However, if anyone does want to make use of my writings, justcontact me, and we can chat about it. This document provides a history anddescription of the Jetstar and Sabreliner -- as well as the "McDonnell119/220", a competitor to the Jetstar that didn't go into production.
The Jetstar I was originally powered by JT12-6 turbojets with a maximumcontinuous thrust rating of 10.7 kN (1,090 kgp / 2,400 lbf) thrust. It didn't happen. 12 COMMENTS John K. December 31, 2019 at 6:16 pm The resultwas the "L-1329 Jetstar II", which swapped out the JT12 turbojets with muchquieter, cleaner, and more fuel-efficient Garrett (later Honeywell) TFE 731turbofan engines -- providing 16.5 kN (1,680 kgp / 3,700 lbf) thrust each --along with new slipper tanks; the old slipper tanks were midbody-mounted, thenew larger ones were slung under the wings.
However,US aviation companies had been interested in developing a light jetliner forthe civil market anyway, and the UTX-UCX requirement was more or less just aprod in the right direction. The Jetstar was obtained by a number of foreignmilitary services, including Germany, Indonesia, Iran, Iraq, Kuwait, Libya,Mexico, and Saudi Arabia, for use in liaison, utility, and VIP transportroles. Rockwell alsoproposed an "HT-39H" for a US Coast Guard maritime patrol requirement, butthe Coast Guard chose the Dassault Falcon 20 instead, designating it the"HU-25".Indeed, the Sabreliner proved an excellent trials platform, with a few stillin service for development of radar and other avionics system. The JetStar II was introduced in 1974. Instead, the USAAF ceased production of the R-3350 until the troubles that plagued the engines were solved. There were fivewindows on each side of the fuselage; there was a passenger door on theforward left side of the fuselage, with the door opening inward and stairsfolding out. The Lockheed company decided to move ahead on adesign for the UCX specification. Earlyon, Renmert-Werner would sell the Sabreliner for North American, thougheventually North American would sell it directly. The second prototype was also fitted with refined slippertanks, while the original slipper tanks were switched to the first prototype,which would retain the twin Orpheus engines.
It went into service in 1962.All gear assemblies had dual wheels, the main gear retracting inward from thewings to the fuselage, the nose gear retracting forward; photos of theinitial prototype showed it to have single-wheel nose gear at the outset.The landing gear was hydraulically actuated, and featured antiskid brakes.The two prototypes were initially fitted with twin Bristol Siddeley Orpheusturbojets, with one fitted with "slipper" fuel tanks on the front of thewings. In executive / VIP configuration, it featured six seats, but itcould be fitted with eight or ten -- the stretch, it seems, was figured foranother row of seats. They were known as "Teeny Weeny Weasels". * The Jetstar I was built mostly of aircraft aluminum. From 1966, Sabreliner 40sfeatured three triangular windows on each side, and JT12A-8 turbojets with10% more thrust. The Lockheed JetStar is capable of taking off on runways as short as 5,000 feet. instead of the previous 3,300-lb.
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