the wings swept at 30 degrees at the quarter-chord line to improve high-speed performance and reduce drag. These wings incorporate a of 2 degrees for lateral stability and have a total area of 542.5 square feet, enabling effective lift generation for short-field operations. High-lift devices, including Fowler flaps on the trailing edge, extend to augment low-speed lift during , contributing to the aircraft's versatility on runways as short as 5,000 feet. The overall empty weight of the JetStar is approximately 24,750 pounds, reflecting the balance between structural strength and payload capacity. Structural innovations in the JetStar emphasize fail-safe principles, with redundant load paths in the wing spars and frames to ensure continued integrity following localized damage. This approach, common in 1960s-era designs, allows the to redistribute stresses without , enhancing safety for commercial and executive operations. The tricycle is fully retractable, featuring dual wheels on each main gear leg for improved ground handling and load distribution, with the mains retracting inward into the wings and the nose gear folding forward into the .

Propulsion System

The Lockheed JetStar was equipped with four turbojet engines, designated J60 in military applications, mounted in two pods on the sides of the rear fuselage, with two engines per pod, to optimize airflow and structural integration. Early production variants utilized J60-P3 (JT12A-6) engines, each delivering 3,000 lbf (13.3 kN) of thrust. Later upgrades incorporated JT12A-8 variants, rated at 3,300 lbf (14.7 kN) per engine, providing improved performance for the aircraft's business jet requirements. These single-spool featured a nine-stage , cannular , and two-stage , contributing to the JetStar's efficient for its era. The fuel system consisted of integral tanks in the wings and , with a total usable capacity of 2,660 gallons (10,070 liters) distributed across inboard, outboard, and auxiliary cells. This configuration, supplemented by optional slipper tanks on the wings, enabled a maximum range of approximately 2,200 miles (3,540 km), sufficient for non-stop transcontinental operations such as New York to under favorable conditions with minimal payload. Fuel was managed through interconnected cells with electric boost pumps, ensuring balanced distribution to the engines during flight. During prototyping, engine validated the fuel delivery system's compatibility with the turbojets under various flight regimes. Subsequent models introduced thrust reversers on the JT12/J60 engines, deploying clamshell to redirect exhaust forward and shorten landing rollout by up to 20%, enhancing safety on shorter runways. However, the design led to operational challenges, including high fuel consumption averaging 400-500 gallons per hour in cruise and climb, which limited compared to later turbofans. Additionally, the engines' noise output, peaking above 100 dB during takeoff, exceeded modern regulatory standards, necessitating frequent maintenance for acoustic liners and contributing to higher operational costs in noise-sensitive environments.

Cockpit and Avionics

The Lockheed JetStar's accommodates two pilots in side-by-side seating, with a positioned behind for additional crew or observers. The analog instrument panel features gyroscopic attitude indicators, engine performance gauges tailored to the four turbojets, and standard flight instruments such as airspeed indicators and altimeters, reflecting the aircraft's design emphasis on reliable mechanical systems for the era. Visibility from the is enhanced by a large, curved that provides an expansive , aiding in low-altitude and short-field operations. Early avionics suites in the JetStar included dual VHF communication radios for interactions, an (ADF) for non-precision , and a basic system certified for coupled approaches. These systems were supplemented by VOR/ILS receivers for instrument landings, prioritizing simplicity and redundancy in a multi-engine platform. Subsequent production models incorporated for adverse condition avoidance and high-frequency (HF) radios to support transoceanic flights, improving operational flexibility without overcomplicating the pilot interface. Operation of the JetStar mandates a type rating for pilots, stemming from the complexities of managing four engines and the associated high-performance characteristics. This certification ensures proficiency in handling the aircraft's unique throttle quadrant and engine synchronization procedures. Avionics evolution in the 1970s introduced solid-state components in select upgrades, such as improved navigation displays and more reliable transponders, though these enhancements remained constrained by the prevailing vacuum-tube and electromechanical technologies of the time.

