Software Fly The Tristar Lockheed L-1011 Fs2004
Author: Lee Elliott – Alexis Bory – David Bastien. L-1011-500: Lockheed L-1011-500 TriStar. Short_Empire: Short S.23 'C'-class Empire flying boat. Lockheed L-1011 Tristar. Two variants of Pilot's Operating Manual for Bellanca. The software uses two databeses an airplane database in which the.
US$20M (1972) Variants The Lockheed L-1011 TriStar, commonly referred to as the L-1011 (pronounced 'L-ten-eleven') or TriStar, is a medium-to-long-range, wide-body airliner. It was the third to enter commercial operations, after the and the. The has a seating capacity of up to 400 passengers and a range of over 4,000 (7,410 ). Its trijet configuration has three engines with one engine under each wing, along with a third engine center-mounted with an air inlet embedded in the tail and the upper. The aircraft has an capability, an automated descent control system, and available lower deck and lounge facilities.
The L-1011 TriStar was produced in two fuselage lengths. The original L-1011-1 first flew in November 1970, and entered service with in 1972. The shortened, longer range L-1011-500 first flew in 1978, and entered service with a year later. The original-length TriStar was also produced as the high L-1011-100, up-rated engine L-1011-200, and further upgraded L-1011-250. Post-production conversions for the L-1011-1 with increased takeoff weights included the L-1011-50 and L-1011-150.
Between 1968 and 1984, Lockheed manufactured a total of 250 TriStars, assembled at the Lockheed plant located at the in southern north of. The aircraft's sales were hampered by two years of delays due to developmental and financial problems at, the sole manufacturer of the TriStar's engines. After production ended, Lockheed withdrew from the commercial aircraft business due to its below-target sales. Contents. Development Origins In the 1960s, approached Lockheed and competitor Douglas (later McDonnell Douglas) with the need for an airliner smaller than the 747 capable of carrying a large passenger load to distant locales such as London and from company hubs at and New York. Lockheed had not produced civilian airliners since 1961 with the.
In the 1950s the Electra was designed for turboprop propulsion, which Lockheed had successfully used on the military transport. Even after the Electra overcame vibration problems that caused a number of crashes early in its career, the market for large airliners would soon shift over to jet airliners such as the and. Lockheed won contracts for jet military transports with the, and pioneered very large jet transports with the large with its high-bypass turbofan engines. Boeing lost the military contract, but its private-venture 747 captured what would become a much larger civilian airliner market for airliners. Having experienced difficulties with some of their military programs, Lockheed was eager to re-enter the civilian market with a smaller wide-body jet, and their response was the L-1011 TriStar. Douglas Aircraft answered American Airlines with the, which had a similar three engine configuration and dimensions.
Despite their similarities, the L-1011 and DC-10's engineering approach differed greatly. McDonnell, who had recently taken over Douglas Aircraft, directed DC-10 development on a 'very firm budget, and cost overruns were unacceptable – even at the expense of safety', and the conservative approach meant reusing technology.
By contrast, Lockheed would 'take the most advanced technology of the day and when that technology was lacking, Lockheed created it' for the L-1011 in order to give it lower noise emissions (in the early 1970s, nicknamed the L-1011 'WhisperLiner'), improved reliability, and higher efficiency over first generation jet airliners. The TriStar name was selected in a Lockheed employee naming contest for the airliner. The advanced innovation that went into the TriStar resulted in its expensive price as 'airlines could get a 747 for slightly more, or a DC-10 for a good deal less'. The TriStar's design featured a twin-aisle interior with a maximum of 400 passengers and a three-engine layout. The TriStar was originally conceived as a 'jumbo twin', but a three-engine design was ultimately chosen to give the aircraft enough thrust to take off from existing runways. The main visible difference between the TriStar and its similar trijet competitor, the McDonnell Douglas DC-10, is the central tail engine configuration: the DC-10's engine is mounted above the fuselage for simplicity of design and more economical construction, while the TriStar's engine is mounted to the rear fuselage and fed through an (similar to the ) for reduced drag, improved stability, and easier servicing/replacement. Lockheed engineers were able to maintain straight-through engine performance by limiting the curve of the S-duct to less than a quarter of the radius of the engine intake diameter.
