· ............ J. ........LI~..L 5
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LOCKHEED
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VOLUME 8
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• Design and Manufacturing Details • First Auto-Land Airliner I~~_ Rocket Launcher
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• Flying Hospital • Flight Test and Certification • Pilot Interviews
AIRLINERTECH 5
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VOLUME 8
LOCKHEED
D By JIM UPTON
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COPYRIGHT ©
2001 JIM UPTON
Published by Specialty Press Publishers and Wholesalers 11605 Kost Dam Road North Branch, MN 55056 United States of America (651) 583-3239 Distributed in the UK and Europe by Midland Publishing 4 Watling Drive Hinckley LElO 3EY
England ISBN 1-58007-037-X
All rights reserved. No part of this book may be reproduced or transmitted in any form or by any means, electronic or mechanical including photocopying, recording, or by any information storage and retrieval system, without permission from the Publisher in writing. Material contained in this book is intended for historical and entertainment value only, and is not to be construed as usable for aircraft or component restoration, maintenance, or use. Printed in China
Title Page: L-I011 TriStar One taxis at Lockheed Palmdale, past Joshua trees, during early flight testing in 1970. First flight was on 16 November 1970. (Lockheed Martin) Front Cover: Lockheed TriStar One (msn 1001), the first L-I011, on a test flight out of Palmdale, California. The snowcapped Sierra Mountains are in the background. (Lockheed, Chuck Mercer Collection) Back Cover (Left Top): Extensive modifications on the aft bottom fuselage of the L-I011 tanker for the Royal Air Force include two retractable refueling drogues and the associated equipment including the external lights. Capacity for an additional 100,000 pounds offuel was added with new tanks in the cargo bay. (Marshall of Cambridge Aerospace) Back Cover (Right Top): Exploded view of the Rolls-Royce RB.211 propulsion system for the two wing position engines on the L-1011. (Lockheed) Back Cover (Right Lower): Fatigue test L-I011 was the second airframe off the production line, msn 1000. Loads were applied to the airframe and control surfaces using hydraulic jacks attached to the fixtures in the photo. Loads applied to the fatigue test airframe represented a profile simulating 84,000 flights. (Lockheed, Dave Steinbacher Collection)
AIRLINER TECH
TABLE OF CONTENTS LOCKHEED L-I0ll TRISTAR
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..
5
And Acknowledgments Chapter 1
Birth of the TriStar . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 7 Design, Development, and Manufacture
Chapter 2
L-lOll Features
23
The World's Most Innovative Jetliner Chapter 3
Tests & Certification
39
Testing Started Before the First Flight Chapter 4
Airline Operations
47
The Original 18 Airlines Color Section
TriStar in Color . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 65 Past and Present
Chapter 5
Aerial Hot Rod
73
L-1011-500 - The Most Advanced TriStar Chapter 6
TriStar Derivatives
81
Rocket Launcher and The Flying Hospital ,
Chapter 7
Current Operators
93
Still Going Strong After 30 Years Appendix A
Production List
99
All of the L-1011 TriStars Appendix B
. S peCI·f·lcatlons
103
Model Designations and Specifications Table Appendix C
Significant Dates Key Dates in the History of the Lockheed L-101l TriStar LOCKHEED
L-l0n TRI~TAR b
104
FOREWORD By ELLIOTT A. hen our Lockheed management launched the TriStar, the airplane was configured to meet our basic requirement. That was, to produce the best aircraft of its time. In order to meet that objective each system and major component was designed and planned in detail. All systems were duplicated in the laboratory and were operated under the flight loads to assure the final product would meet the requirements.
W
GREEN
Tests were then performed on all major components to assure that the components and systems would work properly together. A complete airplane was exposed to the flight loads to duplicate its design life expectancy. In effect, it was flown before the first L-IOll took to the air. Jim Upton's description in this book creates a picture of the airplane, its configurations, and its performance. He also provides the reader an opportunity to under-
stand that there are many different configurations for a modern airplane which are to be provided to different airlines. Jim has done a very thorough job in documenting the story of the L-IOll.
Elliott A. Green November 2000
Elliott A. Green played a major role in the design, development, and fielding of the Lockheed L-I011. His involvement with the L-I011 started in the design phase as Assistant Chief Engineer, followed by a number of progressing management positions including L-I011 Chief Engineer and culminating in Lockheed Vice President and General Manager of Commercial Programs. (Lockheed)
4
AIRLINER TECH
INTRODUCTION AND ACKNOWLEDGMENTS ockheed's history with airliners goes back to 1927 with its .revolutionary single-engine, six-passenger Vega, followed by the later single-engine Sirius, Altair, and Orion models. In 1934 the all-metal twin-engine model 10 Electra was the fastest airliner in the sky. In 1943 the four-engine triple-tail Constellation made its first flight leading to a series of Constellation models that were produced until 1958. In December 1957 the four-engine turboprop Electra with many advancedJeatures made its first flight which led to a production run of 170 aircraft. In 1966 Lockheed started work on what would become the most technologically-advanced jetliner in the world, the L-1011 TriStar. Lockheed was able to draw on its technology experience from the development of the triple-sonic high-altitude SR-71 Blackbird and develop-
L
ment of the mammoth C-5A Galaxy ture of the L-1011. This new process transport, the C-141 transport, and offered a lightweight structure with the JetStar. essentially unlimited fatigue life. The avionics on the TriStar were The bonding technique eliminated five to ten years ahead of the compe- 200,000 rivets and fasteners on the tition. The Lockheed Autoland sys- L-1011 which meant 200,000 fewer tem was the only system the Federal holes to crack or corrode, making Aviation Administration would the TriStar the most corrosion resisallow to land in zero-zero weather tant airliner in the world at the time. for over 10 years. Commercial flight From a safety standpoint the and transport flight management L-1011 was designed with redundanwere pioneered by the L-1011. The cy on all systems. It had four sepaLockheed Flight Management Sys- rate and independent hydraulic system worked in conjunction with the tems, four electrical systems, three autopilot systems to provide fuel environmental control systems, and savings while significantly reducing two separate automatic landing syscrew workload. tems, each with dual computers. A publication like this would The Rolls-Royce RB.211 high bypass turbofan engine was the not be possible without the help of largest, quietest, and most fuel-effi- many people. I would like to thank cient turbofan of the time. the following. For their extensive Lockheed made the bold deci- selection of photos, Jim Fitzgerald, sion to use advanced metal-to-metal Dave Steinbacher, and Ken Mims. bonding techniques in the manufac- For their photos and information,
Two Lockheed airliners from different eras. make an interesting comparison. The 1934 Lockheed Madella Electra was as advanced for its day as the L-10ll was for the 1970s. The la-passenger Electra cruised at 190 mph and the wide body TriStar could cruise at 575 mph and carry up to 400 passengers. (Lockheed Martin Corporation)
LOCKHEED
L-IOH
5
Chuck Mercer, Doug Triplat, Tom Doll, John Whittenbury, Stephen Griffin, Tony Landis, Chuck Duty, John Souders, Hans Van Wijk, Joe Carrillo, Ron Hart, and Sal Chavez. Special thanks go to Denny Lombard, Tom Crawford, and Bob Owenby of Lockheed Martin; Sandy Tatay of American Trans Air; at the Flying Hospital Alison Snook; at Air
Methods Mike Prieto and Mike Thompson; Victoria Morley at Marshall of Cambridge Aerospace; Robert Baughniet of Rolls-Royce; Barry Beneski, Mark Gamache, and Dave Baumgartner of Orbital Sciences. I would also like to thank Bill Weaver for his interview and hospitality on the Stargazer; Captain Foe Geldersma for his interview; former
Lockheed L-IOll Vice President Robert V. Williams for his review and suggestions; Jackie Pate of Delta Airlines; Elliott A. Green for his review and foreword; and my wife Carol for her research, editing, and supportive patience.
Jim Upton November 2000
Lockheed plant 10 in Palmdale near completion of construction. The large building in the foreground is building 602 where the L-1011s were built. This was a one-million-square-foot production facility sized to support production of 36 L-1011s per year. Building 602, the flight test and structural test facility, is the building above 601. A taxiway leads to the adjacent U.S. Air Force Plant 42 runways. (Lockheed, Chuck Mercer Collection)
6
AIRLINER TECH .. --_._--
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BIRTH OF THE TRISTAR DESIGN, DEVELOPMENT, AND MANUFACTURE nitial design work on what would become the Lockheed L-IOll started in 1966. American Airlines had circulated a statement of its requirements, based on traffic forecasts, to several U.S. airframe manufacturers including Lockheed and McDonnell Douglas. Basically this projected a need for a large commercial short- to medium-haul transport to alleviate increasing airport congestion. American Airlines also visualized that two large turbofan engines should power the transport and it should have dimensions and performance tailored for operation from smaller airports, with La Guardia Airport being specifically mentioned. Lockheed's design, meeting the requirements of American Airlines as well as other operators, had a maximum gross weight of 300,000 pounds. This design also had a passenger capacity of 250 and the capability for 1,850 nautical-mile flights such as from Chicago to San Francisco. Powerplants were two SO,OOO-pound-thrust turbofans.
I
The L-1011 with Rolls-Royce RB.211 engines was launched in March 1968 with 144 firm orders and options, including 50 each from Eastern Air Lines and Air Holdings, and 44 from Trans World Airlines (TWA). Before long additional orders followed from Delta Air Lines, Northeast Airlines, and Pacific Southwest Airlines. Meanwhile, one month earlier, McDonnell Douglas received an order from American Airlines for 50 DC-las, followed in late April by an order from United Air Lines for another 60 aircraft.
Douglas DC-10 were remarkably similar. Both had been built to the same specification established by a consortium of u.s. airlines, and even more specifically, had been designed within the constraints imposed by construction details of New York's La Guardia Airport. This airport was a hub used by many domestic airlines, and operationally, the most restrictive. As a result the 178-foot overall length and ISS-foot wingspan were fixed by the maneuvering space available between La Guardia's terminal fingers. Overall performance parameters were influDC-IO Comparison enced by runway lengths and gross weight. The landing gear geometry, Outward appearances of the which determined footprint and Lockheed L-1011 and the McDonnell track, were largely established by
FROM Two ENGINES TO THREE
By mid-1967 most of the major airlines favored a three-engine configuration designed to meet the same mission requirements as the twin-engine version, but also having transcontinental-range capability and affording better route flexibility. Resulting from further evaluation by the airlines, the three-engine configuration grew in seating capacity to 330 passengers, engine thrust to 42,000 pounds, and gross weight to over 400,000 pounds for additional range.
Lockheed TriStar One flying over U.S. Air Force Plant 42 in Palmdale, California. The Lockheed plant is located in the bottom center of the photo with the large white roofed building. The taxiway from the plant to the runway can be seen. (Lockheed, George Bollinger Collection)
LOCKHEED
L-IOH Tln~TAI
7
176' 4" ---------53.745M---------
TYPE A ENTRY 142 X 761 IN. 1.0 X 1.9M
I
TYPE 1 EXIT IN. 0,61 X 1,5M
I 124 X 601
ment with the engine mounted in the aft fuselage. Tests on the L-IOll installation showed efficiency loss of the engine to be negligible and also showed positive gains in directional stability and maintainability of the engine. Additionally, the aft fuselage engine installation resulted in an improved aerodynamic aft-fuselage configuration that in turn allowed for a wider improved aft cabin layout.
L-I011 FEATURES TYPE 1 EXIT 124 X 60) IN. 0.61 X 1.5M
TYPE A ENTRY 142 X 761 IN. 1.0X 1.9M
19' 7" 12351 IN. 5.97M SEE FIGURE 2.3
!"----------
177'8"
54. 15M - - - - - - - - - - {
SCALE 5
10
15
k::; :
o
200
400
600
METERS
INCHES
155' 4" 1---------47.344M--------!
2.2 GENERAL AIRPLANE DIMENSIONS MODELS L·1011·1, ·100, ·200
August 1978
Lockheed L-l 011 general aircraft dimensions for the original models of the wide-body TriStar, The L-1011-500 was shorter with longer wings and was the long-range version of the 1011. (Lockheed) the unusual construction of La Guardia's runways, extending onto piers reaching over Flushing Bay. Between the two aircraft, the most noticeable difference was in the installation of the aft engine.
8
McDonnell Douglas opted for a straight-through duct arrangement with the engine mounted on the fin for optimum engine performance, Lockheed, after conducting extensive tests, opted for an S-duct arrange-
..