Variants

Early Models

The initial production variant of the Lockheed JetStar, designated Model 1329, entered service in 1961 following FAA certification in July 1960, featuring four J60-P3 engines each producing 3,000 pounds of thrust. This baseline model was designed for executive transport, accommodating up to 10 passengers in a pressurized cabin with a of 42,000 pounds, enabling a range of approximately 1,700 nautical miles at a cruise speed of around 450 knots. Compared to the prototypes, which utilized two engines and focused on utility testing, the production versions incorporated refined interiors optimized for corporate comfort, including customizable seating and amenities, along with an optional gas turbine (APU) for independent engine starting and ground electrical power. In 1965, Lockheed introduced an enhanced variant, the Model 1329-6 (sometimes referred to as the ), which featured uprated J60-P7 engines delivering 3,000 pounds of each for improved performance, achieving a high-speed cruise of up to . This update addressed early operational feedback on climb rates and hot/high performance while maintaining the core design, with the process confirming its airworthiness for civilian operations shortly after introduction. A total of approximately 150 standard JetStar aircraft in these early configurations were produced through the mid-1960s, predominantly for corporate and private operators seeking reliable transcontinental executive transport. These models established the JetStar as a pioneer in dedicated business aviation, emphasizing quiet rear-mounted engines and wingtip fuel tanks that minimized noise in the cabin without compromising the aircraft's swept-wing .

Military Designations

The Lockheed JetStar received the U.S. military designation C-140, with variants adapted primarily for the 's transport and testing needs. The U.S. procured 16 beginning in late 1961, marking the service's entry into dedicated executive jet operations. Five C-140A models were dedicated to flight inspection duties under the Air Force Communications Service, entering service in 1962 to conduct airborne calibration and testing of airport navigational aids and instrument landing systems. These supported electronic mission requirements, including and communication evaluations, and remained operational into the 1980s. Eleven C-140B variants were assigned to the for operational support airlifts, including personnel transport and dignitary missions, with some later repurposed for checks; six of these were designated VC-140B and operated by the 89th Military Airlift Wing at as VIP transports for the —using the "Air Force One" call sign during presidential flights—and other high-ranking officials, supporting administrations from through until retirement in 1987. The U.S. Navy initially ordered two JetStar 6 examples as UV-1 utility transports in the early 1960s, later redesignated C-140C, but cancelled the contract before delivery. No other U.S. military or designations, such as TC-140B or QU-140B, entered production. Overall, U.S. military acquisition totaled 16 , with all variants phased out by the early 1990s in favor of more modern platforms.

JetStar II Upgrades

The JetStar II upgrades represented a significant modernization effort for the aging JetStar platform, primarily aimed at improving , reducing to comply with emerging U.S. regulations, and extending operational range amid rising fuel costs in the early . Introduced through a retrofit program initiated by in 1972, the upgrades replaced the original four JT12A turbojets with engines, marking one of the engine's first major applications in business aviation. These changes addressed the original model's high fuel consumption and excessive , which had become liabilities as environmental and economic pressures intensified. The core of the upgrades centered on the TFE731 turbofans, which delivered approximately 3,700 pounds of thrust per engine while achieving a 30-40% reduction in fuel burn compared to the JT12s, alongside substantial noise attenuation that met Stage 2 certification standards. The Model 731 variant specifically applied these engines to existing JetStar airframes via a conversion program, with Garrett completing around 61 such retrofits to enhance performance without requiring full aircraft replacement. This retrofit not only extended the service life of older models but also improved short-field capabilities and overall dispatch reliability for corporate operators. Building on the retrofit's success, Lockheed introduced the production JetStar II in 1976 as a fully new-build variant incorporating the TFE731-3 engines from the outset, with the first example taking to the air on August 18 of that year and FAA certification following in December. Key structural enhancements included redesigned external fuel tanks, providing additional cabin volume for up to ten passengers in greater comfort while increasing the to 44,500 pounds. These modifications, combined with redesigned external fuel tanks, boosted the aircraft's range to approximately 2,800 nautical miles under typical configurations, enabling transcontinental flights without refueling. Lockheed manufactured 40 JetStar II aircraft between 1976 and 1979 before ceasing production in 1980, as competition intensified from more advanced swept-wing business jets like the Gulfstream II and III, which offered superior speed, range, and cabin amenities at comparable operating costs. Despite the program's end, the upgrades ensured the JetStar fleet remained viable in executive service for decades, with many retrofitted and new-build examples continuing operations into the .