The S-duct design also reduced the total empty aircraft weight. The research undertaken during the design of the L-1011 indicated that losses of using an S-duct were more than compensated for by the above savings. A further major difference between the L-1011 and the DC-10 was Lockheed's selection of the as the only engine for the L-1011. As originally designed, the RB211 was an advanced three-spool design with a fan, which would have better efficiency and than any competing engine like the that powered the DC-10.
In theory, the triple spool would produce the same or more power as existing double spool engines while having a smaller cross section that would reduce drag. American Airlines opted for the Douglas DC-10, although they showed considerable interest in the L-1011.
American's intent was to convince Douglas to lower their price for the DC-10, which they did. Without the support of American, the TriStar was launched on orders from and Eastern Air Lines. Prototype L-1011 TriStar being prepared for its first flight test in 1970 Although the TriStar's design schedule closely followed that of its competitor, McDonnell Douglas beat Lockheed to market by a year due to delays in powerplant development. In February 1971, after massive development costs associated with the RB211, Rolls-Royce went into. This halted L-1011 final assembly and Lockheed investigated the possibility of a US engine supplier. However the engineering was finalized at that stage in the TriStar's development and its S-duct, which was designed to fit the smaller cross-section of the triple spool RB-211 engine that would have reduced drag, was too small in diameter to accommodate an existing double spool engine.
One option presented was potential outsource of RB-211 production to Canadian manufacturer. The British government agreed to approve a large state subsidy to restart Rolls-Royce operations on condition the U.S. Government guarantee the bank loans Lockheed needed to complete the L-1011 project. Despite some opposition, not least from the then, the U.S. Government provided these guarantees. For the rest of the RB211 project, Rolls-Royce remained a government-owned company.
Production. An L-1011-1 of at Lockheed's Palmdale plant The TriStar's is L-093. The TriStar was manufactured in Lockheed facilities in Burbank and.
Lockheed discovered fairly early on that the TriStar suffered from higher than estimated structural weight, engine weight, and specific fuel consumption. To rectify this problem and to meet performance guarantees, Lockheed developed a structural kit that allowed (MTOW) to be increased on production aircraft from 409,000 to 430,000 pounds (186,000 to 195,000 kg). However, the weight problems affected the weight and desirability of early production L-1011-1 aircraft, known as Group 1 (serial numbers 1002 through to 1012). Group 1 aircraft have an of 252,700 pounds (114,600 kg), about 12,700 pounds (5,800 kg) higher than later aircraft, while Group 2 aircraft (serial numbers 1013 through 1051) have an OEW of 247,000 pounds (112,000 kg), some 4,700 pounds (2,100 kg) lower. These aircraft, in general, also have different center of gravity envelopes with the forward center of gravity limit on the early aircraft being more restrictive at higher gross weights.
Groups 1 and 2 aircraft (serial numbers 1002 to 1051) are upgradeable only to -50 or -150 specifications, although the Group 1 aircraft (up to serial number 1012) still maintain their operating disadvantages. All L-1011-1 aircraft from serial number 1052 onwards are Group 3 aircraft and are fully upgradeable to all variants up to -250 specification. L-1011-385 TriStar in Landor livery in 1986 Under state control, costs at Rolls-Royce were tightly controlled and their efforts largely went into the original TriStar engines, which needed considerable modifications between the L-1011's first flight and service entry. The competition, notably General Electric, was very quick to develop their engine with more thrust, which meant that a heavier 'intercontinental' DC-10-30 could be more quickly brought to market.
The flexibility afforded to potential customers by a long-range DC-10 put the L-1011 at a serious disadvantage. Rolls-Royce went on to develop the high-thrust for the L-1011-200 and -500, but this took many years. The resultant delay in Lockheed and Rolls-Royce offering a high gross variant with a longer range, coupled with the TriStar's delayed introduction, meant that only 250 TriStars were sold compared to some 400 DC-10s.
Lockheed needed to sell 500 airliners to break even, but in 1981, the company announced production would end with delivery of the 250th and last L-1011 on order in 1984. The TriStar's failure to achieve profitability caused Lockheed to withdraw from the civilian aircraft business. The TriStar's rivalry with the DC-10 has been seen as a 'case study in what can happen when two manufacturers attempt to split a market that simply could not support both aircraft'. Lockheed lacked the resources to follow up with several proposals based on the TriStar wing and airframe, including a wide-body twinjet and a stretched quad-jet (two underwing engines and two rear fuselage mounted engines).