Desire for improved operational performance and safety of flight led to the inclusion of three advanced technology features in the flight control system: full power controls, backed up by four fully independent hydraulic systems; a flying stabilizer to eliminate the dangers of miss-trim during takeoff; and direct lift control to provide a rapid vertical response in maintaining a required approach descent path, An overall goal in the design of the airframe structure was to provide an airframe with essentially unlimited fatigue life, an assurance that the aircraft would not run into a major structural problem during its projected lifetime. Of the various actions taken by Lockheed to satisfy this goal, the commitment to employ extensive metal-to-metal bonding in the fuselage was probably the most important, providing significant advantages for long fatigue life, improved fail~safe capability, and corrosion resistance, The avionics flight control system, the autopilot, the flight controls, and the cockpit displays were developed with safe and precise all-weather automatic landing as a prime consideration. For the first time, automatic landing was certificated in an initial airplane certification program for all-weather landing conditions down to, and including, International
Civil Aviation Organization (ICAO) category IIIa, which allows landing with zero ceiling conditions and 700 feet of horizontal runway visibility. However, automatic landing was only part of the total avionics flight control system that provided manual or automatic modes of control throughout the total flight envelope, from takeoff to landing rollout. First flight of the L-1011-1 TriStar was on November 16, 1970 and deliveries began in April 1972. Significant additions to the launching airlines were Air Canada, All Nippon Airways (ANA), British Airways, and Lufttransport-Unternehmen (LTU). GROWTH MODELS
The maximum gross weight of the basic L-1011-1 model, with 42,000-pound-thrust Rolls-Royce RB.211-22B engines, was finally established at 430,000 pounds. With minimal structural modifications the L-1011-100 was later certificated to operate at gross weights up to 466,000 pounds, allowing the addition of center-section fuel for additional range. The L-1011-200 TriStar had the same structural changes as the Dash 100, but was powered by 48,000-pound-thrust RB.211-524 engines. Gulf Air, Saudia, and British Airways were among the operators of this Dash 200 version. The L-1011-500 model was the IG\ng-range member of the family. Fuel capacity was increased to allow a full passenger load (246 passengers) over 6,000 miles. Modifications to the basic TriStar included the removal of fuselage sections fore and aft of the wing to reduce fuselage length by about 13 feet; and the addition of wing tips to achieve a nine-foot increase in the wingspan, a change that included the incorporation of active control ailerons. Other modifi-
cations were strengthening of the airframe structure and landing gear to achieve a gross weight of 496,000 pounds and the installation of 50,000pound-thrust RB.211-524B engines.
Launch customer was British Airways, followed by many existing TriStar customers, as well as by Pan American, British West Indies Airways (BWIA), and TAP-Air Portugal.
Largest Sale Ever Launches L-10ll Eastern, TWA, British Group Place Orders for 144 Planes; .Rolls-Royce Engines Chosen Orders for 144 Lockheed L- 101 I transports were announced today at a hastily SUlIlmOiled news conference in New York, :md Lockheed Board Chairman Daniel J. Haughton promptly
~~e~~~~~~~ti~::;~~~a~h~n~~~~~~r::
4. Haughton revealed thai an oJf~t pureha...e has been negotiated 10 prevent an adverse cllcet on U.S. gold lIow resulting from usc of thc British-buill enginc, The olTl'Ct arrangemcnt provides for purchase of 50 L-IIII!'s by a British linn, Air Ih.ldings, Ltd. nCllresclllill~ Rollsoltu)"cc 111 the JleI'S ellll' fercncc was David P. HlHldic, nHHluging direclor-Aero Engine Division, Rolls-Royce Ltd. Lockheed rcprc.~etlt:nivcs nt the conference, in :tdditiun 10 Hau1!hlOlI, were the C(Jrporation's prc.~idcllt. A. Carl Knlchian; Chuck Wagner, Cabe presidenl; and Dab Bailey. Ci,lac vice-president and 1011 program manager. Following the series of announcements. lhoug.hton said the lotal sales "alue of the 144 aircraft would be ahout $2.16 billion-the largesl commercial aircraft purchase in his· tory. (Please lum paKe)
To All Calac Employees: Ti,e
IInJlOlmccmCIlI
carried in till' ml;oil/itlK colwnru
Ct1l.-
of the mart significant d~I'~/opmellls in ti,e IJistnr}' of mlr cOli/pm'.". II rrprc.{rfll,'I: (1 tfl'mrndmu tlchic\'ctm.'nr by ,I/(I.ft' ill file Califpmill Cl111/IHmy mIll ill lilt' cor//(lff1liQ/I wlw 11111'(' wtlrkr,1 so I'C'Y /t(lrd mu! .m n",." fOllg to make fllis possi#J/r. / kilO'" ,hm YOIf Juwr bel'n expo.red /0 (1 1?rrfll fllllmlllt ,'I .rlrrss miff wlxic'()' dllrin!: ,11(.' /uul fen- {fa)·s. mill Jell/I ,'.trlll"t' )'01/ tlml )'011 \1'(',... 1101 (//nnt'. t/oll'cw·r. I lI'i,.../, to fIlld 'I/lieUy Ihm I am l'Xlre'lI/e'I,\' (,mml-n.t / klloll' )'/11/ are-ofille' L·IOII team i/l till orf:ollil,afions for flJf'ir (}1I1.~fm/lfillg I'er(ormf//ll"c. I al.m wnnt 10 gil'c rccnt:"ition fo all Ollr olher pcoill" il/ fl/l' ,'mill/lillY 11"110 JUII'e nll/illlai/led thdr I'('rfomlmlce' dl/rillK /lIi,f period 1/1/(1 to IJ/II,ft' orglllllZnfimlS 11'1111 11/I1'c IImlln /flake .m(' ri(iccs of key 1'('r.fVu"C'I to the 1011 /Iro!:mm. We lU1I'(' bC/'1I looking forward fO fhi.r t!f,y Inr II 'mlf~, (0I11-: til'!I', 11/111 II'" IU/I'" CI'I'f.V right 1(1 hI' proud mI(l IIfl/lP),. 11111 01 the .f//1II1' lil/ll' I {",liel'(' 1\'(' IIlliSt be Sl'riolls fltld humble d.f 11"1' cOII.liif{er 1111' joh fllIl'ad. T'>f/lly',t amlOl/lICCII/Nl1 11lIwcllC,f lIS again iJlfo "ll' ('0111l1Il'rci,l! airemll bIUit/cS.f (Inti (II fll" samc Ilml' pmjl'CfS IU illlo ,m em n/ n(lflOrtllnitics, cfmllell!:t.'.t, 'lnt! Rrl'I/' re.fporaibilltics. The time hilS /lQII' come for us to jl'-ftil>' rill' /"ilh tllm 'he corllOrllfiOlI alld ollr ellsfllmers have expressed ill tI,e pl'0I,lt' 01 the Cull/omia Complllly by tlldr mpporl (lnd ulcetioll of lilt' L·IOII, om/we in every organiwlion mllsf puform \l'dl in (ptens~ IIlrn page) S/;tllfc.t Dill'
--""-
The March 29, 1968 front page of the Lockheed Star announced the launch of the L-1011 program with orders for 144 widebodies powered by Rolls-Royce RB.211 engines. Total sales value would be about 2.16 billion dollars, the largest commercial aircraft purchase in history. Launch customers were Eastern Airlines with 50 aircraft, Trans World Airlines with 44 aircraft, and the British firm Air Holdings Limited with 50 aircraft. (Wayne Mohr Collection)
LOCKHEED
L-]@U TRI~riR
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L-1011 MODELS
CADAM (Computer Assisted Design and Manufacturing) was used on the L-1011 in the late 1960s. This was an early use of computers in the design and manufacture of aircraft· (Lockheed, Ken Mims Collection)
As originally manufactured, Lockheed built four basic models of the L-10ll: the L-10ll-1, Dash 100, Dash 200, Dash 250, and the Dash 500. These aircraft differed in weight, Rolls-Royce engine models, and fuel capacity. Size was the same for the first four, but the L-lOll-500 had a shorter fuselage and longer wings. (See appendix table for specifications for these models.) You will come across other dash number models including L-10ll-50, L-10ll-150, and L-10ll-200F. All of these model number changes occurred after the original manufacture of the aircraft, reflecting afterdelivery changes to the L-1011.
First TriStar, Lockheed msn 1001, at the end of assembly ready for rollout. This was one offive TriStars that were used in the L-1011 flight test and certification program. (Lockheed, Chuck Mercer Collection)
10
AIRLINER TECH ..
S-duct configuration on the L-lOll compared to the Boeing 727 S-duct. Many wind-tunnel tests were run in 1967 to finalize the tail and duct design. Advantages to the Lockheed S-duct design compared to a straight duct tail-mounted engine included drag levels five to ten counts lower than a straight duct tail configuration, estimated weight 800 pounds lighter, and afully effective rudder installation. (Lockheed)
Aft-Engine S-Duct Comparison
1-1/4 DIA
McDonnell Douglas DC-lO. Similarity between the DC-10 and the L-lOll is not a surprise since both aircraft were designed to the same set of airline requirements, generated by a consortium of u.s. airlines that included a requirement to be able to operate from New York's La Guardia Airport. Main external difference between the two aircraft is the mounting of the number two engine in the tail. Douglas used a straight through duct with the engine mounted on the vertical stabilizer and Lockheed used an S-duct with the engine mounted in the aft fuselage. This American Airlines DC-lO is at Maui in 1996. (Stephen Griffin)
11
J
c
~
L-1011·500 (-524B ENG)
L-IOII AIRPLAne FAmiLY L-1011-200 (-5248 ENG)
(Lockheed, Ken Mims Collection)
L·1011·100 (-22S ENG)
L-1011-1 (RB. 211-228 ENG)
.'
The L-1011 was built in five different models. Rolls-Royce RB.211-22B engines on the Dash 1 and Dash 100 TriStars produced 42,000 pounds of thrust. The RB.211-524B engines on the L-1011-200, Dash 250, and Dash 500 produced 50,000 pounds of thrust. Primary external visual difference was the shorter fuselage on the L-I0l1-500 long-range version.
In addition to the dash numbers, you may see numbers such as L-1011-385-1, which refer to the Federal Aviation Administration (FAA) certification designation for a partic· ular model L-1011. These numbers include 385-1, 385-1-14, 385-1-15, and 385-3. Lockheed used a Manufacturing Model Designation and letter to differentiate between the various airline models. For example, 193B was the TWA configuration. These numbers were used on the Lockheed Fuselage size comparison of the L-IOll and the Boeing 720B illustrates the size of drawings and parts lists so that manufacturing could determine the widebody TriStar. (Lockheed, Ken Mims Collection) which operator's final configuration to build. (See table in Appendix B for a complete listing.) Changes that could be incorporated into the L-1011 resulted in an airframe that could increase takeoff gross weight up to 510,000 pounds. This could be done from the basic 430,000 pounds, with only minor structural redesign. Iw"ESTERN GEAR Following the certification and .~ delivery of the first L-1011 aircraft, 'HAMILTON'STANDARD HEAVY BERTEA LKAWASAKI _ DIV OF UAC ,IN~STR~ INDUSTRIES ~ Lockheed continued to improve the Ii "'- . 1 - ' r--=. .... basic airframe capability. The basic
MAJOR SUBCONTRACTORS
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PLESSEY COMPANY, LTD
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VIBRO-METER SA
Subcontractors for the Lockheed L·IOll were located worldwide. (Lockheed,
Ken Mims Collection)
12
AJRLINERTECH
The L-1011-600 was a design study for a twin-engine version of the TriStar using 50,000-poundthrust RollsRoyce RB.211524B engines. This design was never built. (Lockheed, Ken Mims Collection)
(L'lOll"
146FT.6IN.
~
L-l0n-l COMPARISON
~,ml"N
i
!
Q'
'to -152
..
c--L
FT.----~-_I
L·1011·300
GENERAL ARRANGEMENT
LENGTH WING SPAN HEIGHT MAX. TAKEOFF GROSS WT.
207' 4" 155'4" 57' 10" 466.000 LB
63.2 M 47.3 M 17.6 M
211.374 KG
The L-1011-300 was a design study of a stretched TriStar that added two fuselage barrel sections to the basic L-1011. This is another design that was never built. (Lockheed, Ken Mims Collection)
LOCKHEED
~-n~nn TI~~rAI
13
Cl-1616-8/CF6-6D
(
GENERAL ARRANGEMENT CABIN SHORTENED 15 FT
LENGTH WING SPAN HEIGHT
188'7" 155' 4" 49'2"
A curious design study was afour-engine derivative of the L-1011 that used two engines on the wing and two-podded engines on the aft fuselage. The CL-1616-8 used a six wheel main gear and GE CF6-6D engines. (Lockheed, Ken Mims Collection)
The L-l011-400 was a design study in early 1977 ofa short- to medium-range airliner that would carry 200 to 250 passengers. The same Rolls-Royce RB.211-22B engines that powered the original L-l011 would have powered the Dash 400. (Lockheed, Dave Steinbacher Collection)
Dash 600 was a twin-engine derivative design study of the L-1011. It would incorporate the L-1011's advanced design characteristics into a more compact version that would carry 174 to 200 passengers nonstop as far as 2,700 miles. Engines would have been the SO,OOO-pound-thrust Rolls-Royce RB.211-S24B engines that powered the L-l011-S00. (Lockheed, Dave Steinbacher Collection)
14
..
