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Lockheed Model 8 Sirius
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The Lockheed Model 8 Sirius is a single-engined, propeller-driven monoplane designed and built by Jack Northrop and Gerard Vultee while they were engineers at Lockheed in 1929, at the request of Charles Lindbergh.
Key Information
History
[edit]In 1929 and 1930 15 Sirius aircraft were constructed.[1]
The first and best known Sirius was bought by Lindbergh and named Tingmissartoq which in 1931, as NR211, was turned into a float plane.[2] Lindbergh and his wife Anne Morrow Lindbergh flew it to the Far East, where she wrote a book about their experiences there entitled North to the Orient.[2] The aircraft was damaged in Hankou, China, when it capsized while being lowered off the aircraft carrier HMS Hermes, and had to be sent to Lockheed to be repaired.[3]
In 1931, György Endresz and Sándor Magyar made a successful US–Hungary transatlantic flight with a Lockheed Sirius 8A aircraft named Justice for Hungary.[4]
In 1933, the Lindberghs set out again with their Sirius, now upgraded with a more powerful engine, a new directional gyro, and an artificial horizon. This time, their route would take them across the northern Atlantic, with no particular destination, but primarily to scout for potential new airline routes for Pan Am.[5] While at a refueling stop in Angmagssalik, Greenland, the Inuit of the area gave the Sirius a nickname, "Tingmissartoq" or "one who flies like a bird". They continued on their flight and made many stops in Europe, Russia, then south to Africa, back across the southern Atlantic to Brazil and back over New York City at the end of 1933, after 30,000 miles and 21 countries; droves of people turned out to greet them as they landed.[2]
The aircraft was in the American Museum of Natural History in New York City until 1955, when ownership was transferred to the National Museum of the United States Air Force in Dayton, Ohio. It was given to the Smithsonian Institution in 1959, and it went on display at the National Air and Space Museum when the original facility opened on the National Mall in 1976.[2]
Variants
[edit]
- Lockheed 8 Sirius
- Single-engine, two-seat, long-range, high-performance aircraft; one built for Charles Lindbergh.[6]
- Sirius 8
- First production version, similar to the Lockheed 8 Sirius; one built.
- Sirius 8A
- Equipped with an enlarged tail surface; eight built.[7]
- Sirius 8C
- Four-seat version fitted with an enclosed cabin seating two passengers, located between the engine and the pilot's cockpit; one built.
- DL-2
- Metal fuselage and wooden wings. One built by the Detroit Aircraft Corporation.
Operators
[edit]
Specifications (Lindbergh's Sirius 8)
[edit]
Data from Lockheed Aircraft since 1913[9]
General characteristics
- Crew: two
- Length: 27 ft 1 in (8.26 m)
- Wingspan: 42 ft 9+1⁄4 in (13.037 m)
- Height: 9 ft 3 in (2.82 m)
- Wing area: 294.1 sq ft (27.32 m2)
- Empty weight: 4,289 lb (1,945 kg)
- Gross weight: 7,099 lb (3,220 kg)
- Fuel capacity: 416 US gal (1,570 L)[10]
- Powerplant: 1 × Pratt & Whitney Wasp radial engine, 450 hp (340 kW)
Performance
- Maximum speed: 185 mph (298 km/h, 161 kn)
- Cruise speed: 150 mph (240 km/h, 130 kn)
- Range: 975 mi (1,569 km, 847 nmi)
- Service ceiling: 26,100 ft (8,000 m)
- Rate of climb: 1,280 ft/min (6.5 m/s)
See also
[edit]References
[edit]Notes
[edit]- ^ Donovan, M. Regis. "A Short History of the Wooden Wonders." Archived 2015-12-08 at the Wayback Machine rustysparks.com. Retrieved: November 26, 2015.
- ^ a b c d "Lockheed Sirius "Tingmissartoq", Charles A. Lindbergh." Smithsonian National Air and Space Museum. Retrieved: November 26, 2015.
- ^ "Lucky Lindy and His Lockheed Sirius." Archived 2015-12-07 at the Wayback Machine Lockheed Martin. Retrieved: November 26, 2015.
- ^ Dawson, Brian. ""Justice for Hungary" - a historic flight, 1931." American Hungarian Federation. Retrieved: November 26, 2015.
- ^ "Lockheed's Early Years, 1912-1940." centennialofflight.net, 2013. Retrieved: November 26, 2015.
- ^ "Lindbergh Picks A Plane." Popular Mechanics, November 1930. Retrieved: November 26, 2015.
- ^ "Lockheed Sirius 8A NC117W." Delta Mike Airfield, 2008. Retrieved: November 26, 2015.