McDonnell Douglas was also financially weakened and could only develop the, a refinement of the DC-10, instead of an all-new design to challenge the next generation of twinjets like the, and the MD-11's failure led to McDonnell Douglas ceasing further civilian aircraft development and merging with Boeing. This section needs expansion. You can help. (September 2016) The L-1011 featured a highly advanced system and was the first widebody to receive certification for, which approved the TriStar for completely landings in zero- weather performed by the aircraft's autopilot. The L-1011 used an inertial navigation system to navigate; this included aligning the navigation system by entering current coordinates of longitude and latitude. It also had a unique direct lift control (DLC) system, which allowed for smooth approaches when landing, without having to use significant pitch changes while on the approach path. DLC helps maintain the aircraft on the glideslope during final approach by automatically deploying spoiler panels on the wings.
Thus, rather than maintaining the descent by adjusting pitch, DLC helps control the descent while maintaining a more consistent pitch angle, using four redundant hydraulic systems. Production also used a unique 'autoclave' system for bonding fuselage panels together; this made the L-1011 extremely resistant to corrosion. Operational history Commercial The prototype first flew on November 16, 1970.
The crew for that flight was H. Dees (pilot), Ralph C. Cokely (copilot), and G.E. Fisher (development engineer). The L-1011 was certified on April 14, 1972, with the first airliner delivered to Eastern Air Lines on April 26, 1972. To further publicize the new aircraft, an L-1011 was taken on a world tour during 1972 by famed Lockheed test pilot. In a demonstration by test pilots LeVier and Charles Hall, 115 crew members, employees, and reporters embarked on the TriStar for a 4-hour, 13-minute flight from Palmdale to Dulles Airport 'with the TriStar's AFCS feature engaged from takeoff roll to landing', and Lockheed touted it as 'a groundbreaking moment: the first cross-country flight without the need for human hands on the controls'.
An L-1011 Tristar in St. Louis in 1972. This aircraft in a few weeks after photo was taken. TWA heralded the TriStar as one of the safest aircraft in the world in promotional literature in the 1980s when concern over the safety record of the, flown by rival airlines, was at its peak. The L-1011 has been involved in five fatal accidents, only one of which was due to a problem with the aircraft. Was the type's largest customer.
Delta retired its TriStars in 2001 to replace them with the. Eventually became the largest non-U.S. Operator of the type by acquiring many of the Eastern Air Lines examples when Eastern went bankrupt, operating as many as 21 aircraft.
Tristar Lockheed L 1011
Cathay Pacific retired its L-1011s in October 1996, and replaced the type with the. TWA withdrew its last TriStar from service in 1997. A L-1011 at, Japan in 1990 To secure the Japanese market, Lockheed secretly bribed several members of the Japanese government to subsidize ' purchase of L-1011s; this caused a significant scandal when the bribes were uncovered.
The discovered scale to what has become known as the led to the arrest of Japanese Prime Minister, as well as several other officials. Within Lockheed, board chairman Daniel Haughton and vice chairman and president resigned their posts on February 13, 1976. Tanaka was eventually tried and found guilty of violating foreign exchange control laws, but was not charged with bribery, a more serious criminal offense.
Crucially for Lockheed, the fallout from the scandal included the loss of a contract worth in excess of $1 billion. The at that time lacked a widebody airliner. Development of their own was delayed; consequently, in the mid-1970s, the Soviets started negotiations to buy 30 TriStars and licence-produce up to 100 a year. The talks collapsed as US President made human rights a US policy factor. The TriStar was also listed by the as embodying advanced technology banned from potential enemies, thus being a serious obstacle to the export deal.
The L-1011 has had recent use by smaller start-up carriers, particularly in Africa and Asia. These operators mainly do their business in the charter and businesses. (formerly known as American Trans Air) fleet included over 19 TriStars, but operations dwindled to only three L1011-500s prior to the company's shutdown in April 2008. Military.
This section needs additional citations for. Unsourced material may be challenged and removed. (September 2010) The earlier versions of the L-1011, such as the -1, -100, and -150 can be distinguished from the later models by the design of the middle engine nacelles. The earlier version nacelle has a round intake, whereas the later models have a small vertical fin between the bottom of the middle engine intake and the top of the fuselage. The two L-1011 aircraft delivered to were configured with internal doors that led into an entry hall in what was normally the forward lower baggage hold. This was to allow operations from airfields that did not have terminal buildings with.