Operational History

Commercial Service

The Lockheed JetStar entered commercial service in 1961 as the world's first dedicated , with initial deliveries to private corporate customers marking the beginning of a new era in executive aviation. Designed for high-speed, long-range travel accommodating up to 10 passengers, it quickly gained popularity among U.S. corporations for its reliability and spacious cabin, symbolizing prestige in during the economic boom. By the late , the JetStar's production ramped up, contributing to a growing fleet that represented a significant portion of early operations, with deliveries supporting ad-hoc charter services and private fleet expansions. Throughout the 1970s, the JetStar solidified its role in commercial aviation, powering corporate fleets for major companies and high-profile individuals, including entertainers like , who owned a 1962 model for personal use. Its four-engine configuration provided the range and performance needed for transcontinental flights, making it a preferred choice for executive transport despite higher fuel consumption compared to emerging twin-engine designs. Total production reached 204 aircraft by 1978, with the majority entering civil service. As the 1980s progressed, many JetStars were phased out of primary commercial service due to the rise of more fuel-efficient twin-engine jets like the Gulfstream II, which offered lower operating costs and better performance. A number of airframes underwent upgrades to the quieter JetStar II variant with engines, extending their utility in operations, while others were repurposed or retired, though some conversions to freighter configurations emerged for specialized roles. While original models were largely retired by the , upgraded JetStar 731 conversions remain in limited service as of 2025. The JetStar's legacy in commercial service endures as a pioneer that democratized private air travel for executives, influencing the development of modern business aviation with its emphasis on luxury and versatility.

Military and Government Roles

The Lockheed JetStar served in various military and government capacities, primarily as a VIP transport and utility aircraft. The U.S. Air Force acquired 16 examples, designated as C-140A and C-140B, entering service in 1961 for diverse roles including personnel transport and navigational aid calibration. Five C-140A variants were dedicated to the Air Force Communications Service for flight inspection duties, testing and calibrating airport navigation aids and radar systems worldwide to ensure operational accuracy for military and civilian aviation. These aircraft simulated high-altitude flight paths and approaches of fighters and bombers, supporting radar and instrument landing system validation in challenging conditions. Eleven C-140B models handled general transport tasks, of which six VC-140B variants were assigned to the 89th Military Airlift Wing at Andrews Air Force Base, Maryland, for special air missions supporting the White House, transporting the President—under the call sign Air Force One when aboard—and other high-ranking officials such as those attending international summits. These aircraft provided rapid, economical travel, accumulating thousands of flight hours through the 1960s and 1970s, including operations in Southeast Asia during the Vietnam War where some wore camouflage schemes. The fleet remained active into the late , with individual retiring between 1984 and 1987 after accruing over 11,000 to 17,000 flight hours each. Internationally, the JetStar saw government and military use for VIP and liaison missions. The operated three JetStar 6 variants from 1965 to 1986, primarily for transporting senior officials. Other nations, including , , , , , , and , employed the type in utility and executive roles through the 1970s and . Special missions highlighted the JetStar's versatility beyond standard transport. NASA's Dryden Flight Research Center operated a C-140 from 1964 to 1989 for aeronautical research, including tests of control, experimental engines, and airborne systems applicable to civilian and military advancements. The U.S. military also leveraged the platform for electronic warfare evaluations and , though specific programs like drone control were limited. Post-Cold War budget constraints led to the JetStar's drawdown in the U.S., with the fleet phased out by the early due to high maintenance costs, aging airframes, and parts scarcity following production's end in 1973. The C-21A , a more efficient twin-engine replacement, was introduced in to assume VIP and utility duties, enabling significant cost savings in operations and sustainment.