AJRLINERTECH
capability of the airframe was substantiated during the full-scale fatigue and static test programs. These test results, coupled with reasonably limited structural reinforcements, made it possible to achieve a significant increase in design weights for these new derivatives at a modest cost. Continuing studies of customer requirements showed a need for an L-1011 derivative with a substantially greater long-range capability and more gross weight capability than the Dash 100 or Dash 200 aircraft. This resulted in the development of the L-1011-500 aircraft with a shortened fuselage and a takeoff gross weight capability of 510,000 pounds with the added fuel capacity resulting in longer range.
tions and differences, including materials, fasteners, detail design, The airframe of the L-1011 and even the size of manufactured TriStar is the result of a concerted panels. effort to produce a lightweight Lockheed's commitment to use structure with essentially unlimited extensive metal-to-metal bonding fatigue life. This was accomplished provided significant advantages for while meeting exacting airline relia- long fatigue life, improved fail-safe bility and maintainability goals and capability, and corrosion resistance. conforming to both United States The bonded panels used for the (FAA) and United Kingdom (CAA- fuselage sides, tops, and floors Civil Aviation Authority) structural could range up to 38 feet long and certification requirements. 15 feet wide. Lockheed's autoclave At first appearance the L-1011 (a giant pressure oven) for bonding structure looks much the same as these panels was the largest ever those of contemporary large trans- built, with a 22-foot diameter and ports and except in size, seems to 66-foot length. This metal-to-metal differ little from other airframe adhesive bonding was an area in structures built during the preced- which the L-1011 differed most ing 25 years. A more comprehen- markedly from other new-generasive study reveals many innova- tion wide-bodied transports. MANUFACTURE
Fuselage section after attaching the flight station. Notice the number two engine inlet duct in position at the aft end of the fuselage. (Lockheed, Doug Triplat Collection)
LOCKHEED
t-!~n rl~~TAI
15
ENGINE PYLON
AFT ENGINE
FLIGHT STATION UPPER ASSEMBLY
~§l~~l~2~.~~~~~~~~~~
~~.
FLAPS
LEAD~::ERON
~
EDGE SLATS PYLON
WING ENGINE
Assembly breakdown diagram of the Lockheed L-1011 TriStar showing how the sub-assemblies come together. (Lockheed via John Whittenbury) UNDERFLOOR LOUNGE DESIGNS
Wing and tail assembly area on the L-I011 production line. The fuselage went to the paint shop prior to this step. (Lockheed, Doug Triplat Collection)
16
AIRLINER TECH
The L-IOll lower deck lounge provided operators with a unique passenger-appeal feature. This was at a time when cabin level lounges were becoming popular among wide-body operators. The lower deck lounge offered the operator an economic advantage over conventional cabin-level lounges by displacing a smaller number of revenue passenger seats. Cabin-level lounges could displace as many as 28 revenue seats, but the lounge below the cabin only displaces revenue seats in the area occupied by the stairway connecting the two compartments.
Flight station assembly for the L-I011 prior to mating it to the fuselage. (Lockheed Martin Corporation)
Two rows of L-I011s come down the final assembly line at Lockheed Plant 10 in Palmdale, California. (Lockheed, Doug Triplat Collection)
LOCKHEED
L-li~]] T~~~rA~
I
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.....
'An L-I011 fuselage in the paint shop. Notice the mobile paint gantry for the painters on both walls. One coat of paint can be applied to the fuselage in just 40 minutes. (Lockheed, George Bollinger Collection) Two basic configurations were offered: a non-saleable seat lounge for in-flight use only, and a combination lounge and carry-on baggage compartment, utilizing both the forward cargo compartment and the underfloor galley area, with seats certified for use during takeoff and landing.
Non-Saleable Seat Lounge
Located in the forward cargo compartment area immediately ahead of the underfloor galley, this lounge was 21 feet long, 13 feet 7 inches wide, and had a clear ceiling height of 6 feet 4 inches. To achieve an acceptable head clearance, the
The autoclave was basically a giant pressure oven for adhesive bonding of the skin panels. A rack full offuselage panels is being loaded into the autoclave, the largest autoclave ever built at the time. (Lockheed, Ken Mims Collection)
18
JtIRLINERTECH
cargo floor was lowered 9 inches. Access from the main cabin was provided by a "U" shaped stairway, a design that eliminates the narrow tapered treads associated with spiral stairways. A wet bar was provided and included a coffee maker, coffee warmer, ice storage, and associated electric, water, and drainage services. The bar was located at the rear of the lounge to the left of the stairway, with access to the galley through a service door in the dividing bulkhead. Lighting of the lounge was provided by pinhole ceiling lights and concealed sidewall lights similar to the main cabin. The lounge was also available with saleable seats certified for takeoff and landing. This configuration required the installation of two emergency exits. Combination Lower Deck Lounge and Carry-On Baggage Compartment
This configuration consisted of a lounge arrangement in the forward cargo compartment in conjunction with a carry-on baggage compartment and was located in the area normally used for the underfloor galley. The main door that incorporated folding boarding stairs was located at the forward end of the carry-on baggage compartment on the left-hand side of the fuselage. Passengers could board the aircraft through this door and deposit their baggage or other personal belongings in the racks provided along either side of the carry-on baggage compartment. Passengers then proceeded forward through a door into the lounge area to their seats. Lounge seats were certified for use during takeoff and landing. Swivel seats locked in a forward facing position for takeoff and landing
and rear facing fixed seats were provided with retractable head rests. An additional exit was required to satisfy emergency evacuation regulations. This exit was a modification of the existing galley service door, from an upward-inward opening door to a downward-outward opening door, incorporating an emergency Type I escape slide. ALTERNATE ARRANGEMENTS FOR THE LOWER DECK
The forward cargo compartment and galley area lent themselves to other alternate uses. Some typical ones might have been: • • • • •
First class dining room First class sleeping berths Duty-free store TV room or theatre Children's nursery
manufacturing activity, as well as capital investment, on a scale far During the L-I011 development, exceeding that of any previous Unitevents occurred that nearly led to ed Kingdom commercial-engine the demise of both Lockheed Air- project. The resultant cash flow craft Corporation and Rolls-Royce problems were a cause of the financial difficulties of Rolls-Royce LimitLimited. Rolls-Royce declared bankrupt- ed at the end of 1970. These probcy on February 4, 1971. Lockheed's lems became world news in FebruL-I011 design and manufacturing ary 1971 after technical problems were tied to the Rolls-Royce RB.211 during development testing threatengines and the RB.211-22 was, in ened delay and a Receiver Manager effect, designed for the Lockheed was appointed. The British governL-I011. The first two L-I011s were in ment formed a new company flight tests at the time and L-I011 known as Rolls-Royce (1971) Limitproduction was held in abeyance for ed to purchase from the receiver the 10 months. Six thousand Lockheed original company's gas-turbine business. At this point, development and employees were laid off. manufacturing were in full swing Rolls-Royce Financial Problems with type testing and overload tests to be completed. Pre-production The four years from the receipt engines for aircraft certification flyof the contract to entry into service ing were already being delivered. A three-man committee was generated design, development, and
FINANCIAL PROBLEMS
Roll out of the first L-1011 was a major event at Lockheed. The first completed L-1011 (msn 1001) sits in front of the audience at the rollout ceremony. Lockheed California Company President Chuck Wagner has just presented California Governor Ronald Reagan a model of the TriStar (Inset). (Lockheed, Dave Steinbacher Collection)
LOCKHEED
1-1~n TI~~TAI
19
. In February 1976, with a backlog of L-l011s still to be delivered and parked all over the Lockheed plant, a sense of humor was still present at Lockheed. Cal Worthington was a major car dealer in Southern California, famous for many, and sometimes innovative, television ads. Fitzgerald)
aim
appointed by the British government to investigate in detail all aspects of the RB.211 program. The conclusion reached was that the technical problems, by then already being overcome, were not of a type unusual at this stage of such a program and that they could be satisfactorily corrected. The decision taken, pending a re-negotiation of the Lockheed contract, was to continue with the development and production program with the British government taking responsibility for any further investment required. A new contract was signed in September 1971, thanks to the unrelenting efforts of a number of men on both sides of the Atlantic, and in particular to the determination and skill of Mr. Dan Haughton, Chairman of Lockheed Aircraft Corporation. The decision to proceed with the engine was received with great
A full flightline of L-1011s at Lockheed Palmdale in October 1973. The rectangular buildings by each of the L-1011s were the offices for the flight line maintenance and quality assurance personnel. Fitzgerald)
aim
20
AJRLIJVERTECH
relief by the employees of RollsRoyce and Lockheed.
British officials to discuss conditions for continuation of the Rolls-Royce RB.211 and Lockheed L-1011 proLockheed Financial Problems jects. Great Britain agreed to continue the RB.211 project, if the U.S. govBesides the direct effect of the ernment or U.s. banks would guarRolls-Royce problems on Lockheed, antee that Lockheed would build the other events played a major roll in L-1011. In April Lockheed met with the difficulties. Knowing that the 24 creditor banks and Secretary John L-1011 program would constitute a Connally said that the banks would drain on financial resources for a not be satisfied without a governnumber of years, Lockheed arranged ment loan guarantee. British Prime for a $400 million line of credit in Minister Edward Heath said that May 1969. In March 1970, Lockheed unless a loan was guaranteed to announced that it was in severe Lockheed, the British government financial difficulty because of dis- would not proceed with the RB.211 agreements with the U.S. Air Force program. on the cost of the C-5A transport. Connally announced in May This was followed by the Rolls- 1971 that the White House would Royce bankruptcy announcement in ask Congress to guarantee 250 million dollars in bank loans to LockFebruary 1971. heed considering that 24,000 jobs and 1.4 billion dollars in investment Problem Resolution were involved. In August, President In March 1971, U.S. Secretary of Richard Nixon signed the Emerthe Treasury John Connally met with gency Loan Guarantee Act.
Representatives of the banks, airlines, Rolls-Royce, the emergency Loan Guarantee Board, and Lockheed met on September 14, 1971. The documents were signed, completing a $650 million financing package. The $250 million loan guarantee was separate from the $400 million line of credit that Lockheed had established with the banks in May 1969. The financial crisis was ended for Lockheed and Rolls-Royce and production went ahead on the L-1011 and the RB.211. TriStar deliveries began in early 1972. Not a Handout to Lockheed Uninformed media at the time characterized the $250 million loan guarantee as a U.S. government handout to Lockheed. Actually, the loans were private commercial loans and the government not only had not given Lockheed any money, it
A variety of airline customer logos on the tails of the flightline L-1011s in July 1974. From left to right, Pacific Southwest Airlines, All Nippon Airways, Delta Airlines, Eastern Airlines, Trans World Airlines, and Lockheed TriStar One. (Jim Fitzgerald)
LOCKHEED
L-IOn TR~STAR
21
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L-I011 msn 1001 banks over the Lockheed facility in Palmdale, California. The tall building in the bottom of the photo is the final assembly building with the paint hangar directly above it. Several L-I011s are on the flight line with the taxiway leading to the U.S. Air Force Plant 42 runways. (Lockheed) earned 31 million dollars in guarantee fees. At the time, the government was already guaranteeing and insuring loans to other companies, totaling 137 billion dollars. Although considered by many airlines to be the best of the widebody transports, the unstable market in the late 1970s and early 1980s forced the phaseout of the TriStar production program at 250 aircraft.
Britain's Princess Margaret christens British Airways'first L-1011-500 accompanied by Lockheed Chairman Roy Anderson and Ross Stainton, chief executive of British Airways, in ceremonies at Lockheed Palmdale on October 12, 1978. British Airways was the launch customer for the Dash 500. (Lockheed, Dave Steinbacher Collection)
22
AIRLINER TECH ..
L-I0ll ~ATURES .
THE WORLD'S MOST INNOVATIyP ETLINER
any features in the L-lOll were way ahead of their , . time. Rolls-Royce turbofan engines were the quietest and most efficient turbofans of the time. Lockheed's Autoland system on the L-lOll, which was the first certified by the FAA, was capable of completely automatic hands-off landings. Autoland meant that the L-lOll could land in weather conditions that would cause other airliners to divert to alternate fields.
