Squadron Leader James Addams, RAF, at left, and Kelly Johnson with the Lockheed B14L, N7205, Union Air Terminal, Burbank, California, December 1938. (Unattributed)
10 December 1938: At the Union Air Terminal, Burbank, California, Squadron Leader James Addams and Squadron Leader Randle, both Royal Air Force officers, took the prototype Lockheed B14L for its first flight.
The prototype Lockheed B-14L (Hudson Mk.I, N7205) photographed during its first flight, 10 December 1938. Note the mockup dorsal gun turret and painted-out British insignia. (W.J. “Billy” Gray)
The B14L (also identified as Model 214-40-01) was a twin engine light bomber developed by the Lockheed Aircraft Company from its Model 14 Super Electra civil transport. Both types were designed by the legendary Clarence L. (“Kelly”) Johnson. The prototype was purchased by Great Britain and designated Hudson Mk.I. It was assigned the R.A.F. identification N7205.
(Los Angeles Times, Vol. LVIII, Thursday Morning, 22 December 1938, Page 9, Columns 2–4)Squadron Leader James Addams, RAF, and Clarence L. (“Kelly”) Johnson shake hands in front of the prototype Lockheed B14L (Hudson Mk.I N7205) at Union Air Terminal, Burbank, California, December 1938. (The Honolulu Advertiser, Vol. 83, No. 18,694, Saturday, 31 December 1938, Page 2, Columns 3–6_)Lockheed Hudson Mk.I N7205 was partially disassembled and transported to England aboard a ship. (Royal Air Force)Lockheed Hudson Mk.I N7205 at RAF Northolt, South Ruislip, near London, England,1939. (RAF Museum PC98/173/5840/14)
Gunnery tests of the prototype were carried out near Daggett, in the Mojave Desert of southern California, 100 statute miles (161 kilometers) northeast of Burbank.
The Lockheed Hudson was a twin-engine, mid-wing light bomber with conventional retractable landing gear. It was operated by a pilot, navigator/bombardier, radio operator/gunner, and a gunner in a dorsal power-operated turret. The Mk.I was 44 feet 3-7/8 inches (13.510 meters) long, with a wingspan of 65 feet, 6 inches (19.964 meters), and height of 11 feet, 10 inches (3.607 meters). It had an empty weight of 11,630 pounds (5,275 kilograms), and maximum gross weight of 17,500 pounds (7,938 kilograms).
The Hudson Mk.I was powered by two air-cooled, supercharged, 1,823.129-cubic-inch-displacement (29.875 liter) Wright Aeronautical Division Cyclone 9 GR-1820-G102A radial engines with a compression ratio of 6.3:1. They had a normal power rating of 900 horsepower at 2,200 r.p.m., at Sea Level, and 1,100 horsepower at 2,200 r.p.m. for takeoff. The engines drove three-blade adjustable pitch propellers through a 0.6875 gear reduction. The GR-1820-G102A was 4 feet, 0.12 inch (1.222 meters) long, 4 feet, 7.10 inches (1.400 meters) in diameter, and weighed 1,275 pounds (578 kilograms).
The Hudson Mk.I had a cruise speed of 220 miles per hour (354 km/h), and maximum speed of 246 miles per hour (396 km/h) at 6,500 feet (1,981 meters). Its service ceiling was 25,000 feet (7,620 meters), and its range, 1,960 miles (3,153 kilometers).
The Hudson was armed with two fixed, forward-firing .303-caliber (7.7 × 56mmR) Browning Mk.II machine guns located above the bombardier’s compartment, two .303 Mk.II guns in a power-operated Boulton Paul Aircraft Ltd. dorsal turret and a fifth flexible mount .303 machine gun was located in a ventral position. Each of these guns were capable of firing at a rate of 1,150 rounds per minute.
The bomber could carry four 250 pound (113 kilogram) bombs, or ten 100 pound (45 kilogram) bombs in an internal bomb bay.
“Armourers secure 250-lb GP bombs in the bomb bay of a Lockheed Hudson of No. 224 Sqyadron RAF at RAF Leuchars, Fife, Scotland.” (Flight Lieutenant Stanley Devon, RAF/Imperial War Museums CH 979)
British purchasing Commission contracted for 250 Hudson Mk.I bombers, 23 June 1938. Deliveries began in February 1939, with the 250th Hudson Mk.I delivered in October 1939.