Operators

Civil Operators

The Lockheed JetStar found widespread adoption among civil operators following its entry into service in 1961, serving primarily as a and executive transport aircraft for private individuals, corporations, and services. Over 150 civil registrations were issued globally during its production run, which totaled 204 aircraft by 1978, with the majority entering non-military roles in the United States and select international markets. Notable private users included American celebrities such as , who owned two JetStars (including the 1960 model N777EP configured for 10 passengers and the 1976-acquired N440RM (built 1962) with custom pink velvet interiors for tour travel), (who operated one alongside his Learjet and Gulfstream fleet for global performances), (with a 1967 JetStar 731, N18BH, fitted for 10 passengers), and former President (who acquired one post-presidency for personal use, inspired by the USAF's VC-140B variant). Other notable civil operators included (TWA) for executive transport and the Puerto Rican Menudo for tour support in the 1980s. These high-profile owners highlighted the JetStar's appeal as a reliable, long-range executive jet capable of seating up to 10 passengers plus crew. Commercial and charter operators also utilized the type, particularly in the and . In the United States, Eastern Airlines incorporated JetStars into its fleet for short-haul executive services, while employed them for cargo and passenger charters. Internationally, Air Algérie operated the aircraft in for regional executive transport, and TAESA (Transportes Aéreos Ejecutivos SA) in used JetStars for charter operations across , leveraging the type's ability to handle diverse airfields in the region. Other civil users included for Middle Eastern routes, though operations there shifted toward government roles over time. As of November 2025, the JetStar's civil fleet has significantly declined due to age, maintenance costs, and the availability of more efficient modern business jets, with only a handful remaining airworthy worldwide—primarily in private ownership. These survivors are concentrated in the United States and , where operators maintain them through specialized upgrades like the JetStar II conversion (featuring TFE731 turbofans for improved performance). Examples include U.S.-registered private aircraft such as N700RM (a JetStar II owned by Flying Piggs LLC, last flight activity pre-2024) and N800GD (photographed in 2024 but with limited operations), both holding valid FAA certificates. In , occasional private and charter use persists in , supported by regional maintenance facilities, but no large fleets remain. Preservation efforts and static displays have absorbed many retired airframes, reflecting a broader trend toward specialized support by firms focusing on legacy business jets to sustain the remaining operational examples.

Military and Government Operators

The acquired 16 Lockheed JetStar aircraft designated as C-140 variants between 1961 and 1963 for transport and VIP duties. These included five C-140A models assigned to the Communications Command for flight inspection and navigation aid evaluation, and eleven C-140B models operated by for cargo and passenger transport (including six VC-140B models dedicated to VIP transport, several of which served as for Presidents , , , and ). All USAF JetStars were retired by 1987 following a replacement program with newer aircraft. The ordered two 6 aircraft designated UV-1 (later redesignated C-140C) in 1961 for staff transport, but the order was canceled before delivery, with the airframes redirected to civilian buyers. operated at least one C-140 from 1964 to 1989 at the Dryden Flight Research Center (now ) for aeronautical research projects, including wake vortex studies and propulsion testing; the aircraft was retired in 1989 after supporting civilian aviation technology development. Several foreign militaries and governments employed the JetStar primarily for VIP and staff transport roles. The () acquired three JetStar 6 aircraft (serials 11+01, 11+02, and 11+03) in 1965 for executive transport, which remained in service until retirement in 1986. The Mexican Air Force operated at least two JetStar 8 variants (serials 3907 and 3908) from the late for government transport; one remains preserved at the in Santa Lucía as of 2024. The Islamic Republic of Iran Air Force acquired four aircraft in the 1970s for VIP duties, with several involved in accidents but at least one (serial 5-9001) remaining in long-term storage at Mehrabad Airport as of 2023. The Kuwait Government operated an unspecified number of JetStars for official transport starting in the 1970s, with service continuing into the 1990s before eventual phase-out. Canada's Department of Transport (a civilian government agency) acquired three JetStars in the 1960s for high-level official transport, which were retired in the 1980s; none entered direct military service with the Royal Canadian Air Force. In total, military and government operators worldwide utilized approximately 40 JetStar airframes, many of which have since been converted to private civilian use following decommissioning.