- ^ Nash, David. "Aircraft that took part in the Spanish Civil War." Archived 2015-02-05 at the Wayback Machine Aircraft of the Spanish Civil War. Retrieved: January 15, 2015.
- ^ Francillon 1982, p. 100.
- ^ Francillon 1982, p. 93.
Bibliography
[edit]- Francillon, René J. Lockheed Aircraft since 1913. London: Putnam, 1982. ISBN 0-370-30329-6;
External links
[edit]
Wikimedia Commons has media related to Lockheed Model 8 Sirius.
Lockheed Model 8 Sirius
View on Grokipediafrom Grokipedia
The Lockheed Model 8 Sirius was a single-engine, low-wing monoplane developed by the Lockheed Aircraft Corporation in 1929, featuring a wooden monocoque fuselage and designed for high-performance long-distance flight and utility transport.[1][2] Powered by a 450-horsepower Pratt & Whitney Wasp radial engine, it measured 27 feet 10 inches in length, had a wingspan of 42 feet 10 inches, stood 8 feet 4.5 inches high, and achieved a top speed of 185 miles per hour with a maximum takeoff weight of around 4,600 pounds.[3][4][2]
Designed primarily by Lockheed engineers Gerard Vultee and Jack Northrop to meet the specifications of aviator Charles Lindbergh for a versatile aircraft smaller than his famed Spirit of St. Louis, the Sirius emphasized tandem seating with dual controls, navigation aids, and adaptability for both land and seaplane operations.[1][2] Lindbergh and his wife, Anne Morrow Lindbergh, purchased the prototype in 1929 for $22,825 and named it Tingmissartoq (Inuit for "one who flies like a big bird"), using it to establish a transcontinental speed record from Los Angeles to New York in 14 hours, 45 minutes, and 32 seconds in April 1930—shaving over three hours off the previous mark.[1][2]
The aircraft gained further prominence through the Lindberghs' exploratory missions, including a 1931 survey flight from the United States to Asia via Canada, Alaska, and the Soviet Union to chart potential Pan American Airways routes, during which Tingmissartoq was fitted with Edo floats for overwater capability and upgraded with a 575-horsepower Wright Cyclone engine, a Sperry artificial horizon, directional gyro, and drift indicator.[1][2] In 1933, after rebuilding from prior damage, it supported another northern expedition across the Atlantic to survey transoceanic paths, demonstrating the Sirius's robustness for demanding conditions.[1] Today, the Lindberghs' Tingmissartoq is preserved at the Smithsonian National Air and Space Museum, having been donated in 1960 after prior custody by the U.S. Air Force Museum.[1][3]
Several variants emerged to suit commercial and utility needs, including the enclosed-cabin 8A model with fixed landing gear, which entered service with airlines such as Delta Air Lines in 1935 for mail transport on routes from Texas to South Carolina, powered by the same 450-horsepower Wasp engine and capable of 173 miles per hour.[4] Other configurations, like the 8C with modifications for photography or passenger seating, supported early air mail and survey operations, though production remained limited to support Lockheed's transition toward more advanced designs.[4]
Civil operations declined sharply after 1940 due to the aircraft's age and the rapid advancement of more modern designs, with many of the remaining airframes retired from service or dismantled for aluminum during World War II material shortages; by the war's end, only a handful survived in non-operational storage.[2]
Development
Design origins
In the early 1920s, the Loughead Aircraft Manufacturing Company, founded by brothers Allan and Malcolm Loughead in 1912, faced severe financial difficulties following World War I, leading to its closure in 1921 amid a post-war aviation slump and lack of military contracts.[5] Allan Loughead, along with young engineer Jack Northrop, persisted in design efforts, but it was not until 1926 that investor Fred E. Keeler provided backing to revive the firm as the Lockheed Aircraft Corporation, with Northrop as a key designer.[6] The company's breakthrough came with the Lockheed Vega, a high-wing monoplane designed by Northrop and Gerard Vultee in 1927, which achieved commercial success through record-setting flights by pilots like Amelia Earhart and Wiley Post, establishing Lockheed as a leader in high-performance wood-framed aircraft.[7] This success prompted the need for a follow-on design tailored to private owners and explorers seeking reliable long-range transport. The Lockheed Model 8 Sirius emerged from the collaborative work of Northrop and Vultee, who had honed their expertise on the Vega's innovative molded plywood monocoque fuselage and cantilever wing structure during their tenure at Lockheed from 1927 onward.[3] In 1928–1929, with Vultee serving as chief engineer after Northrop's departure to form his own company, the pair conceptualized the Sirius as a smaller, single-engine low-wing monoplane to meet demands for speed exceeding 150 mph, extended range for transcontinental or exploratory missions, and simplified maintenance suitable for non-commercial operators.[8] The design was specifically influenced by a request from aviator Charles Lindbergh, who sought an aircraft for personal use in surveying potential air routes, emphasizing durability over rugged terrain and ease of modification for floats or skis.[1] Development accelerated in 1929 at Lockheed's Burbank facility, retaining the Vega's low-drag monocoque construction but adapting it to a more compact two-seat configuration for better pilot visibility and payload efficiency in private hands.[9] The prototype incorporated a cantilever low-wing for reduced interference drag, drawing directly from Northrop's earlier experiments with all-wood monoplanes. The aircraft made its first flight in 1929, with initial evaluations confirming stable handling and the potential for high-speed cruising, though minor adjustments were needed for optimal balance during early tests.[10]Production history