These two aircraft were later in service with and. L-1011-1. A L-1011-1 at in 2005 The L-1011-1 (FAA certification L-1011-385-1) was the first production model of the L-1011, designed for short- and medium-range flights. This variant served as the basis for subsequent variants.
This type was purchased by Air Canada, ANA, Cathay Pacific, Eastern, and other operators with regional trunk routes requiring a widebody aircraft. Pacific Southwest Airlines purchased two L-1011-1 models with lower deck seating.
Software Fly The Tristar Lockheed L 1011 Fs2004
This variant was also one of the few widebodies to have the option for a full-height built-in. The L-1011-1 was first delivered to Eastern Air Lines on April 5, 1972. A total of 160 L-1011-1 TriStars were built before production ended in 1983, although the majority of these, 119 or 75% of the total, were completed during a four-year period between 1972 and 1975. Most sales of the L-1011-1 were to US operators, with just three airlines, Delta, Eastern, and TWA, taking delivery of 110 combined.
A further two aircraft were placed with a fourth US airline, Pacific Southwest Airlines. L-1011-100. L-1011-100 TriStar The L-1011-100 (FAA certification L-1011-385-1-15) was the second production model of the L-1011 and first flew in 1975 and featured a new center fuel tank and higher gross weights that increased the aircraft's range by nearly 930 miles (1,500 km). Launch orders for the L-1011-100 were placed by and, for two each, in May 1974. First deliveries took place in June 1975. The variant was also purchased by several airlines with longer-range routes, such as TWA, Air Canada, and (which merged with to form ).
The first two L-1011-100s (serial numbers 1110 and 1116) were delivered new to with the same fuel capacity as the L-1011-1 (FAA certification L-1011-385-1-14); these were later upgraded to L-1011-200 specification. L-1011-50 The L-1011-50 was an upgraded version of the L-1011-1 with an increase in maximum takeoff weight from 430,000 pounds (195,000 kg) to either 440,000 pounds (200,000 kg) or 450,000 pounds (204,000 kg). Fuel capacity was not increased. The -50 was available only as a conversion package for the L-1011-1 and was never built new. L-1011-150 The L-1011-150 was a development of the L-1011-1 with its maximum takeoff weight increased to 470,000 pounds (210,000 kg).
It was available only as a conversion for the L-1011-1. The -150 involves the conversion of Group 1 and Group 2 L-1011-1 aircraft to an MTOW of 470,000 pounds (210,000 kg), an increase of 40,000 pounds (18,000 kg), about 10%, from the L-1011-1, giving the aircraft a slightly better range than the -50, but without the additional center-section fuel tank, less than the L-1011-100 aircraft. The first aircraft was converted by at Lemwarder in Germany during the winter of 1988/89 and was subsequently handed over to of Canada on May 11, 1989. L-1011-200.
A L-1011-200 TriStar at, 1985 The L-1011-200 (FAA certification L-1011-385-1-15), the third production model of the L-1011, was introduced in 1976. Although otherwise similar to the -100, the -200 uses -524B engines to improve its performance in hot and high-altitude conditions. Gulf Air used -200 models to replace its earlier-generation fleet. Other than the engines, the basic TriStar -200 is identical to the -100, with center-section fuel, having a MTOW of 466,000 pounds (211,000 kg), and fuel capacity of 26,400 US gallons (100,000 l) as the -100. An increase of gross weight to 474,000 pounds (215,000 kg) is possible, with the heavier aircraft offered by Lockheed as -200I or -200(Improved).
(Saudia) was a launch customer for the -200 series and operated a sizable fleet until 1998. A total of 24 L-1011-200 aircraft were built new, with the first delivered to Saudia on May 28, 1977. Like other TriStar improvements, a conversion program has also been offered. L-1011-250 The L-1011-250 was an upgrade developed for late-model L-1011-1 aircraft and all L-1011-100 and L-1011-200 aircraft. The more powerful engines, lengthened wing, active-load-control ailerons and other systems that had been developed for the L-1011-500 were adapted into the baseline model.