Incidents and Accidents

Major Events

The Lockheed JetStar experienced its first fatal accident on November 7, 1962, when U.S. C-140A serial 59-5961 crashed short of the during a final approach to in Georgia. The aircraft lost control and burst into flames upon impact, killing all five crew members on board; the cause was attributed to in handling a high sink rate during landing. This incident prompted Lockheed to modify the JetStar's nose landing gear design, changing from a single to dual tires for improved stability and load distribution on subsequent production models. A significant occurred on January 16, 1968, involving CA+102 near in . The , on a flight, collided head-on with a P.149D that had just taken off; the Piaggio crashed, killing both occupants, while the sustained substantial damage to its underside but managed an at with no injuries to its crew. The accident was attributed to visibility issues and inadequate separation by . One of the deadliest incidents for the JetStar took place on February 11, 1981, when corporate JetStar 731 N520S, operated by Texasgulf Aviation, crashed into wooded terrain 6,000 feet short of runway 16 during an approach to in New York. All eight occupants, including the company's chairman and several executives, were killed; the determined the cause was crew distraction from a major electrical system failure, leading to a loss of altitude awareness. A notable survival event occurred during the 1968 Bremen collision, where the JetStar's robust structure allowed for a safe emergency landing despite severe damage, demonstrating the aircraft's durability in collision scenarios. Overall, the JetStar fleet recorded 14 hull-loss accidents between 1961 and 2025, according to data from the Aviation Safety Network.

Safety Analysis

The Lockheed JetStar exhibited an overall safety record consistent with early-generation business jets, recording 14 hull-loss accidents according to the Aviation Safety Network database spanning its operational history from 1961 onward. With 204 aircraft produced, the design's safety was influenced by the operational complexity of its four-engine aft-mounted configuration. No systemic design flaws, such as the metal fatigue issues that plagued the de Havilland Comet in the 1950s, were identified in National Transportation Safety Board (NTSB) investigations of JetStar incidents. Analysis of accident reports reveals common causal factors including engine malfunctions and , with engine-related issues implicated in a significant portion of cases—often linked to the turbojets' reliability challenges in early models. The (FAA) responded with targeted Airworthiness Directives (ADs) in the 1970s, such as AD 72-19-4 for electrical battery system enhancements, which mitigated these risks by mandating inspections and upgrades. Later conversions to engines in JetStar 731 variants further improved reliability, reducing engine failure rates in subsequent operations. Comparatively, the JetStar's safety profile surpassed that of the early , which experienced multiple catastrophic failures leading to a rate exceeding 5 hull-losses per 100,000 hours in its initial service, but lagged behind 1980s standards set by simpler twin-engine jets like the , where accident rates dropped below 0.5 per 100,000 hours due to advancements in and redundancy. Investigations consistently affirmed the absence of inherent structural or aerodynamic defects in the design. In response to specific incidents, such as the 1981 Texasgulf Aviation crash near White Plains, the NTSB recommended enhanced pilot training protocols for handling electrical distractions and adverse weather, which the FAA incorporated into certification requirements for business jet operations. Additional measures included AD-mandated redundancies in critical systems like landing gear and electrical components, contributing to a decline in accident rates for remaining active airframes into the 1990s.