The Lockheed Model 8 Sirius was manufactured at the company's Burbank, California facility, where a total of 15 aircraft were constructed between 1929 and 1930.[11] These aircraft employed traditional wooden construction techniques, with spruce sourced for the wings and fuselage frames, which were then covered in doped fabric for a lightweight yet durable structure.[11][3] Production units sold for approximately $25,000 each in 1929 dollars, with sales directed mainly to private individuals and organizations seeking high-performance personal or exploratory aircraft.[11] For instance, Charles and Anne Morrow Lindbergh acquired their customized Sirius for $22,825 that year.[3] The Great Depression severely hampered Lockheed's operations, causing a production slowdown after 1930 amid declining demand and financial strain, which culminated in the company's bankruptcy in 1932.[12] Later units in the series began incorporating metal components for enhanced strength, exemplified by the DL-2 variant prototype (serial number 165), which featured a metal fuselage mated to wooden wings and was completed in August 1930.[13]Design
Airframe and structure
The Lockheed Model 8 Sirius featured a cantilever low-wing monoplane configuration with fixed tailwheel landing gear, emphasizing aerodynamic efficiency and structural simplicity for long-distance operations.[14] This design incorporated a low-set wooden wing attached directly to the fuselage without external bracing, reducing drag while maintaining rigidity through internal spar and rib construction.[14] The overall dimensions included a wingspan of 42 ft 10 in (13.06 m), a length of 27 ft 10 in (8.48 m), and a height of 8 ft 4.5 in (2.55 m), allowing for a compact yet versatile airframe suitable for both land and water-based missions.[3] Construction relied on traditional wooden materials to achieve a lightweight yet durable structure, with a spruce wood frame forming the core skeleton of the wings and fuselage.[8] The fuselage employed a molded plywood monocoque design with plywood skin, where the outer shell contributed to load-bearing capacity, enhancing strength without excessive weight.[8] Wings were fabric-covered over their wooden framework, providing a smooth aerodynamic surface while keeping the empty weight around 2,978 lb for standard models.[10] This combination of spruce, plywood, and fabric ensured the airframe's resilience for extended flights, as demonstrated in its adaptation for exploration.[3] Aerodynamic refinements included an enclosed tandem cockpit for the pilot and passenger, featuring a sliding canopy to protect occupants from the elements and improve streamlining.[8] Seaplane variants offered streamlined float options, replacing the wheeled gear with twin pontoons for amphibious capability while preserving the low-wing profile's stability on water.[8] The resulting structure balanced minimal weight with sufficient robustness, enabling the Sirius to achieve high speeds up to 185 mph in its optimized form.[8]Powerplant and systems
The Lockheed Model 8 Sirius was powered by a single Pratt & Whitney R-1340 Wasp C nine-cylinder air-cooled radial engine rated at 450 horsepower.[15][16][17] This engine, a variant of the Wasp series, provided reliable performance for the aircraft's intended roles in exploration and transport, with the radial configuration facilitating cooling during extended flights.[18] The fuel system featured a main tank and an auxiliary tank with a combined capacity of approximately 150 US gallons, supporting a standard range of 975 miles.[15][19] This configuration allowed for non-stop flights suitable for survey missions, with fuel distributed to maintain balance during long-distance operations. The aircraft employed a two-blade fixed-pitch metal propeller in its standard setup, optimized for the Wasp engine's output.[20] Some modified variants later incorporated variable-pitch propellers to enhance performance in specialized roles.[21] Avionics in the baseline 1929 Sirius were limited to fundamental instrumentation typical of the era, including a turn-and-bank indicator, altimeter, and airspeed indicator for basic navigation and flight control.[22] Later customizations, such as on Charles Lindbergh's aircraft, added radio equipment for long-range communication.[3] Maintenance was facilitated by an accessible engine cowling that permitted straightforward inspections and repairs, along with modular system components designed for field servicing in remote locations.[15] These features reflected the Sirius's emphasis on reliability during exploratory operations in undeveloped areas.Operational history