The changes resulted in increases in maximum takeoff weight to 510,000 pounds (230,000 kg) and fuel capacity from 23,600 US gal (89,335 l) to 31,632 US gal (119,735 l). This variant also used the upgraded engine, which could be easily retrofitted to the existing powerplants of the L-1011-200, but it required a re-engining on the L-1011-1 and L-1011-100, which used the original RB211-22B. The conversion allowed the L-1011 to match the performance of the long-range McDonnell Douglas DC-10-30. Although it was applicable to all L-1011 models, the upgrade was only undertaken by Delta on six late-model L-1011-1 aircraft. L-1011-500. A L-1011-500 departing from in 1988 The L-1011-500 (FAA certification L-1011-385-3) was the last L-1011 variant to enter production. It was a longer-range variant first flight tested in 1978.
Its fuselage length was shortened by 14 feet (4.3 m) and MTOW increased to allow higher fuel loads. More powerful RB.211-524 engines, increased wingspan, active-load-control ailerons and other improved systems were features introduced by Lockheed to exploit newly available technologies in the late 1970s. The -500 variant was popular among international operators and formed a significant portion of the L-1011 fleet of Delta and British Airways.
However, its late introduction resulted in many potential customers buying the instead. The TriStar 500 first flew on October 16, 1978, with the first delivery to British Airways on April 27, 1979. It entered service with British Airways on May 7, 1979, flying between London and Abu Dhabi. Dimensions The TriStar 500 has an overall length of 164 feet 2 inches (50.04 m) and wingspan increased to 164 feet 4 inches (50.09 m) (early TriStar versions originally had the TriStar 1 wing with a span of 155 feet 4 inches (47.35 m)). Flying surfaces Lockheed developed some aerodynamic improvements for the TriStar 500 which included a modified wing-to-body fairing, a fillet below the central intake, extended wingtips, and 'active ailerons' or active control system (ACS). The new fairing reduced drag, while the fillet reduced noise in the rear cabin. The wingtip extensions increased aspect ratio, thus reducing induced drag, but resulted in increased bending.
The ACS, developed to solve this, provided gust alleviation, improving ride during flight, reduced fuel burn, and increased fatigue life. Earlier TriStar 500s were delivered with the standard wing; these were later retrofitted with ailerons and extended wingtips. Pan Am was the first customer to order the -500 with the extended wingtips and active ailerons.
Aircraft serial number 1176, the first for Pan Am, was the first TriStar 500 to be fitted with them as standard. Powerplant. An L-1011-500 TriStar ferrying an extra engine. The TriStar 500 is equipped with the more powerful RB211-524B engines.
Initially rated at 50,000 lbf (220 kN) thrust each, the higher-thrust 53,000 lbf (240 kN) -524B4 Improved (also referred to as the -524B4I) later became available, which also offered improved fuel efficiency. Performance Originally certified with an MTOW of 496,000 pounds (225,000 kg), an increased MTOW of 504,000 pounds (229,000 kg) was later certified in 1979, and all earlier production aircraft were certified at this weight. A further increase, to 510,000 pounds (230,000 kg), is also available, and most TriStar 500s are thought to have had this increase.
Standard fuel capacity is 31,600 US gallons (120,000 l), giving the TriStar 500 a range of about 5,200 nautical miles (9,600 km) with 246 passengers and baggage. Cabin The TriStar 500's maximum passenger capacity is 315, although no aircraft were operated with that number of seats. A typical two-class layout might include 21 first and 229 economy for a maximum of 250 passengers. More spacious three-class layouts used on longer routes include 233 with 12 first, 32 business, and 189 economy with Delta Air Lines.
The aircraft is equipped with six exits, two fewer than the long-body TriStars, thus reducing the exit limit maximum. Operators. L-1011-500 landing at, 2005 Lockheed L-1011 TriStars in service as of 2015 include (1, ) and Tristar History and Preservation Inc. Accidents and incidents As of December 2011, the L-1011 was involved in 32, including 11, with 539 fatalities. Of the four pioneering widebody aircraft (, L-1011, and / family), the Lockheed L-1011 had comparatively few accidents and a better safety record than its competitors. Notable accidents and incidents.
On December 29, 1972, an L-1011, crashed in the Florida as a result of the flight crew's failure to monitor the flight instruments during a malfunction of the landing gear position indicator system. The crash resulted in 101 fatalities, and was the subject of two TV movies, and. It was also the subject of a episode. On April 12, 1977, on takeoff from San Diego, had a left stabilizer jammed undetected in the full trailing-edge-up position.