Preservation

Static Displays

Several Lockheed JetStar aircraft have been preserved as static displays in aviation museums worldwide, with approximately 10 examples known, predominantly military variants such as the C-140A and VC-140B used by the U.S. for VIP and utility roles. These exhibits highlight the JetStar's pioneering role as the first dedicated , showcasing its four-engine design and historical significance in executive and government . In the United States, notable examples include a C-140B (serial number 62-4201) at the Hill Aerospace in , acquired in January 1992 after storage at Davis-Monthan Air Force Base; the aircraft underwent a restoration involving about 2,000 man-hours and was repainted in 2024 to reflect its service carrying U.S. presidents, including , , , and . Another U.S. display is a VC-140B (serial number 61-2488) at the in , which arrived by flight in 1985 and represents one of the earliest variants delivered in October 1961. The in , preserves multiple JetStars, including a VC-140B (serial number 61-2489) loaned in September 1987, emphasizing the type's adaptability for civil and applications. Additionally, a C-140A (serial number 59-5958) is exhibited at the Travis Air Force Base in , illustrating the JetStar's early utility transport configuration. The original CL-329 prototype, first flown on September 4, 1957, from , is preserved at The Museum of Flight's Restoration Center & Reserve Collection in , where ongoing restoration efforts aim to return it to display condition as a testament to Lockheed's initial design iterations, which originally featured twin engines before adopting four. Internationally, a civil L-1329 is on static display at the Atlantic Canada Aviation Museum in , representing the type's global use by businesses and governments since its production from 1961 to 1978. Similarly, an L-1329 JetStar 6 variant is preserved at the in , , underscoring the aircraft's luxury features like seating for up to 14 passengers and a range suitable for transcontinental flights. These preservation initiatives ensure the JetStar's legacy endures, with museums focusing on military examples to connect visitors to its operational history in government service.

Airworthy Survivors

As of November 2025, approximately three Lockheed JetStar II aircraft remain airworthy worldwide, all owned by the private collector entity Flying Piggs LLC and based at Klamath Falls Airport (LMT) in , . These examples, built between 1976 and 1978, are equipped with four TFE731-3 engines and hold active U.S. FAA registrations N700RM (serial 5224, expiration January 31, 2028), N710RM (serial 5213, expiration January 31, 2028), and N72GW (serial 5205, expiration September 30, 2028), each certified under standard airworthiness. The fleet is maintained through the Lockheed-approved maintenance and inspection program, with oversight from CAMP systems for airframe tracking and JSSI programs for the engines, ensuring compliance with FAA requirements. Aftermarket parts for the TFE731 engines continue to be supplied by , the successor to , supporting ongoing operational viability despite the type's age. Annual inspections, including phase checks and engine overhauls, typically exceed $100,000 in costs, reflecting the specialized labor and component sourcing needed for these vintage business jets. Flying Piggs LLC operates these aircraft primarily for preservation and limited private use, with no reported commercial charter activity. Flight records indicate infrequent operations, such as a 2020 repositioning of N700RM from to , underscoring their status as a rare, low-utilization collection rather than active transport assets. No airworthy JetStars are documented outside the , including in regions like or other parts of the .

Technical Specifications

Original JetStar

The original Lockheed JetStar was a four-engine designed for executive transport, accommodating a standard crew of two pilots and up to 10 passengers in its baseline civilian configuration. Its measured 60 ft 5 in in length, with a of 54 ft 5 in, height of 20 ft 5 in, and wing area of 542.5 sq ft. The had an empty weight of 18,450 lb and a of 42,000 lb. It was powered by four J60-P-3A turbojets, each providing 3,300 lbf of thrust. Performance capabilities included a maximum speed of 573 mph, a cruise speed of 526 mph, a range of 1,930 mi, a service ceiling of 36,000 ft, and a of 3,700 ft/min.
CategorySpecification
General Characteristics
Crew2
Capacity10 passengers
60 ft 5 in
54 ft 5 in
20 ft 5 in
Wing area542.5 sq ft
Empty weight18,450 lb
Max takeoff weight42,000 lb
Powerplant4 × J60-P-3A turbojets, 3,300 lbf thrust each
Performance
Maximum speed573 mph
Cruise speed526 mph
Range1,930 mi
Service ceiling36,000 ft
3,700 ft/min