Exploration flights
The Lockheed Model 8 Sirius gained prominence in exploration aviation through its use by Charles Lindbergh and his wife, Anne Morrow Lindbergh, who undertook pioneering survey flights to chart potential transoceanic air routes. In 1931, the couple flew their modified Sirius, named Tingmissartoq, on an approximately 8,000-mile one-way survey from the United States to Asia via the Great Circle route, stopping in Canada, Alaska, Japan, and China to assess feasibility for commercial aviation paths across the northern Pacific.[3][23] The primary purpose was route scouting for Pan American Airways, though the flight also involved observations of remote terrains and wildlife along the way, highlighting the aircraft's suitability for extended overland and overwater operations.[24] Anne Morrow Lindbergh served as co-pilot, navigator, and radio operator, documenting the journey in her book North to the Orient, which detailed the challenges of navigating uncharted northern latitudes and the interpersonal dynamics of the expedition.[25] The aircraft was shipped back from China. For the 1933 expedition, the Lindberghs again utilized the Tingmissartoq Sirius, now further adapted with a sliding canopy for cold-weather protection and pontoon floats for water landings, on an eastbound transatlantic survey departing from Florida and landing on the Irish coast at Galway Bay before proceeding through Europe.[3][26] This flight, spanning multiple continents including stops in Greenland, Iceland, and various European nations, aimed to evaluate northern transatlantic airways for future commercial service, enduring harsh Arctic conditions and demonstrating the Sirius's versatility in sub-zero temperatures.[27] Anne Morrow Lindbergh continued her multifaceted role, later chronicling the voyage in Listen! the Wind, which emphasized the exploratory insights gained from aerial surveys over ice caps and remote islands.[25] These expeditions underscored the Sirius's exceptional reliability, enabling legs up to 1,100 miles and proving its endurance in extreme environments over multi-day trips with stops, which directly influenced subsequent aircraft designs for long-range exploration and commercial aviation.[2][28]Commercial and military use
The Lockheed Model 8 Sirius served primarily in commercial roles as a high-performance private transport aircraft during the 1930s, appealing to executives and affluent aviation enthusiasts who valued its speed and reliability for personal and business travel. These sales to wealthy individuals provided Lockheed with essential revenue streams amid the economic challenges of the Great Depression, helping the company sustain operations when broader markets contracted sharply.[3][29][8] In addition to private use, the Sirius supported routine commercial operations, including air mail delivery in remote U.S. areas during the 1930s, with examples such as a Sirius employed by Delta Air Service for mail runs, including a December 24, 1935, crash during approach to Birmingham airport while carrying cargo.[4] Its robust design made it suitable for bush pilot operations in challenging terrains, facilitating transport in isolated regions.[4] The Sirius demonstrated its racing prowess in events like the 1930 National Air Races and related record attempts, where its top speed of 185 mph allowed pilots to set transcontinental benchmarks, such as Lindbergh's April 1930 flight from Los Angeles to New York in 14 hours, 45 minutes, and 32 seconds. These performances not only validated the aircraft's engineering but also boosted Lockheed's reputation during a period of financial strain.[2][2] Military applications of the Sirius were limited. By the 1940s, the Sirius was largely phased out in favor of more advanced designs, though some surviving examples were converted for use as trainers in civilian and limited military contexts.Variants
Standard variants
The Lockheed 8 Sirius served as the original prototype, constructed in 1929 specifically for aviator Charles Lindbergh under registration NR-211, featuring a tandem open cockpit and powered by a 450 hp Pratt & Whitney Wasp radial engine for long-range exploration flights.[30] The Sirius 8 followed as a production version with approximately four to five units built, closely mirroring the prototype's design with minor refinements such as improved cockpit ergonomics while retaining the open configuration and Wasp engine baseline.[15] Introduced shortly thereafter, the Sirius 8A variant comprised eight aircraft built between 1929 and 1930, distinguished by an enlarged vertical tail surface that enhanced directional stability and yaw control during high-speed operations.[11] This update increased the tail fin height by approximately 2 feet relative to prior models, and some units featured sliding canopies over the open cockpits for better weather protection.[14] Across these standard variants, a total of approximately 13 units were produced by Lockheed, all utilizing the Pratt & Whitney Wasp as the standard powerplant without significant deviations from the core wooden monocoque airframe and low-wing layout.[15]Modified variants