This failure resulted in a large noseup and rolling moment that almost exceeded the capability of the flight controls. The airplane was just about to stall in the clouds when Captain Jack McMahan, with unusual insight, reduced power on the wing engines and began using the throttles to supplement the remaining flight controls, using differential and collective engine thrust. Cabin crew moved all the passengers forward in the cabin to redistribute weight and help get the nose down. Steve Heidt, the flight engineer, said, 'It probably didn't help much, but in that situation we figured every little bit would help.'
All the way from San Diego to Los Angeles, the aircraft flew with its pitch controlled by differential thrust between tail and wing engines, while the left roll tendency was compensated by wing differential thrust, and made a successful emergency landing in Los Angeles. According to incident analysis by Warren VanderBurgh, comprehensive crew training played a critical role in control recovery.
On August 19, 1980, a fire destroyed the L-1011-200 used for on the ground after the pilots made an emergency landing at 's due to fire in the rear of the aircraft. Delays in initiating the evacuation of the aircraft led to the deaths of all 287 passengers and 14 crew. On December 23, 1980, an L-1011, had a tire explode and penetrate the passenger cabin. The aircraft lost cabin pressure and two passengers were ejected through a hole in the cabin floor.
On September 22, 1981, departed, and suffered an uncontained failure of its number two (tail) engine at 14,500 feet (4,400 m), while en route to. The fragments from that engine damaged three of its four hydraulic systems resulting in fluid loss in them. The rudder pedals also jammed. The fragments struck but did not puncture the lines for the other hydraulic system; the captain was able to safely land the aircraft at, with some limited use of the outboard spoilers, the inboard ailerons and the horizontal stabilizer, plus differential engine power of the remaining two engines. There were no injuries. The L-1011 having four hydraulic systems (instead of three like the DC-10) allowed for a safe landing. On May 5, 1983, L-1011 registration N334EA, while flying from Miami to Nassau, shut down the number 2 engine due to low oil pressure and began a return to Miami.
Both of the remaining engines later failed. Without power, flight 855 descended from 13,000 to 4,000 feet (1,200 m) before the number 2 engine was restarted and the aircraft landed in Miami without injuries. Incorrect engine maintenance had led to the loss of oil on all three engines. On April 5, 1984, a Saudia Lockheed L-1011 TriStar on final approach to from was hijacked by a Syrian national. The hijacker demanded to be taken to, but changed his mind and requested to go to. After landing in Istanbul to refuel, the pilot pushed the hijacker, who was arrested, out the emergency exit.
A TriStar overran the runway at in 1985. On May 27, 1985, flight 101, registration G-BBAI, from, Spain overran the runway on landing at, United Kingdom. 12 of the 412 people on board suffered minor injuries when exiting down steep rear ramps. The aircraft was severely damaged. On August 2, 1985, an L-1011, crashed while approaching in conditions.
The crash killed eight of 11 crew members and 128 of the 152 passengers on board, as well as one person on the ground. On October 18, 1985, a L-1011 experienced an inflight fire at 24,000 feet while on approach to Singapore.
The fire burned through the rear pressure bulkhead, causing of the cabin. The air rushing out of the cabin extinguished the fire, saving the aircraft. On May 3, 1986, an L-1011, was destroyed on the ground in Colombo, Sri Lanka, after a bomb exploded in the rear cargo hold, severing the tail and killing 21 people.
On July 30, 1992, an L-1011, had its takeoff aborted by the captain after liftoff from JFK, in response to a false stall warning. The aircraft landed too hard, breaking a wing spar and starting a fire. All 292 passengers and crew evacuated safely, with only 10 minor injuries. The airliner was destroyed by fire. Aircraft on display.
Tristar at Royal Saudi Airforce Museum, Riyadh. 1001 – L-1011-1 on display at the in, Georgia. This is the forward upper fuselage of the prototype aircraft and is painted in Delta colors.
1019 - L-1011-1 on display at the in, France. After flight TSC906 was damaged in a hailstorm, the plane returned to Lyon and was written off. It is still used today for emergency training. 1039 – L-1011-1 Tristar on display as a restaurant at Lake leisure park in, South Korea.
It was previously registered as VR-HOI. 1066 – L-1011-50 on display at the in at the. 1093 – L-1011-100 on display at the in, United Arab Emirates. This aircraft was originally delivered to.