M
ROLLS-ROYCE ENGINES
The largest, quietest, and most efficient turbofan engine at the time was the RB.211 built by Rolls-Royce. This engine had several versions
built for the L-lOll with thrust ratings ranging from 42,000 pounds to 50,000 pounds. Rolls-Royce RB.211-22B turbofans each developed 42,000 pounds of thrust for the initial version of the engine, with excellent growth potential. Design objectives called for reduced specific fuel consumption, noise, and smoke, and improved reliability and maintainability compared with engines then in service. The three-shaft concept, which was unique to Rolls-Royce engines, allowed each compressor to operate at optimum speed for maximum efficiency. The high-pressure compressor, for example, is most productive at high rotational speed. The bigger intermediate-pressure com-
pressor reaches peak performance at a lower speed and the large diameter fan turns at an even lower speed for low stress levels and minimum noise generation. Due to its three shafts, the RB.211 developed the required thrust with fewer compressor and turbine stages than comparable engines of the time. Fewer stages meant fewer parts. Consequently weight and cost were reduced, with reliability and maintainability improved. Fewer stages also meant rotating assemblies were shorter and more rigid. This, coupled with a short combustion chamber developed from Rolls-Royce work on lift engines, enabled the distances between the main-line bearing cen-
Rolls-Royce RB.211 engine on the L-l011. Large cowl door allows easy access for maintenance. (Lockheed Martin Corporation)
LOCKHEED 23
... I.P. COMPRESSOR
L.P. COMPRESSOR ROTOR (FAN)
Diagram showing the main components of the Rolls-Royce RB.211 engine. Reverse thrust is used for faster stopping after touchdown. (Lockheed,
H.P. COMPRESSOR H.P. TURBINE I.P. TURBINE L..P. TURBINE
---+
Tom Doll Collection)
ters to be some 30 percent less than those of comparable two-shaft engines with similar thrust, resulting in a shorter length engine. Another advantage to the threeshaft engine was good handling qualities. Throttle response, particularly for accelerations, was excellent because of the mechanical separation of the fan from the intermediate- and high-pressure compressors. SOME ENGINE DETAILS COWL TRANSLATED AFT TO OPERATE REVERSER FLAPS & EXPOSE CASCADE UNITS
RB. 211 THRUST REVERSER OPERATION
NORMAL THRUST CONFIGURATION
REVERSE THRUST CONFIGURATION
COLD STREAM REVERSER ENGINE FIREWALL
~
FORWARD
HINGED COWL LEFT-HAND
RB 211 PROPULSION SYSTEM WING POSITION (No.1 and 3) TRISTAR
T211·660-9·77 ATA 71-00
The 86-inch diameter singlestage fan has a tip speed of 1,500 feet per second. The fan has axial inlet flow with no inlet guide vanes, the guide vanes being eliminated to reduce fan noise. Blades on the single-stage fan are machined from a titanium forging. There are 33 blades; each weighs 16 pounds and applies a centrifugal load of 60 tons to the disk. Should there be a fan blade failure it must be contained within the fan casing, which needs to be strong enough to absorb the energy of impact. The bearing support structure must be able to cope with the resultant lack of balance. The original, and appreciably lighter, Hyfil carbon-fiber-laminate blade did not need a shroud. However, it was impossible to develop this blade mechanically to resist foreign object damage by the planned date of production commitment.
Exploded view of the Rolls-Royce RB.211 propulsion system for the two wing position engines on the L-1011. (Lockheed)
24
AIRLINER TECH
The modular construction of the Rolls-Royce RB.211, which consists of seven major modules, (see diagram) improves maintenance economics by reducing both spares holdings and the time the engine is in the repair shop. Other benefits to the modular engine construction include: spares inventory savings up to 25 percent; savings in transport costs; on-wing replacement capability; and pre-balanced units, after repair, available for rapid replacement in engines with minimum testing requirements. Rolls-Royce was responsible for the design, development, and manufacture of the complete RB.211 propulsion system. This ensured the design of a fully-integrated engine-
Cutaway view of the Rolls-Royce RB.211 three-shaft turbofan engine for the Lockheed L-IOll. (Lockheed via John Whittenbury)
Production Rolls-Royce RB.211 engine on the build stand at Rolls-Royce. Notice the titanium fan blades. (Rolls-Royce)
LOCKHEED
1-10n TRISTAR
25
Production build line in Derby England for the Rolls-Royce RB.211 engine in the early 19805. (Rolls-Royce) powerplant system concept at the outset with the maximum commonality between the different mount locations on the L-IOll. Close liaison with Lockheed in the design of the powerplant ensured that there was maximum commonality between wing and fuselage installations and that electrical, fuel, hydraulic, and air lines could be quickly disconnected to accomplish a complete change of engine in less than three hours. THRUST REVERSER
Fan & OGV blade numbers & spacing
Fan /IP interaction
Intake aerodynamic design
Acoustic liningscold stream
Turbine last stage spacing
Interservices pylon position
Acoustic liningshot stream
Low-noise operation was a major design consideration for the Rolls-Royce RB.211 engine. The items shown, including no inlet guide vanes, were some of the items designed into the engine to make it one of the quietest engines of its time. (RollsRoyce)
26
AIRLINER TECH
Built into the three-quarterlength fan duct was the fan thrust-reverser, which has blocker doors to close off the fan nozzle and a fixed cascade of turning vanes. These were designed to give maximum reverse-thrust while minimizing re-ingestion and flow-impingement on the aircraft surfaces. The thrust reverser system on the RB.211-22 engines originally included a hot-stream spoiler, which was the target type where the clamshell doors formed a part of the primary nozzle cowling when in the forward thrust position. Later eliminated for several reasons, was the hot-stream spoiler. The primary thrust reverser only operates on the fan bypass airflow, which accounts for over 75 percent of the engine total thrust. The core engine turbineexhaust thrust was originally merely cancelled by the spoiler (zero forward thrust). This spoiler was unnecessary because the sideways deflection of the exhaust interfered with the slipstream flow over the aircraft flaps and the local braking effect of these flaps was diminished to an extent that cancelled the benefit from the spoiler.
.
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-
.
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A lighter and more efficient after-body with lower drag was incorporated. This was also a maintenance improvement. Rolls-Royce eventually eliminated the hot stream spoiler on all Rolls-Royce RB.211 engines for the L-1011. THRUST REVERSER OPERATION
After aircraft touchdown at approximately 140 knots, the thrust reverser can be selected. Engine power levers are opened and the net reverse thrust obtained with this system is 42 percent of the net thrust at 100 knots forward speed, falling to 33 percent at 70 knots when the reverser is normally cancelled to prevent ingestion of hot air into the fan. These figures are with the hot stream spoiler deleted. RANGE IMPROVEMENT NOZZLE
Several improvements in L-1011 specific air range were made as a result of RB.211 changes. Replacement of the thrust spoiler with a simple ll-degree after-body improved the specific air range by 1.5 percent. Flight tests with a new fan nozzle, in combination with a new shorter re-optimized 15 degree after-body, showed a further range improvement of between 2 and 4 percent. Some of this improvement was due to a more favorable powerplant-to-wing interference effect. The 15 degree after-body modification allowed the L-1011 to beat its predicted specific air range at 0.85 Mach by between 3.5 and 5.5 percent, the exact figure depending on cruise weight.
Reverse thrust deployed on the number two engine showing the cascade portion of the reverser and the target deflector. Seventy-five percent of the reverse thrust was coming from the cascade portion of the reverser and a significant drag reduction was accomplished with a new afterbody on the engine when the target deflector was later eliminated. (Lockheed Martin Corporation)
RB.211-524B The RB.211-524B was a 50,000pound-thrust engine which could be used on the L-1011-100, Dash 200, or
Orbital Sciences L-1011 landing at Mojave airport in California on July 14, 2000. Notice the cascade openings on the engines in the reverse thrust mode. (Jim Upton)
LOCKHEED
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New afterbody design on the Rolls-Royce RB.211-524 engine resulted in less drag yielding an increase in fuel efficiency. The top photo of Saudia's L-101l-200 with Rolls-Royce RB.211-524 engines has the shorter 15-degree afterbody with improved flow of exhaust gas from the engine. The photo below is Saudia's 'L-lOll-100 with the RB.211-22 engines and the ll-degree afterbody. (Lockheed,
Dash 250 with the appropriate service bulletins incorporated. It was the only engine for the Dash 500. The higher thrust Rolls-Royce RB.211-524B made its first ground run on October 1, 1973. Engine certification was in September 1975. The RB.211 three-shaft concept provided a good formula for growth without extensive change, mainly because the fan is independent of the core compressors. The Dash 524B obtained the increased thrust without any increase in overall dimensions and wi th only 55 degrees Celsius, more turbine-entry temperature than the RB.211-22B requires for 42,000 pounds of thrust.
Dave Steinbacher Collection) AUXILIARY POWER UNIT
(APU)
Providing ground self sufficiency and emergency in-flight power, the APU system is operable up to an altitude of 30,000 feet under all flight conditions within the aircraft operational envelope. A pneumatic compressor and a generator are shaft-driven by the APU, which operates at constant speeds so that the generator does not require a constant-speed unit. The generator serves as a backup source of power for the electrical system, while its pneumatic power is used to provide full ground air-conditioning, engine starting, and to drive air-turbine hydraulic pumps. As a backup source of in-flight power, the APU can either replace a failed power source or supplement the capability of existing power sources by permitting alternate operating modes. However, the availabil-
Saudia's L-lOll-lOO HZ-AHA taxiing at Palmdale in April 1975 prior to a test flight. Notice the longer ll-degree afterbody of the Rolls-Royce RB.211-22 engine. (Lockheed, Dave Steinbacher Collection)
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AIRLIlfERTECH
ity of the APU as a backup source of power is not essential for normal flight and the airplane may be dispatched with the APU inoperative. HYDRAULIC SYSTEM
A major safety feature for the TriStar is its four complete hydraulic systems, which is unique to the L-IOll among airline transports. Hydraulic power is supplied by four 3,OOO-psi systems that are completely independent. Four systems, identified as A, B, C, and D have no interchange of hydraulic fluid. All four systems have engine-driven pumps as the principal power sources, one on each wing engine and two mounted on the aft (number 2) engine. In addition, systems Band C each have an electrically-powered AC motor-driven pump and a turbine-driven pump which can be powered by bleed air from any of the engines, the auxiliary power unit, or a ground supply. By means of two hydraulic motor-driven pumps (power transfer units), systems A and D can be pressurized from systems Band C. This arrangement of the four systems and the flight controls provides a high degree of redundancy to absorb single, double, and triple hydraulic system failures. It also provides the necessary redundancy to meet automatic landing performance standards for category III all-weather operations. System D is used exclusively to power the flight controls. Systems A and C have valves which give priority to the flight controls, should there be an excessive demand from the other hydraulic services. System B powers the flight controls and brakes, and can do so even in the event that all engines fail or become inoperative during flight. The auxil-
.
,;
New (August 1976) SO,OOO-pound-thrust Rolls-Royce RB.211-S24 engines on TriStar One during a test flight out of Palmdale. Just above the British-built engine is the historic London Bridge at Lake Havasu City, Arizona. The bridge had been relocated to Lake Havasu as a tourist attraction. (Lockheed, Dave Steinbacher Collection)
The aft lower fuselage. A retractable tail bumper in the left side of the photo is on all the L-1011s except for the shorter Dash SOOs. The Auxiliary Power Unit (APW exhaust is the semi-round outlet in the center of the photo just below the horizontal stabilizer. The APU inlet is the two-piece rectangular door in the center bottom of the fuselage. (Jim Upton)
LOCKHEED
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accumulator. The brakes are normally supplied from system B, with C as an alternate source, and are protected from power loss by means of two accumulators and check valves in each system. FLIGHT CONTROLS
First RB.211-06 engine in the test cell at Rolls-Royce. The first engine had composite Hyfil fan blades that were changed to titanium blades for the production engines. The lighter Hyfil fan blades did not need a shroud, but they did not pass the bird ingestion test. (Rolls-Royce) iary hydraulic power system, consisting of a Ram Air Turbine (RAT) combined with a hydraulic pump, can supplement the normal B system. This RAT system is an independent hydraulic power source utilizing DC electrical power from the battery bus for deployment, control, and monitoring, and provides hydraulic power for flight control during an all-engine-out condition. The RAT is stowed within the fuselage in the unpressurized area below the wing box just forward of the hydraulic service center. Normal deployment is achieved automatically
30
by an electrical logic circuit, which detects a three-engine-out condition, or if all hydraulic pumps are turned off when the aircraft is airborne. Manual deployment is available for flight or ground service using a guarded switch. For landing gear emergency operation either pilot can operate a hydraulic bypass valve and release landing gear doors and up-locks so that the gear can free-fall and lock down. If the emergency release malfunctions, a positive hydraulic driving force is available from the stored energy in the alternate brake
The L-1011, which first flew in 1970, contained automatic control features that were advanced for commercial transports at that time, most are still considered advanced today. The primary flight control system was not, strictly speaking, an automatic control system. However, to obtain required performance and safety, a number of automatic features were incorporated into it. Essential to the primary flight control system, and the other automated systems, were reliable sources of hydraulic and electric power. The primary flight control system includes controls for horizontal stabilizer, rudder, ailerons, and spoilers. Elevators, driven mechanically by the stabilizer, improve the effectiveness of the horizontal stabilizer. A high-lift system consists of leading-edge slats and Fowler-type trailing-edge flaps. The horizontal stabilizer, positioned by hydraulic servo actuators, is powered by four independent hydraulic sources, anyone of which is sufficient for control of the aircraft. The rudder surface is powered by three of the hydraulic sources and the aileron servos are powered by all four hydraulic sources, so arranged that the left and right-hand ailerons are each operated by a different combination of power sources. Three sets of wing spoilers outboard, mid-span, and inboard in each wing - are actuated by servo actuators powered by three of the hydraulic systems. Various combinations of these spoilers can be operat-
Control Surface Arrangement RUDDER
Flight Station Affangemenr
OUTBOARD LEADING EDGE SLATS
Flight station arrangement of the L-I011 accommodates five people. In addition to the flight crew of three, there are two observer seats. (Lockheed, Chuck Mercer Collection)
The advanced flight control system on the TriStar is backed up by four complete hydraulic systems, a feature unique in airline transports even today. (Lockheed, Chuck Mercer Collection) ed, either symmetrically or asymmetrically, for roll assist, direct lift control, and in-flight and ground air-brakes. Flaps and slats are each powered by two independent hydraulic sources and each has an asymmetry detection and protection system. Both high-lift systems are driven through gearing and spanwise-oriented torque tubes, which in turn, drive screw jacks. Hydraulic power redundancy will permit continued flight, using normal operating speeds and proce-
I.
dures, after loss of one hydraulic source. Loss of a second source would create an abort condition, although continued safe flight and landing are possible even after loss of three sources. The flying stabilizer concept provides increased control effectiveness and eliminates mis-
trim and runaway trim problems that have contributed to a number of accidents in the past. Four hydraulic actuators controlled by two separate dual hydraulic servo modules position the stabilizer. Two cable control paths connect the control columns to the servos. With powered controls and the L-1011 flight control design, troublesome stabilizer trim jacks are not required.
