The L-188 Electra represents a tremendous leap in technology over the piston-powered airliners of the 1950's. Turboprop power pushed the Electra at speeds 100 MPH faster than the existing commercial aircraft. Up to 99 passengers could enjoy the benefit of shorter flight times, excellent cabin climate control, and reduced noise levels thanks to the smooth power of the Allison 501-D13 engines and synchrophased propellers.
>
Lockheed developed the Electra in response to requirements from both American and Eastern Air Lines for a four-engine, short and medium route aircraft. American Airlines formally launched the program with the first order for 40 aircraft on June 8, 1955. The prototype first flew December 6, 1957 with Lockheed test pilot Herman "Fish" Salmon at the controls. After extensive flight testing, the Electra entered revenue service January 12, 1959 on Eastern's New York-Miami route.
Besides American and Eastern, other US carriers which ordered the Electra were Braniff, National Airlines, Northwest Airlines, Pacific Southwest Airlines and Western Airlines. >
Overseas operators also flew new Electras including Cathay Pacific, Trans Australian Airlines, Ansett-ANA, Tasman Empire Air Lines in New Zealand, Garuda Indonesian and KLM Royal Dutch Airlines.
Second-tier operators continued the success experienced by the original carriers. One of the most success full was VARIG, using the Electra as an air bridge linking Rio de Janeiro's downtown Santos Dumont Airport, where jet operations were banned, with Sao Paulo-Congonhas . >
The last Electra passenger service ended in 2000 when Reeve Aleutian ended operations in Alaska.
As jet transports became more efficient, modification to cargo duty gave the Electra a second career.
Several companies, including Lockheed Aircraft Services-Ontario, modified the airplane by adding one or two cargo doors and strengthening the floor. >
The roomy fuselage can handle 8 standard pallets plus one half-size. Several operators in Europe continue to fly cargo with the Electra where its Stage III noise compliance allows operation into airports where jets are prohibited at night.
Throughout its career, the Electra has performed some remarkable duties beyond carrying passenger or cargo.
PP-VJL - S/N 1024 - O PP-VJL foi o segundo Electra recebido pela Varig, parte de um lote de cinco originalmente encomendados pela Real Aerovias - compra que Ruben Martin Berta tentou desfazer a todo custo... PP-VJM - S/N 1025 - O PP-VJM era o segundo mais "experiente" de todos os Electras a voar pela Varig, mas o foi o primeiro a chegar ao Brasil... PP-VJN -S/N 1037 - Primeiro vôo em 27 de janeiro de 1959, entregue à American Airlines como N6108A "Flagship Buffalo"... >
PP-VNK -S/N 1040 - Primeiro Electra encomendado pela Braniff, com o prefixo N9701C, este foi um dos menos voados pela Varig, um dos poucos sobreviventes até 2003... PP-VJO -S/N 1041 - O PP-VJO teve uma carreira bem menos atribulada que o PP-VNK, que o precedeu na linha de montagem da Lockheed em Burbank, California... PP-VJP - S/N 1049 - Este foi o único Electra que se acidentou durante sua carreira na Varig.
PP-VNJ -S/N 1050 - Outro Electra que começou sua longa carreira na American Airlines: primeiro vôo em 8 de abril de 1959, entrega no dia 16 do mesmo mês como N6111A "Flagship Tulsa"... PP-VLX - S/N 1063 - O VLX começou sua carreira na American Airlines como N6116A "Flagship Cincinnati"... PP-VLY - S/N 1073 - Praticamente a mesma carreira que seu co-irmão PP-VLX... >
PP-VJU -S/N 1119 - O Electra com mais ciclos ao deixar o serviço ativo na Varig foi o PP-VJU... PP-VJW -S/N 1124 - Por ordem de horas de vôo e ciclos, o VJW foi o terceiro Electra mais voado ao deixar o serviço ativo na Varig. Igualmente começou sua carreira na American Airlines (N6133A "Flagship Baltimore")... PP-VJV -S/N 1126 - O Electra com mais horas de vôo ao deixar a frota da Varig foi o PP-VJV...
PP-VLB -S/N 1137 - O PP-VLA e o VLB foram adquiridos da Northwest Orient Airlines... PP-VLA -S/N 1139 - O VLA foi adquirido da Northwest Orient Airlines. Seu primeiro vôo foi em 31 de janeiro de 1961, sendo entregue à companhia em 29 de março de 1961 com o prefixo N134US. Como o PP-VLB, também foi convertido para carga/passageiros (L-188PF) em 1969, e entregue à Varig no mesmo dia que o VLB, 3 de junho de 1970. >
Variants
L-188A
Initial production version
L-188AF (All Freight version)
Unofficial designation for freighter conversions of L-188A carried out under a supplementary type certificate.
L-188PF (Passenger-Freight version)
Unofficial designation for freighter conversions of L-188A carried out under a supplementary type certificate.
L-188C
Long-range version with increased fuel capacity (6,940 gallon fuel capacity from 5,450 gallons on L-188A) and a higher operating gross weight (Maximum takeoff weight is 116,000 lb compared to 113,000 lb of the "A" version)
L-188CF
Unofficial designation for freighter conversion of L-188C carried out under a supplementary type certificate.
YP-3A Orion
One Orion aerodynamic test bed, fuselage shortened by seven feet.
Specifications (Model 188A) General characteristics
Crew: Five (3 flight deck)
Capacity: 98 passengers
Length: 104 ft 6 in (31.85 m)
Wingspan: 99 ft 0 in (30.18 m)
Height: 32 ft 10 in (10.00 m)
Wing area: 1,300 sq ft (120.8 m²)
Empty weight: 57,400 lb (26,036 kg)
Max takeoff weight: 113,000 lb (51,256 kg)
Powerplant: 4× Allison 501-D13 turboprop engines, 3,750 eshp (2,800 kW) each.
Performance Maximum speed: 390 knots (448 mph, 721 km/h) at 12,000 ft (3,660 m)
Cruise speed: 324 knots (373 mph, 600 km/h)
Range: 1,913 nmi (2,200 mi, 3,540 km) with maximum payload, 2,409 nmi, 2,770 mi, 4,455 km with 17,500 lb (7,938 kg) payload
Service ceiling: 28,400 ft (8,665 m)
Rate of climb: 1,970 ft/min (10 m/s)