JetStar II

The JetStar II represented a significant evolution of the original JetStar, featuring modern engines that delivered enhanced performance, range, and fuel economy. Introduced in 1976, it incorporated the turbofans, which provided quieter operation and approximately 35% better fuel efficiency compared to the JT12 turbojets of the baseline model, enabling longer missions with reduced operating costs. These upgrades also shortened the required takeoff run to around 4,500 feet under standard conditions, improving versatility for shorter runways. Key technical specifications for the JetStar II are summarized below, based on manufacturer and data.
CategorySpecification
General CharacteristicsCrew:
Capacity: up to 10 passengers
Length: 60 ft 5 in (18.41 m)
Wingspan: 54 ft 5 in (16.59 m)
Height: 20 ft 5 in (6.22 m)
Wing area: 542.5 sq ft (50.4 m²)
Empty weight: 24,750 lb (11,226 kg)
: 44,500 lb (20,185 kg)
Powerplant4 × Garrett TFE731-3 turbofans, 3,700 lbf (16.5 kN) each
Performance: 547 mph (475 kn, 880 km/h)
: 535 mph (465 kn, 862 km/h)
Range: 2,800 mi (2,435 nmi, 4,506 km)
Service ceiling: 45,000 ft (13,716 m)
: 4,000 ft/min (20.3 m/s)