1190 – L-1011-200 in livery on display as a at the in, Saudi Arabia. 1191 – L-1011-500 on display at the Chaguaramas Military History and Aerospace Museum in. This aircraft was previously operated. 1241 – L-1011-500 was in storage at in. Tristar History and Preservation has made it flyable and it now resides.
Lockheed L-1011-500 TriStar blueprint drawing Sources: Jane's All The World's Aircraft 1982–83 except where stated Deliveries 1972 1973 1974 1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 Total 17 39 41 24 16 12 8 14 24 28 13 5 5 3 249 Popular culture. The props used to represent the crashed airliner in the first episode of were derived from a dismantled L-1011, formerly belonging to Eastern Airlines and later Delta. The band, a Los Angeles post-rock duo, derives its name from the Lockheed L-1011 TriStar.
See also Related development. Aircraft of comparable role, configuration and era.
Related lists. References Notes. Birtles, Phillip.
Lockheed L-1011 TriStar (Airliner Color History). Paul: Minnesota: Motorbooks Intl., 1998. Beyond the Horizons: The Lockheed Story. New York: St. Martin's Press, 1998. The Jet Makers: The Aerospace Industry from 1945 to 1972. Lawrence, Kansas: University Press of Kansas, 1978.
Donald, David, ed. 'Lockheed L-1011 TriStar'. The Complete Encyclopedia of World Aircraft. New York: Barnes & Noble Books, 1997. Frawley, Gerard. The International Directory of Military Aircraft, 2002–2003.
Fyshwick, ACT, Australia: Aerospace Publications Pty Ltd., 2002. Ingells, D. L-1011 TriStar and the Lockheed Story. Blue Ridge Summit, Pennsylvania: TAB-Aero. Job, Macarthur. 'Chapter 12: Hey - what's happening here?' Air Disaster Volume 1.
Fyshwick, ACT, Australia: Aerospace Publications Pty Ltd., 1994. Newhouse, John. The Sporty Game: The High-Risk Competitive Business of Making and Selling Commercial Airliners. New York: Alfred A. Knopf, 1982. Pugh, Peter. The Magic of a Name: The Rolls-Royce Story, Part Two: The Power Behind the Jets.
London: Icon Books, 2001. Jane's All The World's Aircraft 1982–83. London: Jane's Yearbooks, 1982. Yenne, Bill.
New York: Crescent Books, 1987. External links Wikimedia Commons has media related to.
a 1967 Flight article. (PDF). Forecast International.
The cockpit systems and functionality of the Just Flight L-1011 TriStar have now been expanded and fully upgraded to a truly PROFESSIONAL standard! Civilian liveries.
British Airways Landor (G-BLUS). British Airtours (G-BFCB). BWIA (9Y-TGJ). Air Canada (C-GAGF).
Pan Am (N503PA). TAP Air Portugal (CS-TEA). LAM Mozambique. Hewa Bora Airways. TAAG Angola Airlines. LTU (D-AERL). ATA (N161AT).
United Airlines (N511PA). Air Lanka (4R-ULB). Saudi Arabian Royal Flight. Air Mauritius. Euro Atlantic (CS-TEB).
Novair. Saudia. Star Airlines. Royal Jordanian Airlines Military liveries. K1, Desert Storm (ZD951).
C2A, Grey Scheme (ZE704). K1, White Scheme (ZD951). KC1, Grey Scheme (ZD953). C2, Development Aircraft (ZD948). 'A superlative simulation of the iconic TriStar. A tour-de-force in classic airliners for FSX' 'Just Flight has taken an already excellent package and created a magnificent homage to the Lockheed l-1011 TriStar with, external model aside, virtually a whole new aircraft. The systems quality pushes the aircraft well into the high-end bracket and will delight aficionados of vintage jet airliners' PC Pilot magazine (Platinum Award) 'Exceptional value for money.
The modelling accuracy and detail of the main panel, overhead panel, centre pedestal, and FE station are exceptional. The instruments are magnificently detailed and clear and easy to read. The liveries are of a high quality and the surface textures, reflections, and shadings give the aircraft a crisp and realistic appearance. Excellent and informative manual. Realistic flight modelling and performance. Just Flight have done an excellent job with the level of accuracy and detail in the 'TriStar' Professional' Mutley's Hangar (9.6/10 Gold Award).