Lockheed built 2,941 Hudson bombers in a number of configurations. 351 of these were Hudson Mk.Is.
Lockheed Hudson Mk.I N7220 (B14L-1616) at Grand Central Air Terminal, Glendale, California, circa 1938. The Boulton Paul dorsal gun turrets would be installed after arrival in Great Britain. (AirHistory.net)Hudson Mark I, N7326 ZS-F (B14L-1622), of No. 233 Squadron RAF based at Aldergrove, County Antrim, preparing to take off from Leuchars, Fife. IWM CH 2429Lockheed Hudson twin-engine bombers being assembled. (Lockheed Martin)Lockheed Hudson assembly line. (Lockheed Martin)Lockheed AT-18A-LO Hudson 42-55569, s/n 414-7291.Lockheed Hudson (SDASM)
Flight and chase crew for the first flight of the Lockheed CL-329 Jetstar, N329J. Left to right: Robert Schumacher, copilot; Ernest L. Joiner, flight test engineer; Clarence L. “Kelly” Johnson, designer; Jim Wood (USAF Flight Test), Ray Jewett Goudey, Pilot, and Tony LeVier, Chief Test Pilot (chase plane for the first flight). (Lockheed Martin)
4 September 1957: At 8:58 a.m., the first prototype Lockheed JetStar, N329J, c/n 1001, took off from Edwards Air Force Base in the high desert of Southern California. In the cockpit were Lockheed test pilots Ray J. Goudey, pilot, with Bob Schumacher, co-pilot. After a 39 minute flight, the JetStar landed back at Edwards. Test pilot Tony LeVier flew chase in a Lockheed T2V-1 SeaStar, an advanced naval variant of the Lockheed T-33A Shooting Star.
The Los Angeles Times reported:
New JetStar Plane Takes to Air Ahead of Deadline
Lockheed’s new JetStar turbine-powered utility transport was test-flown for 39 minutes yesterday out of Edwards Air Force Base.
With Pilots Ray Goudey and Robert Schumacher at the controls, the twin-engine, 10-passenger jet lifted off the runway just two minutes ahead of a deadline set 241 days ago when engineering started on the 500-m.p.h. aircraft.
The pilots described the flight as “silky smooth” and added the JetStar showed ample speed, responsive handling and remarkably low sound levels in both cabin and cockpit.
Easy of Access
A unique feature of the swept-wing plane is the location of its Bristol Orpheus engines (totaling 10,000 thrust pounds) mounted in pods on both sides of the rear fuselage aft of the wing. This position places them well clear of passengers and fuel areas and permits an uncluttered wing configuration and easy accessibility for maintenance.
The new transport is 58 feet long, spans 53 feet (with a 34-deg. sweep angle) measures 21 feet in over-all height and incorporates a horizontal stabilizer mounted high on teh vertical fin and clear of jet exhaust.
1700-Mile Range
Pressurized and designed for a range of 1700 miles and a cruising altitude of 40,000 feet, the JetStar was designed and built with Lockheed funds after the Air Force reported a need for a small, fast transport for utility passenger and cargo work and trainer operations.
Expansion of the project beyond the prototype stage depends on military acceptance of the plane.
—Los Angeles Times, Vol. LXXVI, Thursday Morning, September 5, 1957, at Page 15, Columns 1 and 2
Two CL-329 JetStar prototypes were built at the Lockheed plant at Burbank, California. All production aircraft were built at Lockheed Marietta in Georgia.
The Lockheed CL-329 JetStar was 58 feet, 10 inches (17.932 meters) long with a wingspan of 53 feet, 8 inches (16.3358 meters) and height of 20 feet, 6 inches (6.248 meters). It had a wing area of 523.00 square feet (48.59 square meters). The CL-329 had an empty weight of 15,139 pounds (6,867 kilograms) and gross weight of 38,841 pounds (17,618 kilograms).