The Sirius 8C was a unique four-seat cabin adaptation of the base model, constructed in 1930 as a utility transport with an enclosed passenger compartment positioned between the engine and the pilot's cockpit.[4] Only one example was built, featuring modifications to accommodate two additional passengers while retaining the core monoplane design.[31] The DL-2 represented an experimental prototype developed in 1930 by the Detroit Aircraft Corporation in collaboration with Lockheed, incorporating a metal fuselage paired with wooden wings to evaluate structural durability enhancements.[32] This single airframe underwent testing but did not enter production due to the company's subsequent focus on other designs like the Altair.[33] Several Sirius 8A aircraft received seaplane conversions by fitting Edo floats in place of wheeled landing gear, enabling water-based operations particularly suited for remote surveys.[3] These adaptations were notably employed in Alaskan exploration missions during the early 1930s, providing access to otherwise inaccessible regions for mapping and resource assessment.[2] Charles Lindbergh's personal Sirius, registered as NR-211 and later named Tingmissartoq, underwent extensive bespoke modifications to support long-range Arctic and overwater expeditions. These included the addition of landing skis for ice operations in Alaska and Greenland, extra fuel tanks extending range to approximately 2,000 miles, a sliding canopy over the tandem cockpits for weather protection, and Edo floats for amphibious capability, often interchanged with wheels.[3][2] Furthermore, the aircraft was re-engined in 1931 with a 575-horsepower Wright Cyclone radial for improved performance on trans-Pacific routes during the Asian survey flight, replacing the standard Pratt & Whitney Wasp; it was later upgraded to a 710-horsepower version for the 1933 Atlantic expedition, though this setup was specific to Lindbergh's requirements and not adopted broadly.[2][3]Operators
Civil operators
The Lockheed Model 8 Sirius saw extensive use by private individuals and small commercial operations in the United States during the early 1930s, serving as a versatile utility transport for long-range personal flights, route surveying, and limited charter services. A total of 15 aircraft were produced between 1929 and 1930, with approximately 13 entering civil service before some were impressed into military use or scrapped.[34] The most prominent civil user was aviator Charles Lindbergh, who commissioned a custom Sirius (construction number 140, registration NR-211, named Tingmissartoq) in 1929 for $22,825, specifically designed for nonstop cross-country flights and international route exploration with his wife, Anne Morrow Lindbergh, as co-pilot and navigator.[3] This aircraft, powered initially by a 450 hp Pratt & Whitney R-1340 Wasp engine and later upgraded, was used for survey missions across North America, Asia, and other regions until Lindbergh donated it to the American Museum of Natural History in late 1933; it was later transferred to the U.S. Air Force Museum in 1955 and to the Smithsonian National Air and Space Museum in 1959.[2][3] Other notable private owners included James Goodwin Hall (NC15W), who employed his Sirius for personal transport until a 1931 crash, and early owners like Joan Fay Shankle and C.H. Babb (NC13W), which later passed to the U.S. Army in 1940.[35] Delta Air Lines leased a Sirius 8A (NC118W) in 1935 for mail transport on routes from Texas to South Carolina, powered by a 450-hp Pratt & Whitney Wasp engine; the aircraft crashed later that year.[4] Several Sirii were registered for commercial or promotional use, such as NC16W (construction number 146), operated by Diversified Shares Inc. and sponsored by Texaco for publicity flights before export to the Cuban Navy in 1935. Test and demonstration aircraft held registrations like NC12W and NC14W, both retained by Lockheed for evaluation until early crashes in 1930. Limited international civil operation occurred, though details on Mexican private users remain sparse in records, with at least one example (XA-BADA, c/n 149) registered in Mexico.| Registration | Construction Number | Primary Civil Owner/Operator | Fate |
|---|---|---|---|
| NR-211 | 140 | Charles A. Lindbergh (personal) | Donated to American Museum of Natural History, 1934; preserved at Smithsonian National Air and Space Museum[3] |
| NC12W | 142 | Lockheed Aircraft Corp (test) | Crashed, Roscommon, MI, April 1930[35] |
| NC13W | 143 | Joan Fay Shankle; later C.H. Babb (private) | Acquired by U.S. Army, October 1940[35] |
| NC14W | 144 | Lockheed Aircraft Corp (test) | Crashed, St. Louis, MO, April 1930[35] |
| NC15W | 145 | James Goodwin Hall (private) | Crashed, Staten Island, NY, September 1931[35] |
| NC16W | 146 | Diversified Shares Inc./Texaco (promotional) | Exported to Cuban Navy, September 1935[35] |