References

  1. https://www.nationalmuseum.af.mil/Visit/Museum-Exhibits/Fact-Sheets/Display/Article/195808/lockheed-vc-140b-jetstar/
  2. https://simpleflying.com/lockheed-jetstar-story/
  3. https://vintageaviationnews.com/warbird-articles/today-in-aviation-history-first-flight-of-the-lockheed-jetstar.html
  4. https://www.museumofflight.org/exhibits-and-events/aircraft/lockheed-jetstar-cl-329-prototype
  5. https://simpleflying.com/the-first-official-private-jet-what-was-special-about-the-lockheed-jetstar/
  6. https://pacificcoastairmuseum.org/aircraft/lockheed-jetstar/
  7. https://ahtc360.org/lockheed-l-1329-jetstar-731/
  8. https://ahtc360.org/lockheed-l-1329-jetstar/
  9. https://www.airvectors.net/avjetst.html
  10. https://businessaviation.aero/evtol-news-and-electric-aircraft-news/business-aviation/lockheed-jetstar-the-dawn-of-luxury-business-travel
  11. https://www.thisdayinaviation.com/4-september-1957/
  12. https://www.rbogash.com/jetstarhistory.html
  13. https://www.thisdayinaviation.com/2025/09/04/
  14. https://www.jba.af.mil/News/Article/3499627/vc-140b-89001-briefly-returns-to-the-wild-blue-yonder/
  15. https://www.airliners.net/aircraft-data/lockheed-jetstar/269
  16. https://www.globalsecurity.org/military/systems/aircraft/c-140.htm
  17. https://simpleflying.com/first-private-jet-lockheed-jetstar/
  18. https://www.solairus.aero/history-private-aviation/
  19. https://www.aopa.org/news-and-media/all-news/2021/november/pilot/bizjet-pioneers
  20. https://www.airliners.net/forum/viewtopic.php?t=763575
  21. https://www.flyingmag.com/pilot-reports-jets-sj30-2-trading-size-speed/
  22. https://ntrs.nasa.gov/api/citations/19750019977/downloads/19750019977.pdf
  23. https://www.airandspaceforces.com/app/uploads/2024/09/AFmag_1974_04.pdf
  24. https://www.militaryfactory.com/aircraft/detail.php?aircraft_id=1862
  25. https://www.thisdayinaviation.com/tag/pratt-whitney-j60-p-3/
  26. https://airandspace.si.edu/collection-objects/pratt-whitney-j60-p-6-turbojet-engine/nasm_A19870037000
  27. https://planeandpilotmag.com/lockheed-jetstar/
  28. https://www.globalair.com/aircraft-for-sale/specifications?specid=36
  29. https://www.emerald.com/insight/content/doi/10.1108/eb035454/full/pdf
  30. https://registry.faa.gov/TypeRatings/
  31. https://simpleflying.com/lockheed-jetstar-features-list/
  32. https://www.federalregister.gov/documents/2007/05/24/E7-10033/airworthiness-directives-lockheed-model-1329-series-airplanes
  33. https://www.hmdb.org/m.asp?m=162352
  34. https://museumofaviation.org/exhibits/my-new-favorite-airplane-the-c-140-jetstar/
  35. https://www.zoggavia.com/-/collection/lockheed-military-designs/c-140-jetstar
  36. https://www.facebook.com/aviationtitan/posts/lockheed-c-140-jetstar-company-designations-l-329-and-l-1329-in-civilian-service/1249100790591726/
  37. https://www.aerospaceutah.org/museum/our-collections/aircraft-collection/c-140b-jetstar/
  38. https://www.historyofwar.org/articles/weapons_lockheed_C-140_jetstar.html
  39. https://www.ainonline.com/aviation-news/business-aviation/2008-05-22/tfe731-makes-history-10000th-delivery
  40. https://aerospace.honeywell.com/us/en/about-us/blogs/tfe731-engine-still-going-strong-at-50
  41. https://www.ahtc360.org/lockheed-l-1329-jetstar-731/
  42. https://www.businessairnews.com/hb_aircraftpage.html?recnum=L1329
  43. https://jecobra.com/aircraft-specification/jetstar-ii-117
  44. https://planephd.com/wizard/details/912/LOCKHEED-JETSTAR-II-specifications-performance-operating-cost-valuation
  45. https://simpleflying.com/do-lockheed-jetstars-still-fly-today/
  46. https://www.airportspotting.com/the-legacy-of-the-lockheed-jetstar/
  47. https://www.airhistory.net/aircraft/9067/Lockheed-L-1329-JetStar-6
  48. https://www.nasa.gov/image-article/c-140/
  49. https://simpleflying.com/lockheed-jetstar-celebrity-operator-list/
  50. https://simpleflying.com/elvis-presley-lockheed-jetstar-auction/
  51. https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=700RM
  52. https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=800GD
  53. https://museumofaviation.org/portfolio/vc-140b-jetstar/
  54. https://www.airteamimages.com/lockheed-jetstar_11-01_germany-german-air-force_120143
  55. https://www.airhistory.net/photo/328408/3908
  56. https://www.jetphotos.com/photo/8370876
  57. https://ingenium.ca/aviation/en/collection-highlight/lockheed-l-1329-jetstar-6/
  58. https://www.baaa-acro.com/crash/crash-lockheed-c-140a-lm-jetstar-robins-afb-5-killed
  59. https://asn.flightsafety.org/wikibase/331947
  60. https://www.ntsb.gov/investigations/AccidentReports/Reports/AAR8113.pdf
  61. https://asn.flightsafety.org/database/types/Lockheed-1329-Jetstar/index
  62. https://planeandpilotmag.com/plane-facts-bizjets/
  63. https://www.lockheedmartin.com/content/dam/lockheed-martin/aero/documents/sustainment/csc/service-news/sn-mag-v1-v10/V1N4.pdf
  64. https://www.aerospaceutah.org/c-140b-jetstar/
  65. https://pimaair.org/museum-aircraft/lockheed-vc-140/
  66. https://www.travisafbaviationmuseum.org/copy-of-c-7a
  67. https://acamuseum.ca/on-display/aircraft-collection/lockheed-jetstar/
  68. https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=710RM
  69. https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=72GW
  70. https://www.aircraft.com/aircraft/29949685/n700rm-1978-lockheed-jetstar-ii
  71. https://www.facebook.com/groups/218676792817854/posts/940963547255838/
  72. https://www.lockheedmartin.com/content/dam/lockheed-martin/aero/documents/sustainment/csc/service-news/sn-mag-v1-v10/V2N2.pdf
  73. http://www.aviastar.org/air/usa/lok_jetstar.php
  74. https://skybrary.aero/aircraft/l29b
Add your contribution
Related Hubs
User Avatar
No comments yet.