Vertical tape instruments were an optional item for the L-I011. Many pilots who flew with the tape instruments preferred them, as you could see at a glance the relative conditions ofall three engines. Compare this center panel to the panel in the photo of the Delta cockpit on page 71. (Lockheed, Dave Steinbacher Collection)
LOCKHEED
L-li~n TI!~rAI
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Flight deck of the Orbital Sciences L-l011-100. Flight instruments are duplicated on the pilot's and co-pilat's side with the engine instruments in the center console. Optional tape type engine instruments were available on the L-l011, which some airlines specified. (Jim Upton)
Flight engineer's station on Orbital Sciences L-l011-100, msn 1067. Circuit breaker panel is on the right, with all the aircraft systems indicators and push button switches and controls located on the panel directly ahead. (Jim Upton) flIGHT STATION
The flight station is a critical area of the total aircraft, since it is an interface between man and machine. The L-IOll's flight station, in terms of crew comfort, visibility, instrumentation, and logically placed and easily employed controls, was a significant advance over existing designs of the era. The captain's and first officer's main instrument panels were designed in accordance with Federal Aviation Regulations which specify the conventional "T" arrangement for the primary flight instruments. The other required instruments are grouped about these in accordance with priority requirements. All flight and navigational instruments are included for operation on airways throughout the world, with standby units where required. The weather radar displays, located at the extreme outer ends of the main instrument panel, or lower left corner of pilot and co-pilot panels, are readily adapted for use with other displays. All illumination in the flight station area, other than color-coded signallights, employs white unfiltered sources. All flight station instru-
32
AIRLINER TECH ...
ments and system displays and controls installed on the pilot's and flight engineer's control and instrument panels are integrally lighted. Optional tape instruments were available by customer choice.
LANDING GEAR SUBASSEMBLIES
FUEL SYSTEM
The L-lOll-l fuel system consists of four wing tanks acting as a three-tank system. Each inboard tank supplies its adjacent wing pylon-mounted engine and the two outboard tanks collectively supply the center engine through a flow equalizer. A cross-feed system allows fuel from any tank to be used to supply any engine. Tank-to-tank fuel transfer is provided to permit maximum loading flexibility. Pressure fueling is accomplished through two stations, one outboard of each wing engine nacelle. The refueling system can accept 94,000 pounds of fuel in approximately 10 minutes, using four refueling nozzles at 50-psi fueling pressure. Overwing gravity fill capability is also available for locations where pressure fueling is not available. In order to provide for minimum replacement times, all major fuel system components are replaceable from outside the aircraft, generally without the need for defueling or entering the tanks. In the event of a complete electrical failure, the system can deliver sufficient fuel by gravity to maintain safe flight. The cross-feed system is arranged so that all fuel can be made available to any engine.
A VISUAL DOWNLOCK INDICATOR
E SHOCK STRUT ASSEMBLY
I TRUCK POSITIONER
B DOWN LOCK SPRINGS
F STEERING ACTUATORS
J BRAKE ASSEMBLY
C RETRACT ACTUATOR
G TOROUE ARMS
K TOWING PADS
D TAXI LIGHTS
H TRUCK BEAM
Tricycle landing gear configuration on the L-10ll has a steerable nose gear assembly with dual independent rotating wheels. The left and right main landing gear assemblies have dual tandem wheels. (Lockheed, Tom Doll Collection)
CONDITION:
CONDITION: UP AND LOCKEO
GEAR UP INBOARD DOOR OPENING
ALL OOOAS CLOSED MECHANICAL INDICATOR FLUSH
~~:=::::~~STEP
CD
SEOUENCE DURING GEAR CYCLE
CONDITION: OOWN AND LOCKED
INBOARO DOOR CLOSED HINGED ODOR OPEN MECHANICAL INDICATOR UP
STATlC GROUND L 1 N E - _ - - ' - - - - ' - _ - - - - ' - - - - - - - ' ' -
.Main Landing Gear Exrensiao Cycle
LANDING GEAR
Main landing gear extension cycle shows how the inboard door opens and then closes after the gear is extended to reduce drag with the gear down. (Lockheed via John Whittenbury)
Landing gear geometry was selected to allow for operation from existing medium-size airports. L-lOlls are capable of a ISO-degree turn on a lSO-foot-wide runway. No
form of directional steering or swiveling is necessary on the main gear, since the structure is designed to withstand short-radius turning and towing maneuvers. For tight
LOCKHEED
maneuvering, the nose wheel steering mechanism can be disconnected manually, allowing the nose gear to swivel through 360 degrees. To increase maneuvering flexi-
33
bility, the nose gear was also designed with both fore and aft-direction tow bar attachments and the height and location of the nose gear is such that a low-profile tractor can maneuver beneath the fuselage without ever extending beyond the airplane nose, a benefit in tight situations. Main gear arrangement also provides a simple retraction geometry, swinging inboard toward the centerline. The wide track permits a large centerline hydraulic service center between the left and right-hand wheel wells, with stand-up headroom for service accessibility. Nose gear arrangement provides a simple retraction geometry with only one actuating cylinder and an up-lock. The doors are linked to the gear. ELECTRICAL
DIFFERENTIAL LOG MAIN FIELD
AOTOASPRAY COOLING RING
The Integrated Drive Generator (lDG) is an advanced concept in power generating equipment that was introduced to the industry as a result of its use on the L-I011. Four IDGs on the L-lOll provide electrical power plus backup. Advantages to the IDG compared to generators of the era include weight savings of almost half, 12,000 rpm operating speed versus 6,000 or 8,000 rpm for generators and increased reliability. (Lockheed, Chuck Mercer Collection)
The L-1011 was the first aircraft equipped with the Integrated Drive engines and the fourth generator is AVIONICS Generator which was developed driven at constant speed by the auxilLockheed's previous experience specifically for this application. The iary power unit. The latter can be in advanced technology automatic simplified constant speed drive to operated in flight, but is primarily for each generator incorporates a ground use. It uses the same circuit flight control systems set the stage self-contained oil system that is used as that for external power and can for the L-1011 Avionics Flight Confor oil-spray cooling of the generator supply all services on the aircraft. trol System design. For example, windings and for lubrication of the The three engine-driven generators the all-axis flight system of the single generator bearing and splines. also have this capability, but are nor- SR-71 pioneered the development This oil lubrication/ cooling system mally operated in parallel so that the of multi-redundant fail-operative allows for a generator design with a active generators equally share the flight controls. All weather landing relatively small rotor-diameter and electrical loads. However, each of experience (Cat II and Cat III) was high rotational speed (12,000 rpm these generators can operate inde- built up on the Lockheed C-141, compared to 6,000 or 8,000 rpm for pendently, and has its own AC bus, C-5, and Jetstar. This experience established at Lockheed a belief in the older-type generators). In turn, transformer-rectifier, and DC bus. The electrical load center is flight automation as a means of this results in a significant reduction in weight. The L-1011 generator located below the deck in a pressur- improving performance, reliability, weighs 55 pounds compared to ized area just forward of the wing and flight safety. Flight control approximately 95 pounds for a typi- and there is adequate space for a automation reduces crew workload, cal air-cooled, 8,000-rpm generator. technician to stand while inspecting permitting close monitoring of Electrical power at 120/208 volts and servicing the distribution equip- other important systems, particuand 400 Hertz is derived from four ment. Ground access is provided larly during conditions of high identical generators. An integrated through a hatch and flight access stress such as final approach and -drive generator (IDG) is mounted on can be gained through the under- landing under reduced visibility conditions. the gearbox of each of the three floor galley.
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AIRLINER TECH
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Avionics Flight Control System (AFCS). The AFCS provides manual or automatic modes of control throughout the total flight envelope from takeoff to landing rollout. The following four subsystems make up the Avionics Flight Control System. Autopilot/Flight Director System (APFOS). The APFOS provides automatic pitch and roll control to stabilize the aircraft and maintain selected altitude, attitude, and heading in flight. In this fully-automatic mode the flight director may be used in a monitoring capacity. In other operational modes the flight director may be used for flight guidance. Stability Augmentation System (SAS). In-flight stability and control of the L-1011 is augmented through use of a SAS that provides yaw damping. Two computers are used for improved reliability and
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limited averaging improves tracking of the servos. Speed Control System (SCS). The SCS of the L-1011 provides the airspeed auto-throttle mode and an angle-of-attack auto-throttle mode. The airspeed mode is used for all flight conditions through initial approach and the angle-of-attack mode is used in the final approach and landing. The SCS also provides the go-around command to the pitch computers for both manual and automatic go-around and the takeoff command for manual takeoff guidance. Primary Flight Control Electronic System (PFCES). The PFCES comprises various automatic control, warning, and indication systems, and also serves as the interface between the AFCS and the L-1011's manual control system. Principal
components are the Trim Augmentation Computer, which provides manual and automatic pitch trim and Mach-trim and Mach-feel compensation; and the Flight Control Electronic System computer, providing primary flight control surface monitoring, stall warning, direct lift control, automatic ground speed brake control, altitude alert, and fault isolation monitoring. AUTOLAND
The Lockheed Autoland system uses the above four subsystems of the AFCS in addition to the Direct Lift Control. Direct Lift Control (OLC). DLC improves the approach characteristics of the airplane, whether it is under manual or automatic control. DLC deploys wing upper surface
The underfloor galley of the L-1011 in mock-up form on September 18/ 1969. Flight attendants demonstrate the spaciousness of the galley. The two lifts to the main deck are directly behind the flight attendants, one with the door open and the other with the door closed. (Lockheed Martin Corporation)
LOCKHEED
L-i~n rl~~rAR
35
ground idle and the auto-throttle disconnected to allow manual initiation of reverse thrust. As the aircraft decelerates, and the rudder loses its aerodynamic effectiveness, directional control by automatic nose wheel steering is assumed. Autobraking engages automatically. The pilot, however, applies thrust reversers manually. TWA Captain Foe Geldersma talks about the Autoland system in Chapter 4. FLIGHT MANAGEMENT SYSTEM
Nose radome open on an Eastern Airlines L-IOll. One person can accomplish opening the radome for access to the weather radar system. (Lockheed Martin Corporation)
panels to spoil the lift with no change in pitch attitude. In contrast to the elevator/stabilizer application of pitch control, the direct lift control applies lift directly and much more rapidly than a stabilizer does. Its response to glide path control commands on approach is enhanced accordingly. DLC greatly improves control to maintain the glideslope without porpoising, improves speed stability, requires minimum engine power changes, permits lowering the flare height, and reduces the sensitivity to wind variations and wind shears. DLC also results in smoother landings by reducing the variations in touchdown velocity and results in improved longitudinal touchdown dispersions. Two particularly interesting sequences of the Autoland are the landing flare and the rollout after landing. Autoland Flare Sequence. Following a Flight Management System
36
descent, at 50 feet, the Flare mode is automatically engaged. A programmed nose-up bias and a programmed retraction of the DLC spoilers cause an increase in lift to allow the aircraft to proceed down to the runway in an exponential trajectory. The automatic throttle system is programmed to reduce airspeed at a rate of approximately one knot per second. Touchdown is programmed for a nominal sink rate of two feet per second. Autoland Rollout Sequence. The rollout mode is automatically engaged at a wheel height of five feet. At this time, the wings are commanded level from any existing sideslip attitude. At touchdown, the automatic ground spoilers are deployed, dumping lift and transferring support of the aircraft weight from the wings to the wheels. A pitch down command of two degrees per second is programmed to avoid hard contact of the nose gear. The throttles are driven back to
AIRLINER TECH ..
