Aircraft – Lockheed 10A Electra

Lockheed understood well the potential for substantially improved reliability and ease of maintenance from all-metal aircraft construction, and was determined to remain a significant airliner supplier despite the advances of Boeing (their Model 247) and of course Douglas. Also, Federal regulations were put forward in 1933 that would force wooden-framed airliners out of the sky – including Lockheed’s own Orion.

For routes with light passenger and freight loads that still needed speed and the newest comforts, the company’s model 10A Electra was an attractive upgrade from the Orion as well as the Ford Tri-Motor. Seating up to 12 (although 10 was the usual arrangement,) the airliner offered excellent cruising speed as well as superb takeoff and landing characteristics. It was the first airliner to have completely-metal control surfaces, and it also featured two-way controllable propellers, electrically driven flaps, hydraulic brakes, and dual flight controls. 149 Electra 10’s were ultimately produced, serving with operators on all continents except Africa, and also popular with private operators, including Amelia Earhart, who used one on her ill-fated round-the-world expedition.

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Northwest

Northwest was the launch customer for the model 10A, and during 1934-35 put 14 frames into operation (13 new 10As and one used 10B model), to double service across its entire route system (Chicago to Seattle at that point.) In 1934, a 10A blessed with strong tailwinds set the then-record speed between St. Paul and Chicago at 267 miles per hour. With the Electra’s strong performance at higher altitudes, NWA was the first carrier to study the benefits and methods of delivering supplemental oxygen to crews and passengers, setting standards for the entire industry.

Feedback from Northwest and other operators convinced Lockheed that the forward-canted windshield was not performing as desired, so only NWA’s first three frames were delivered with the unique arrangement. Northwest would begin converting those aircraft to the new streamlined standard in spring 1935, while all remaining aircraft on the order were build with the sloped-back windshield at the factory.

Increasing traffic in the early 1940s led to the Model 10 fleet being partially replaced by the Model 14 Super Electra (branded by NWA as the “Sky Zephyr”) and then ultimately the DC-3. The last four 10As were sold to the U.S. Army Air Force in May 1942 to support the war effort.

Wisconsin Central

Unlike Northwest, who even in the 1930s was able to finance new equipment with relative ease, Wisconsin Central’s balance sheet as it started in 1947 was threadbare. Despite the availability of war-surplus DC-3s, their $50,000 going price was easily four times more than the carrier could afford. Pioneer from Texas was upgrading, however, and was willing to sell a pair of 1939-era Lockheed 10As for $12,000 each. (One of these, NC14262, had originally been built for Northwest.)

At the time service began in February 1948, WIS had only three Electras on hand, and they acquired three more over the course of the year. With just a nine-passenger capacity (the airplane could hold ten seats but one was removed to house necessary radio equipment), the fleet had to be scheduled intensively to try to match growing demand and growing route mileage, and this crimped the airline’s ability to grow in 1949-1950. Finally in October 1950 WIS had the means to purchase used DC-3 equipment, and on May 1, 1951, Electra 10A service concluded. Despite a lack of spare parts and “improvised” repairs over the years, the type had a clean safety record for Herman, despite the occasional tree clipping or short landing.

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