The JetStar I wing leading edges were swept 33° (30° sweep at ¼-chord). The had 2° dihedral and an aspect ratio of 5.3. The wings incorporated a leading edge flap and double-slotted trailing edge flap. For roll control, the wing used ailerons. There were no spoilers. The vertical fin could pivot fore and aft to change the horizontal stabilizer’s angle of incidence.
The CL-329 was powered by two Bristol Siddeley Engines Ltd. Orpheus BOr.3 Mk.803 turbojet engines. (These were produced as the Wright TJ37A1.) The Mk. 803 was rated at 4,130 pounds of thrust (18.37 kilonewtons), and 4,850 (21.57 kilonewtons) at Sea Level for takeoff; later, BOr.3 Orpheus Mk.810D engines were installed These were rated at 4,850 pounds (21.57 kilonewtons.) Each engine had a dry weight of 990 pounds (449 kilograms).
The second JetStar prototype would be powered by four Pratt & Whitney JT12 engines.
The CL-329 had a cruise speed of 613 miles per hour (987 kilometers per hour). Its maximum speed was630 miles per hour (1,014 kilometers per hour), or 0.92 Mach. The airplane’s ceiling was 52,000 feet (15,850 meters), and its range was 1,725 miles (2,776 kilometers).
Performance, stability and control tests for the prototype Lockheed CL-329 JetStar began at Edwards Air Force Base, California, 27 February 1958. This aircraft is JetStar 6 N9202R, c/n 5002. (United States Air Force 170303-F-ZZ999-999)Lockheed Model CL-329 JetStar prototype, N329J, c/n 1001, forced landing, Northridge, California, 26 April 1962.Ray Jewett Goudey, 1940
Ray Jewett Goudey was born at Los Angeles, California, 25 September 1921. He was the first of six children of Raymond Freeman Goudey, a municipal sanitation engineer, and Gladys Ellen Jewett Goudey. Ray attended John Marshall High School in Los Angeles, graduating in 1940.
Ray Goudey learned to fly in 1937. He earned his commercial and flight instructor licenses in 1939, and Airline Transport Pilot license in 1943.
From 1940 through 1942, Goudey was a flight instructor for United Flying Schools at Vail Field, Montebello, California.
On 25 September 1942, Ray Goudey registered for Selective Service (conscription). He was described as having a dark complexion, black hair and hazel eyes. Goudey was 5 feet, 11 inches (1.80 meters) tall and weighed 150 pounds (68 kilograms).
Ray J. Goudey was commissioned an ensign, United States Navy, 22 June 1943. During World War II, he served as an acceptance pilot for the Navy at the Grumman, Chance Vought, and Curtiss production plants, and the Naval Aircraft Factory.
Lieutenant (j.g.) Ray Goudey married Mrs. Crystal Relph Tanner, 12 December 1945. They would have six children. They divorced in April 1966.
Ensign Ray Jewett Goudey, United States Naval Reserve.
Lt. (j.g.) Goudey was promoted to lieutenant, 19 November 1948.
Ray Goudey was hired as a test pilot for Lockheed in 1952.
Goudey married Jeanette Nelson in Reno, Nevada, 29 September 1993.
Ray Goudey flew 258 different aircraft, including 74 Lockheed models. He was the third pilot to fly the Lockheed XF-104 Starfighter, and was the development test pilot for that program. Goudey flew the XF-104 to Mach 1.75 in 1954. He conducted flight tests of the F-80A and T-33A Shooting Star and the F-94 Starfire interceptor. He flew the Lockheed U-2 for more than 2,200 hours. He served as an engineering test pilot on the Lockheed L-188 Electra, the RC-121 Warning Star, the P-3A and P-3B Orion maritime patrol bomber, and the S-3A Viking anti-submarine warfare aircraft. Goudey was also a helicopter pilot, flying Lockheed’s CL-475, XH-51A, CL-126 and L-286, and the AH-56A Cheyenne compound attack helicopter. Goudey conducted most of the flight testing of the S-3A Viking. He was involved in many Skunk Works programs, including the Have Blue stealth fighter prototype.
Goudey had in excess of 23,708 flight hours. (He was not allowed to log approximately 1,000 hours flown while working with the Central Intelligence Agency.)
Ray Jewett Goudey died 28 February 2019 at the age of 97 years. His remains were interred at the Arlington National Cemetery, Arlington, Virginia.