Commercial transport flight management was pioneered by the L-1011. Its Flight Management System (FMS) totally optimized the flight path in three-dimensional space. It ties together the separate autopilot functions into a fuel conservative flight management strategy. The Lockheed FMS was certified by the FAA in September 1977. FMS provides a means for automatic, accurate control of aircraft speeds and engine thrust during climb, cruise, and descent. Comparable to going up and down hills with the cruise control on your car. The ability to control speeds precisely, particularly in areas of near neutral speed-thrust stability, offers a large potential for fuel savings while significantly reducing crew workloads. It is this full-time performance management capability of the FMS that makes it such an attractive feature for L-1011 operators worldwide. At inception, the Lockheed FMS offered the most significant advance in aircraft operation since the introduction of the autopilot. With continuing increases in fuel costs, airline operational economics required that aircraft be flown close to their maximum specific air range cruise speeds for best fuel economy. The basic problem then, which
is common to all of today's modern may be obtained by optimizing jet transports, is simply that efficient climb and descent. These modes are operation requires more time and also automated in the FMS assuring attention to thrust management than the most efficient operation of the flight crews are willing to invest. L-IOll throughout the flight profile. Simple "advisory systems" containing engine thrust maps and airplane FMS Cruise Control, MachJIAS Hold performance data were already on the market. However, those systems The general criterion for the merely informed the flight crew of cruise mode was the requirement for the optimum flight parameters for the system to operate satisfactorily any given flight condition. The flight in regions of neutral speed-thrust crew is still required to control stability, even in moderate turbuspeed manually (or use over-active lence. Furthermore, it must maintain auto-throttles) and the basic prob- the selected aircraft speed accuratelems of pilot workload, annoying thrust changes, and the associated ramifications remained. The fuel and dollar savings were so significant in this key area that Lockheed decided there must be a better way. This resulted in the development of the FMS.
ly, without excessive throttleactivity. Excessive throttle activity can be annoying to the flight crew, may disturb passengers, may increase maintenance costs, and could compromise the engine manufacturer's warranty. Throttle motion is barely perceptible to the flight crew under nearly all operating conditions. FMS Climb and Cruise FMS provides EPR (Engine Pressure Ratio) and turbine gas temperature (TGT) limiting for engine pro-
FMS Design Criteria At the outset Lockheed decided that the FMS must be a fully automatic system, coupled to, and also an integral part of, the L-IOll AFCS. The objective was to have FMS operate as a logical extension of the basic AFCS. The computer accepts information from the engines, the Central Air Data System, and the navigation receivers. It processes this information through a predetermined program and supplies control signals to the autopilot and auto-throttle systems. General aircraft and engine performance data are stored in the computer memory. A Control and Display Unit is the interface between the flight crew and the computer. It consists of a Cathode Ray Tube with selection controls to display, in a conversational format, the information available from the computer. Although for most stage lengths the principal fuel saving is achieved during cruise, significant savings
Unusual tail view of the L-I011 shows the gentle contour from the inlet to the number two engine. Maintenance work on the number two engine only requires low stands. (Lockheed, Doug Triplat Collection)
LOCKHEED
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Delta L-1011-250 at Atlanta has the "Frisbee fairing" at the inlet to the number two engine. This diverter fairing change reduced noise in the aft cabin. It was named after Lockheed Engineering Vice President, Lloyd Frisbee, who directed the change. (Jim Upton)
tection at all times. FMS relieves the crew of much of the time-consuming responsibility of engine monitoring, particularly in turbulence where conditions are certainly less than stable. The importance of the MIN COST and MIN FUEL options is obvious. For the first time an optimum mach number for the most efficient cruise performance is con-
tinuously calculated, displayed, and accurately controlled while simultaneously reducing crew speed/thrust management workload to virtually nil. Rough Air Mode A significant feature of the system was the automatic rough air
mode. The FMS system senses rates of change of mach/indicated airspeed and altitude, and when a preset level is exceeded for a given time period, the rough air mode is activated. The system then positions the throttles to the required EPR for the commanded flight condition and maintains this throttle setting until the turbulence decreases below the threshold level. FMS Descent
Doors on the L-1011 move in and roll up, leaving a clear path for entry and exit by eliminating the hinged doors which are always in the way once they are open. Lockheed designed all doors in pressurized areas to be pressurized to the closed position, a safety advantage over other transport aircraft. The lower open door in the photo is normally the access door to the underfloor galley for loading food carts. (Jim Upton)
38
AIRLINER TECH
The descent mode is programmed for a flight idle descent, with the aircraft arriving at any predetermined geographical destination (Lat-Long, waypoint, etc.) on-altitude and on-speed. This is accomplished by "back computing," from the end of descent point to determine the optimum beginning of descent point based on computer stored aircraft performance parameters and the altitude and existing winds at cruise. The benefits of the many advanced systems on the Lockheed L-IOll have made it a favorite with the airlines that operate it, the pilots that fly it, and the passengers that ride it.
TESTS
& C.. .-.·.ITIFICATION
TESTING STARTED BEFORE THE FIRST FLIGHT efore a new civil aircraft can be put into service, it must meet the airworthiness requirements of the FAA for the United States, and the CAA for Europe. A brief overview of some of the requirements follows. Testing on the L-1011 started many months before the first flight. The exhaustive flight test program utilized the first five aircraft built and was a year-long operation. A total of more than 1,700 hours during more than 1,500 test flights were flown.
B
FIRST FLIGHT
First flight of the Lockheed L-1011 TriStar occurred on November 16, 1970. Flight station crew consisted of L-1011 Project Test Pilot H. B. (Hank) Dees, co-pilot Ralph C. Cokely, flight engineer Glenn E. Fisher, and Flight Test Engineering Team Leader Rod C. Bray. Takeoff weight was 330,000 pounds, which included 85,000 pounds of fuel and 40,000 pounds of test instrumentation, including the water ballast.
Takeoff run was only 5,300 feet, with a lift-off speed of 152 knots. The first flight went very well, lasting two and a half hours. Ground observers were impressed with the quietness of the Rolls-Royce engines. After landing, Pilot Hank Dees remarked, "It was a lovely flight, we had good control, particularly with the flying tail. The Rolls-Royce engines ran fine. Pilots are going to like this airplane. Handling characteristics were better than our engineering simulations indicated." This last comment,
First flight take offof the Lockheed L-1011 TriStar on November 16,1970 at Palmdale, California. (Lockheed, Ron Hart Collection)
News media gathered adjacent to the U.S. Air Force Plant 42 runway at Palmdale, California, for the first flight of the Lockheed L-1011. (Lockheed Martin Corporation)
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Below: Chase aircraft on the
first flight of the L-I011 was a company-owned twinengine Lockheed Jet Star, one of two JetStar prototypes and a company-owned North American F-86. (Lockheed)
Above: A Lockheed-owned North American F-86 chase aircraft flies formation on the number one flight test L-I011 during the first flight. Chase aircraft provide the capability to examine and monitor the test aircraft externally during critical tests. (Lockheed, Sal Chavez Collection) about pilots liking the airplane, has been born out by many L-IOll pilots the author has spoken with. BEFORE FIRST FLIGHT
Long before first flight, there were many activities going on to assure that the L-1011 was ready to fly and to start the test program that would lead to certification by the U.S. FAA and the UK CAA. Wind tunnel testing was done at Lockheed to verify the basic design and finetune many of the TriStar details. At Rolls-Royce in England, testing of the RB.211 proceeded on the ground in test cells, and in the air flying on a Vickers VC-IO Flying Test Bed, with
First flight crew descends the boarding ladder after a very successful first flight of the L-I011. Front to rear are Pilot Hank Dees, Co-pilot Ralph Cokely, Flight Engineer Glenn Fisher, and Flight Test Team Leader Rod Bray. (Lockheed Martin Corporation)
40
AIRLINERTECH ..
Wind tunnel model of the L-l011 where many aircraft configurations were evaluated. Thousands ofhours went into wind tunnel testing to arrive at the final build configuration for the TriStar. (Lockheed, Dave Steinbacher Collection) two of its Conway engines on the left side, replaced by a single RB.211 engine. Individual engines were also run on a test stand at Lockheed's Palmdale plant prior to installation on the aircraft. Aircraft systems and component testing went on at the individual manufacturer's facilities, as well as at the Lockheed laboratories. Two structurally complete aircraft were built and tested on the ground, prior to first flight. One was a static structural vehicle and the other was a fatigue structural test vehicle. STATIC TEST AIRCRAFT
The purpose of the static tests were fail-safe tests that included purposely failing structure under load. The static test airframe consisted of the fuselage, the left wing, the left and right horizontal stabilizer, the upper portion of the left main gear, and the left wing pylon and center engine support structures, holding dummy engines. The static test airframe was tested to design ultimate loads (150 percent of limit load). For the fail-safe tests, 18 cuts, or simulated failures, combined into four tests were made on the static airframe. These simulated failures were done at 100 percent of limit
L-1011 landing gear drop test rig at the Lockheed Rye Canyon research and development facility. Many drop tests simulating various loads on the landing gear were run prior to the aircraft ever leaving the ground. (Lockheed Martin Corporation)
LOCKHEED
1-1~n Tli~TAI
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flight loads for the maximum design conditions, in addition to fail-safe pressurization loads. To satisfy a Lockheed requiremen t, beyond the certification requirements, 10 ultimate load static tests and an ultimate pressure test were conducted after the failsafe tests. FATIGUE TEST AIRCRAFT
The purpose for the fatigue test program was to ensure that any possible structural problem would be found, and corrected, long before a similar problem could occur on an aircraft in service. A second purpose of the program was to develop inspection techniques and schedules to be used on operational aircraft.
Control room for the engine thrust stand at Lockheed Plant 10 in Palmdale. RB.211 engine performance was checked and recorded by Lockheed and Rolls-Royce engineers. (Hans VanWijk)
Engine thrust stand at Lockheed Plant 10 in Palmdale was used for checkout of the Rolls-Royce RB.211 engines before installation on the L-l011s. (Lockheed, Ron Hart Collection)
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AIRLINER TECH
The second airframe off the production line, msn 1000, was used for fatigue tests. This was essentially a complete airframe, less the flight station, which was tested separately. It included wings, stabilizers, flight control surfaces, the upper structural portion of the nose and main landing gear, pylons that held the wing-mounted dummy engines, and the structure for the center engine. A total of 1,696,000 load cycles, simulating 84,000 flights, were applied to the fatigue test airframe. The first 52,000 flights included all loadings, including pressurization. The last 31,500 flights omitted fuselage pressurization, while wing loads were increased from 10 percent to 20 percent over the basic spectrum. This amounted to an equivalent of 115,000 flights. A specific number of load cycles applied by hydraulic jacks to the fatigue test airframe equates to the loads seen in one flight of the aircraft. Fatigue monitoring gauges were installed at strategic locations on the airframe structure. Data from these readings could be correlated with
Oscillograph data recorder in the main data acquisition center of the L-1011. Flight test engineer Jim Jennings annotates the test condition on the chart during a July 1971 flight. (Ronald Hart)
Flight test aircraft number one (msn 1001) and number two (msn 1002) in formation flight during flight test out of Palmdale. (Lockheed, Jim Fitzgerald Collection) similarly installed gauges in operational aircraft to compare actual usages with that applied to the fatigue test aircraft. FLIGHT TEST TASKS BY AIRCRAFT
L-1011 Number One (msn 1001) did the bulk of the performance and propulsion system testing. Included were takeoff and landing performance, cruise performance, and flying qualities. These tests were done at various center-ofgravity conditions, speeds, and altitudes and at different weights, including maximum gross weight takeoff and landings. L-1011 Number Two (msn 1002) was the primary propulsion and AFCS test aircraft, doing a lot of the early in-flight development of the Lockheed Autoland system. L-1011 Number Three (msn 1003) was tasked with the certification testing of the Lockheed Autoland system, as well as the evaluation and certification testing of all the major functional systems. L-1011 Number Four (msn 1004) was the test aircraft for the naviga-
LOCKHEED
L-10n rl~~TAI
tion, communications, and environmental systems. L-1011 Number Five (msn 1005) was in the airline configuration, with seats and galleys, rather than the flight test instrumentation installed on the first four aircraft. This aircraft most closely represented a standard airline configuration and was used for demonstrating the L-1011's general performance and reliability over a large number of operating conditions.
Flight test engineer at work during a July 1971 test flight on the L-1011. Slide rules were still in use by engineers for making calculations. (Ronald Hart)
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LOCKHEED L·l011·1001INTERIOR
•
n
(j) REMOTE AVIONICS STATION (j) (j) (j) (j) (j) (j) (j) (j)
AUTOMATIC FLIGHT CONTROLS CENTER FLUTTER AND LOADS CENTER MAIN DATA ACQUISITION CENTER WEIGHT ENGINEER STATION MLG WATER FOG AND PUMP ACOUSTIC CHAMBER WATER BAUAST TANKS 12000' EACH) FIXED BAUAST Ii!J FIXED BALLAST - AFT ® WATER BALLAST TANKS 12000' EACHI @ ELECTRICAL LOAD BANK
FWD AND AFT
Diagram showing the interior arrangement of L-1011 msn 1001, the number one flight test aircraft. Flight test equipment and instrumentation fill the aircraft. (Lockheed) FLIGHT TEST TRISTAR ONE
The interior of L-I011 msn 1001, the first flight test aircraft, was completely different than any aircraft in the airline-delivered configuration, as the accompanying diagram and photos show. The special pallet area "A," in the forward cabin area, was set up to make easy installation changes for special flight test instrumentation for specific testing. This 500-squarefoot area had floor attachments for pallets holding a variety of test equipment and included electrical power, cooling air, and interface wiring with the main on-board data center (diagram item 4). Items I, 2, and 3 on the interior diagram show locations of control and display equipment for the flight test engineers running the particular tests. The main data acquisition center (diagram item 4) located in the center of the aircraft contains the instru-
44
mentation recording and processing equipment, along with displays, strip chart recorders, and plotters, for real time flight test monitoring and data analysis (also see photo). The weight engineer station (diagram item 5) has displays for
monitoring fuel used for contimious calculation of aircraft weight and center of gravity. The main landing gear water fog and pump (diagram item 6) was used for brake cooling, after tests like rejected take-offs (RTOs). The acoustic chamber (diagram item 7) located near the wing trailing edge was used for developing and evaluating noise reduction treatments, including sidewall structure, window, trim, and seat configurations. The ballast system was located under the cabin floor and included fixed ballast (diagram items 9 and 10) and 2,OOO-pound water ballast tanks (diagram item 11). The system had the capability of pumping water back and forth between the forward and aft locations to change the center of gravity in flight for various test conditions. The electrical load bank (diagram item 12), located in the aft cargo compartment, was used for applying electrical loads to the aircraft generators, simulating actual and greater loads than will be seen in service.
Flight test data center on L-1011 msn 1002. The data center is in the main cabin of the TriStar in place of a normal passenger interior. Real time recording and data analysis takes place here. Flight test instrumentation wire bundles that go to the various sensors can be seen in the overhead. (Jim Fitzgerald)
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Engine flying test bed used by Rolls-Royce for testing of the RB.211 turbofan engine before it flew on the L-l011. This was a Vickers VC-l0 aircraft with a Rolls-Royce RB.211 engine mounted on the left aft fuselage pylon in place of the normal two Rolls-Royce Conway engines. (Lockheed Martin Corporation)
Rolls-Royce VC-l0 engine flying test bed with the RB.211 engine on the left side. First flight with the RB.211 was on March 6, 1970. (Rolls-Royce)
ROLLS-ROYCE ENGINE TESTING
A number of facilities were used for RB.211 engine testing by RollsRoyce. Five test stands were used for basic engine performance. Two open-air test stands were built at the Rolls-Royce Hucknall Flight Establishment for testing RB.211 engines, with actual aircraft intakes covering both wing installation and Lockheed TriStar rear fuselage installation S-duct. Intake cross-flows could be simulated and noise measurements were made over a wide range of positions around the test stand. A special test facility was creat-
ed at the National Gas Turbine Establishment for testing the RB.211
under altitude conditions so that performance of the engine could be assessed under simulated climb and cruise conditions. Initial flight tests of the RB.211 were carried out on a flying test oed Vickers VClO aircraft. One RB.211 engine was installed on the left rear fuselage of the VClO in place of the two Conway engines. The engine
Number two engine S-duct assembly built at Lockheed as a test fixture for Rolls-Royce RB.211 testing. This was used at Rolls-Royce in an outdoor test stand where cross flows could be simulated and noise measurements made over a wide range of positions around the test stand. (Lockheed Martin Corporation)
LOCKHEED 45
was supported from a special topmounting beam, cantilevered from the fuselage in a manner similar to that for the two Conways, but other than that, the powerplant installation was representative of the TriStar wing installation. INTERESTING TESTS
Wake Vortex. Evaluation of wake vortex characteristics ofa wide-body jet was an interesting test done with NASA in 1977 and 1980. Lockheed L-1011 msn 1001 had eight Sanders smoke generators installed under the wing for vortex visualization. Flight test engineer Jim Fitzgerald reported that they looked like weapons beneath the wings, prompting a lot of new names for the commercial TriStar. NASA Dryden Research Center conducted measurements of the wakes using a highly instrumented NASA Cessna T-37 as a vortex probe aircraft, and on the ground, using a laser Doppler velocimeter. In-Flight Thrust Reversal. Thrust reversal is only used on the
Glass cockpit for the L-10ll. The Electronic Flight Instrument System was installed and tested on flight test L-lOll msn 1001 in November 1981, but did not go into production L-10lls. (Lockheed, Jim Fitzgerald Collection) ground for reducing landing roll and will not operate in flight. The FAA, however, required a test which was operating the thrust reversal in flight to simulate a failure of the protection system that prevents thrust reversal from operating in flight. Jim Fitzgerald, the flight test engineer who rewired the system to operate in
flight, was on-board for the test and described it as "a whole lot of shaking going on, but aircraft control was maintained with no problem." Ground and flight testing culminated in the FAA certification for the Lockheed L-1011 TriStar on 14 April 1972 and by the CAA in the United Kingdom on 30 June 1972.
Deflated tires at the end of the 100 percent Rejected Takeoff test.. Fuse plugs blow to prevent the tires from exploding. (Lockheed, Jim Fitzgerald Collection)
Fog spray being applied to the brakes at the end of the 100 percent Rejected Takeoff test. Notice the trailing static cone hanging from the tip of the tail. The trailing static cone is used for a clean static pressure source for an accurate flight test airspeed source. (Lockheed, Jim Fitzgerald Collection)
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AIRLINE
ERATIONS
THE ORIGINAL rom an airline operation standpoint, the wide-body L-1011 with its dual aisles had several unique features including the underfloor galley and options such as below deck lounges and built-in airstairs. Passenger accommodations could range from 256 in a 20/80 mix of first and economy class, up to 400 passengers in a one class, all economy configuration. Trans World Airlines and Eastern Airlines were the first to order the Lockheed L-1011 TriStar. On March 29, 1968 Eastern ordered 50 aircraft, TWA 44, and Air Holdings Ltd. (a British firm, which would in turn market L-1011s worldwide) ordered 50 aircraft, bringing the total initial order to 144 aircraft, worth 2.16 billion dollars! A few days later Delta became the fourth customer ordering 28 aircraft.
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18 AIRLINES
The remammg original cus- April 1977 transatlantic service starttomers for the Lockheed L-1011 TriS- ed after modifying its L-1011-1s to tar were Air Canada, AirLanka, Alia, the longer-range L-1011-100s ANA, British Airways, BWIA, AirLanka. The SriLankan Airline Cathay Pacific, Court Line, Gulf Air, ordered two L-1011-500s in March LTV, Pan Am, Pacific Southwest, 1980, which were delivered in Saudia, and TAP. August and September 1982. Several Aero Peru. Although not an orig- used TriStars were later added to its inal customer, Aero Peru obtained fleet and Air Lanka became Sritwo L-1011s, msn 1064 and msn Lankan Airlines and still had 1079, that were former Pacific South- L-1011s operational in early 2000. west Airlines aircraft. Both were conAlia Royal Jordanian Airlines. verted to Dash 100s at Lockheed and Alia ordered a total of nine L-1011leased by Aero Peru on December 14, 500s, including one for the Jordanian 1978 and November 7, 1979, respec- Royal Flight. First delivery was msn tively. They were operated by Aero 1217 in September 1981. Peru until mid-1982. All Nippon Airways. ANA had a Air Canada. This Canadian air- total fleet of 20 TriStars. Its first line took delivery of its first L-1011-1 L-1011-1 (msn 1053) was delivered on January 14, 1973 and began ser- in December 1973. Its lOlls were vice from Toronto to Miami in Febru- used primarily on the high density ary 1973. Routes included the higher domestic routes. Osaka to Tokyo density domestic destinations and in was one of its busiest routes.
Aero Peru, msn 1064, at Lockheed Palmdale in December 1978. One of two L-I011s leased by Aero Peru that were former Pacific Southwest Airlines aircraft. (Jim Fitzgerald)
LOCKHEED
L-lOB TI]~TAI
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Air Canada L-I011, msn 1021, at Lockheed Palmdale in December 1972 with snow in the desert. This was Air Canada's first L-I011, delivered January 4, 1973. (Lockheed, Doug Triplat Collection)
8IA'RLANI
,
AirLanka's L-I011-500 livery as shown by an artist's drawing. AirLanka ordered two L-I011-500s which were delivered in 1982 and later added used L-1011s to its fleet. (Lockheed, Ken Mims Collection)
British Airways. BA took its first delivery of an LlOll-1 on October 21, 1974 and service began in January 1975. In August 1976 BA became the launch customer for the L-10ll-500 that entered long-range service in May 1979. These aircraft were ideal for BA's long-range thin routes, such as London to the U.S. west coast. British West Indies Airways. BWIA, based in Trinidad and Tobago, took delivery of the first of four L-1011-500s in January 1980. Caribbean-London service was its initial primary route. BWIA's L-1011s were still in service as of August 2000, including U.s. and Canadian destinations, in addition to London and the UK. Cathay Pacific Airways. Cathay Pacific based in Hong Kong ordered 14 L-10lls and later added three former Eastern Airlines TriStars to its fleet. First Delivery to Cathay Pacific was on August 8, 1975. The last L1011 TriStar service for Cathay Pacific was flown on October IS, 1996. Court Line Aviation. Court Line based in Lutton, England, was the first European operator to order Lockheed TriStars and the first charter operator to put a wide-body airliner into service. With the L-10ll's 2,700-mile range, all the major vacation destinations in Europe, North Africa, and the Eastern Mediterranean were within nonstop range of Great Britain. Court's two TriStars (msn 1024 and msn 1032) were configured to carry 400 passengers in a 3-4-3 one-class seat layout. The L-10lls were fitted with Lockheed's integral airstairs located in the cargo holds to make ground handling easier at the more remote destinations. Delivery of Court Line's first All Nippon Airways L-1011, msn 1053, was the first of 20 ordered by ANA. It was delivered on December 18, 1973. (Lockheed, Ken Mims Collection)
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JtIRLIlfERTECH
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L-1011 was on March 5,1973 and service began on April 2, 1973. Because of financial difficulties caused by the fuel crisis, Court Line ceased operations on August IS, 1974, after less than a year and a half of operation. Delta Airlines. Delta, headquartered in Atlanta, Georgia, was the fourth customer to order the L-1011 with an initial order for 24 L-1011s and ultimately became the largest L-1011 operator with a fleet of 56 TriStars. As of July 2000, Delta was still the second largest operator of the TriStar with 19 L-1011s. Delta initially used the L-1011 for its domestic routes from Atlanta, expanding to transAtlantic routes with the longer-range Dash 200 series and Dash 500 TriStars. Eastern Air Lines. EAL was one of two launch customers for the L-1011 with an order for 50 aircraft. Eastern took its first delivery on April 6,1972, with commercial service starting on April 26, 1972 from Miami to New York. EAL used its TriStars for high-density domestic routes. Eastern ended operations on January 18, 1991, after operating under Chapter 11 bankruptcy for 22 months. Gulf Air. Gulf Air operated a total of 11 TriStars with its first delivery of an L-1011-100 on January 16, 1976. This aircraft was converted to a Dash 200 in July 1982. Elaborately furnished, its L-1011s started service from London to the Gulf on April 1, 1976. Some of Gulf's L-1011s were still in service in 1997. Lufttransport-Unternehmen. The German charter airline bought a total of five L-1011s. First delivery was on May 29, 1973. LTD later exchanged the first two aircraft for three ex-
-
---- -
-
-=======~--~----------'
Alia Royal Jordanian Airline livery is shown in this artist's drawing. Alia ordered nine L-1011-500s with the first delivery in September 1981. (Lockheed, Ken Mims Collection)
L-1011-500, msn 1179, was the first offour Dash 500s purchased by British West Indies Airways. BWIA still had its L-1011s in operation in August 2000. (Lockheed, Ken Mims Collection)
Eight flight test smoke generators were installed on TriStar One for wide body jet wake vortex studies with NASA in 1977. The pointed nose houses a gust probe. (Jim Fitzgerald)
49
Cathay Pacific ordered 14 TriStars. L-I011-100, msn 1118, made its first flight on July 13, 1975 and was delivered August 8, 1975. (Lockheed, Ken Mims Collection)
Delta Airlines ultimately became the largest operator of the L-I011 with afleet 'of 56 TriStars. The first delivery was msn 1041, shown here on a flight out of Palmdale prior to delivery on October 3,1973. (Lockheed, Jim Upton Collection)
Pacific Southwest Airline L-I011s that had the lower deck lounge. LTU also bought two L-1011-500s in May 1979 for its longer-range charter flights. Pan American World Airways. Pan Am started its L-I011-500 service in July 1980, with scheduled service into London Gatwick as part of its' around-the-world service. Lockheed initially used the first two Pan Am L-I011-500s for flight test certification on the Dash 500, with extended wing tips and the Active Control System (ACS). Certification of this configuration was obtained on April I, 1980, after a 330-hour flight test program. The big advantage to the nine-foot longer wings and ACS, was a 2.5 percent fuel savings. Pan Am ceased operations in November 1991, with United Airlines picking up some of Pan Am's L-I011s and routes.