“The first three production JetStar executive transports, along with the second JetStar prototype (white tail, registered N329K) sit on the Lockheed-Georgia Company flightline in Marietta, Georgia, in 1960. Officially designated JetStar 6, a total of eighty aircraft were built, but many were later upgraded as JetStar 8s or JetStar 731s. After the test program was completed, the JetStar at the bottom (N9201R) was delivered to the Federal Aviation Administration while the aircraft next to it went to NASA. In the background at the left is the C-130B Hercules modified as a boundary layer air control test aircraft (US Air Force serial number 58-0712) while at right is the second US Marine Corps KC-130F tanker (US Navy Bureau Number 147573) built.” (Lockheed Martin/Code One Magazine)
1 August 1955: Test pilot Anthony W. LeVier made the first flight flight of the Lockheed U-2 high-altitude reconnaissance airplane at Groom Lake, Nevada. LeVier was conducting taxi tests in preparation for the planned first flight a few days away, when at 70 knots the U-2 unexpectedly became airborne.
LeVier later said, “I had no intentions whatsoever of flying. I immediately started back toward the ground, but had difficutly determining my height because the lakebed had no markings to judge distance or height. I made contact with the ground in a left bank of approximately 10 degrees.”
On touching down on the dry lake, the U-2’s tires blew out and the brakes caught fire. A landing gear oleostrut was leaking. Damage was minor and the airplane was soon ready to fly. Tony LeVier was again in the cockpit for the first actual test flight on 4 August.
The Lockheed U-2A is a single-place, single-engine aircraft powered by a turbojet engine, intended for very high altitude photographic reconnaissance. Thirty U-2A aircraft were designed and built for the Central Intelligence Agency by Lockheed Aircraft Corporation’s secret “Skunk Works” under the supervision of Clarence L. “Kelly” Johnson.
Lockheed U-2, “Article 341,” at Groom Lake, Nevada, 1955. (Lockheed Martin)
The company designation for the proposed aircraft was CL-282. Its fuselage was very similar to the XF-104 Starfighter and could be built using the same tooling. The reconnaissance airplane was produced under the code name Operation AQUATONE.
The U-2A was 46 feet, 6 inches (14.173 meters) long with a wingspan of 80 feet (24.384 meters). Its empty weight was 10,700 pounds (5,307 kilograms) and the gross weight was 16,000 pounds (7,257 kilograms). The engine was a Pratt and Whitney J57-P-37A which produced 10,200 pounds of thrust. This gave the U-2A a maximum speed of 528 miles per hour (850 kilometers per hour) and a ceiling of 85,000 feet (25,908 meters). It had a range of 2,200 miles (3,541 kilometers).
Because of the very high altitudes that the U-2 was flown, the pilot had to wear a David Clark Co. MC-3 partial-pressure suit with an International Latex Corporation MA-2 helmet and faceplate. The partial-pressure suit used a system of capstans and air bladders to apply pressure to the body as a substitute for a loss of atmospheric pressure. Each suit was custom-tailored for the individual pilot.
Robert Sieker
On 4 April 1957, Article 341 was flown by Lockheed test pilot Robert Sieker. At 72,000 feet (21,946 meters) the engine flamed out and the cockpit pressurization failed. Parts of the U-2 had been coated with a plastic material designed to absorb radar pulses to provide a “stealth” capability. However, this material acted as insulation, trapping heat from the engine inside the fuselage. This lead to a number of engine flameouts.
Sieker’s partial-pressure suit inflated, but the helmet’s faceplate did not properly seal. He lost conciousness and at 65,000 feet (19,812 meters) the U-2 stalled, then entered a flat spin. Sieker eventually regained consciousness at lower altitude and bailed out. He was struck by the airplane’s tail and was killed. The first U-2 crashed northwest of Pioche, Nevada, and caught fire. Robert Sieker’s body was found approximately 200 feet (61 meters) away.
Because of the slow rate of descent of the airplane while in a flat spin, the impact was not severe. Portions of Article 341 that were not damaged by fire were salvaged by Lockheed and used to produce another airframe.
The first Lockheed U-2, “Article 341.” (Lockheed Martin)