The second TriStar to fly was Eastern's msn 1002 which made its first flight on February 15, 1971. Eastern Airlines, headquartered in Miami, Florida, was a launch customer for the L-I011 along with TWA. (Lockheed, Dave Steinbacher Collection)
50
..AIRLIJVERTECH "Me
· Pacific Southwest Airlines. PSA ordered a total of five L-1011s in September 1972 for use on its highdensity California routes, especially between San Diego, Los Angeles, and San Francisco. First delivery was on July 2, 1974 (msn 1064), and msn 1079 was delivered on August 28, 1974. The five PSA L-1011s were the only TriStars built with the lower deck lounge. As a result of the fuel crisis in 1976, PSA had to ground its two operating L-1011s
Gulf Air's first L-1011 (msn 1131) at Palmdale in December 1975. Gulf took delivery of this L-1011 on January 16, 1976, the first of 11 TriStars for Gulf. (Jim Fitzgerald)
The Gulf Air TriStar had afirst class and lounge area that takes up nearly half the interior space of the aircraft. The lounge contained afull wet bar, business or game tables, a shopping boutique, a library, and a Sky Telephone. (Lockheed, Dave Steinbacher Collection) and did not take delivery of its remaining TriStars acquired by LTV (msn 1114, 1120, and 1125). Saudi Arabian Airlines. Saudia had a total of 18 TriStars plus Dash 500s for the Royal Flight. Delivery of the first TriStar for Saudia was an L-1011-100 on June 25, 1975 (msn 1110) that was subsequently converted to an L-1011-200 in October 1977, with the higher-thrust RB.211-524 engines. TAP Air Portugal. TAP took delivery of its first L-1011-500 on January 5, 1983 (msn 1239) and subsequently took delivery of four additional Dash 500s for use on its longrange routes.
LTU was a German charter airline that bought five TriStars, three L-1011-1s, and two Dash 500s. Shown after rollout at Palmdale, msn 1033 made its first flight in May 1973. (Lockheed, Doug Triplat Collection)
LOCKHEED
t-l ~n TRI~r AR
51
Pan American World Airways L-I011-500 msn 1176 was the first TriStar for Pan Am and was delivered on July 2,1981. This aircraft was used in the flight test and certification of the longer wing Dash 500 with the Active Control System. (Lockheed, Ken Mims Collection)
Trans World Airlines. TWA was a launch customer for the L-1011 along with Eastern Airlines. TWA ordered 44 TriStars, with the first delivery on May 9, 1972. TWA's inaugural flight was on June 25, 1972, from Saint Louis to Los Angeles, with a full complement of passengers. The operation of the aircraft was under automatic control from lineup on the runway for takeoff in Saint Louis, to rollout after landing at Los Angeles. This was a noteworthy achievement. It also demonstrated the confidence in the Lockheed Autoland system, by using these automatic features on the first in-service flight of a new airliner. INSIDE THE
Saudi Arabian Airlines L-1011 was configured to carry 259 passengers. Saudia's first delivery was on June 25, 1975. (Lockheed, Dave Steinbacher Collection)
L-I011
The L-1011 interior has the atmosphere of spaciousness, made possible by a fuselage almost 20 feet in diameter. The main cabin ceiling was 95 inches high, with no overhead racks or projections in the center. The wide double aisles are also an important feature, which results from the large cabin diameter. Advancements were made over existing transports of the time in the areas of interior lighting, environmental control, interior decor, storage for passenger belongings, and food service arrangements. The L-1011 interior is readily converted between configurations. Seats can be moved in one-inch increments throughout the cabin length and the class divider can be located anywhere in the constant section of
TAP Air Portugal based in Lisbon bought five L-I011-500s. The first, msn 1239, is shown here. Destinations for TAP from Lisbon included Rio de Janeiro and Johannesburg. (Lockheed, Dave Steinbacher Collection)
52
..AIRLINER TECH..
Trans World Airlines ordered 44 TriStars and was one of the launch customers for the L-l011. Flying over Palmdale, msn 1013 made its first flight on April 1, 1972 and was the second 1011 delivery to TWA on May 9, 1972. (Lockheed, Ron
Hart Collection) the cabin. Passenger service modules can also be positioned at one-inch intervals to suit variations in seat locations. Individual reading lights and air outlets are adjusted to suit seat locations. These features enable customer airlines to obtain the interior seating arrangements most suited to their particular operation and provide the flexibility to vary arrangements at any time. Aisle seat rows in the economy section are staggered so that passengers entering or leaving their seats on either side of the aisle do not interfere with each other. Basic to the TriStar interior are 7 lavatories, 2 at the front of the cabin and 5 at the rear.
Sporting TWAs' new livery, L-l011 msn 1109 takes off from Los Angeles in 1996. This was the only L-1011 to receive TWA's new livery. (Stephen Griffin) MIXED CLASS ARRANGEMENTS
A 10/90 percent mix of first class and economy class passengers accommodates 273 passengers. Seating is 6-abreast at 40-inch pitch for 28 passengers in first class, and 8-abreast at 34-inch pitch for 245 passengers in economy class. All seats are extra-wide doubles, with no passenger more than one seat away from an aisle. A 20/80 percent mix accommodates 256 passengers. Seating is 6-abreast at 38-inch pitch for 52 pas-
LOCKHEED
TRiSTAR
sengers in first class, and 8-abreast at 36-inch pitch for 204 passengers in economy class. ONE CLASS ARRANGEMENTS
All economy class seating can accommodate from 330 to 400 passengers. A typical one-class economy seating arrangement accommodates 330 passengers, with 9-abreast at 34-inch pitch throughout the constant section of the cabin. Triple seats are installed along the left side of the cabin, with double seats in the center
53
t------------
227 IN. 5.763M
of the cabin and on the right side. With short extensions to seat tracks in the forward cabin, 345 passengers can be accommodated in a 9-abreast arrangement at 32-inch pitch. This interior represents the maximum number of seats that can be installed in order to meet emergency evacuation requirements with three pairs of Type A doors and one pair of Type 1 exits. With the installation of an additional pair of Type A doors at the rear of the cabin, in place of the existing Type 1 exits, and right and left side outboard triple seats with quad seats in the center, a total of 400 passengers can be carried in a 10-abreast seating at 30-inch seat pitch.
..._1
951N. 2,413M
LOWER DECK GALLEY
_------1-
235 IN. 5.969M
1 •
TYPICAL PASSENGER CABIN CROSS SECTION 8 ABREAST ARRANGEMENT ALTERNATE PASSENGER CABIN CROSS SECTIONS
--
---11
V
V
h
I
V
--
V
V
_"'
I
V
V
10 ABREAST HIGH DENSITY
2.5 PASSENGER CABIN CROSS SECTION MODELS L-1011-1, -100, -200, -500
Cabin cross section view shows seating arrangement for eight, nine, and ten abreast for the L-10ll-l, Dash 100, Dash 200, and Dash 500. (Lockheed)
54
--AIRLINER TECH..
A unique feature for an airliner is the L-1011 underfloor galley. The galley occupies an envelope 238 inches long, 164 inches wide, and 74 inches high and is located under the cabin floor, forward of the wing box. It is equipped with refrigerators, ovens, bun warmers, work counter, storage areas, waste disposal areas, and interphone system. The galley compartment is air conditioned, lighted, and provides restrained parking areas for 20 food and beverage service carts. The entire compartment is sealed so that any spillage or leakage is retained and observable for easy cleanup. Location of the main galley facilities below the passenger cabin offers important advantages: • Increases available space in the main cabin for additional passenger seats (up to 16 more), • Eliminates food preparation odors from the cabin, and • Eliminates the noise and confusion associated with conventional galley operations.
28 FIRST CLASS 6 ABREAST 40" PITCH
273 PASSENGERS
FORWARD SERVICE CENTER
TYPE A ENTRY (42 X 76) (6 PLACES)
245 ECONOMY 8 ABREAST 34" PITCH
GALLEY LIFTS AND MID CABIN SERVICE CENTER
AFT COFFEE BAR
OVERHEAD COAT STOWAGE (3 PLACES)
TYPE I EXIT (24 X 60) (2 PLACES)
This interior arrangement for the L-1011-1 through Dash 250 shows seating for 273 passengers. This eight abreast seating arrangement in economy class accommodates 245 passengers in economy and 28 passengers in first class. Sectional view shows the location of the underfloor galley. (Lockheed via John Whittenbury) The food and beverage cart system provides rapid and high-quality service to large numbers of passengers by relatively few attendants. Three service centers located in the passenger cabin supplement the underfloor galley. Coffee and other services may be performed quickly, either during or between meal service, from the cabin level.
Preloaded food service and beverage carts are loaded singly into the galley from the commissary van through the service door and immediately placed into their parking positions. This operation is greatly facilitated by the maneuverability of the carts and their relative lightness in comparison with large modules.
GIII,y Servicing Concept
GALLEY UNLOADING
GALLEY LOADING
DUAL LIFT SYSTEM
The two galley lifts are fully independent and may be operated simultaneously. Each lift is designed to transport either one service cart or one attendant traveling in either direction between the underfloor galley compartment and the main
Diagram showing how a single truck handles removing empty food carts and loading full carts by raising the whole truck platform. The other part of the diagram illustrates the location of other servicing equipment and shows there is room for all servicing to gO on at once. (Lockheed, Chuck Mercer Collection)
LOCKHEED
L-R~n TE~~TAI
55
TriStar underfloor galley mockup shows the large kitchen area with the lift doors in the center of the photo. The two lifts carry either flight attendants or food carts between the cabin and the galley. (Lockheed Martin Corporation)
Underfloor galley showing the food carts in the stowed position. Notice the locking devices on the floor and over the handles of the carts. (Lockheed Martin Corporation) cabin. The electro-mechanical lift system may be operated from either of the external control panels, located at the cabin and galley level, or by switches inside the lift. Emergency stop buttons, at cabin and galley level, will override the control inside the lift. When an attendant rides the lift, both hands are required to operate interdependent switches. Releasing either switch will stop the lift. The doors are provided with safety interlocks that stop the lift if the doors are opened. The normal one-way travel time of the lifts is eight seconds. Each lift is equipped with two independent, motor-driven systems. If one motor fails, the remaining motor will continue to operate the lift at half speed. The design of the power train is such that should any failure occur, the lift would not fall free, however, it could be manually lowered to the galley level. The lift system is purposely called a "lift," rather than an "elevator," to avoid confusion with the flight controls elevator during intercom communications.
56
..
AIRLIlVERTECH
L·'O"
FOOD SERVICE SYSTEM
o
FOOD PREPARATION
PASSENGER SERVICE HOT CASSEROLE TRANSFERRED TO TRAY AND SERVED TO PASSENGER
CARTS SENT TO CABIN ON REQUEST OF CABIN ATIENDANTS
L-I011 food service shows loading the carts and supplies through a dedicated galley door (3), preparing the food (4), sending the food carts from the galley up the lift to the cabin (5), and food service in the cabin (6). (Lockheed via John Whittenbury) BAGGAGE/CARGO COMPARTMENTS
Three baggage/ cargo compartments are located in the lower fuselage below the cabin floor. The compartments are pressurized and heated to a minimum of 50 degrees Fahrenheit in flight. The compartment lining and floors are sealed to limit the volume of air available to support combustion and thus prevent propagation of a fire. The three compartments are lined with fireand impact-resistant materials. Cargo floors in all compartments are provided with bulk cargo tie-down hard points to restrain heavy cargo against flight loads. The floors are sealed against spillage of liquids and are equipped with drains leading to overboarddraining sumps. Compartment ceiling and sidewall surfaces are white. Recessed light fixtures are installed to provide adequate levels of overall illumination. Lights are automatically controlled by door-operated switches. In addition, manually operated override switches are provided in each compartment near the loading door.
Cargo doors for three compartments are located on the right side of the fuselage. They are arranged to permit simultaneous loading of the compartments without interference with galley servicing or passenger boarding. Cargo doors are the outward opening plug type, solidly seated
against the inside of the fuselage when pressurized. They swing outward and upward when opened to allow maximum clearance for loading cargo. All doors are electric power-operated, normally from control panels adjacent to each door. Doors may be operated manually if electrical power is not available.
Multiple servicing and loading functions occur at the same time for a turn-around flight in Atlanta in October 1999. Single LD-3 cargo containers are loaded in the forward compartment as the Delta L-I011-500 is fueled from the hydrant truck in the upper left of the photo. (Jim Upton)
LOCKHEED
TRISTAR
57
FORWARD AND CENTER COMPARTMENTS
Two LD-3 cargo containers are loaded in the forward underfloor cargo compartment. This compartment will hold eight LD-3 containers as will the center compartment. LD-3 containers can be carried interchangeably on other wide-bodied transports making it easy to transfer cargo loads between airlines. The lift shown will handle double-width containers. (Lockheed Martin Corporation)
The forward and center compartments are used for containerized baggage and/or cargo. Each compartment is equipped to carry eight LD-3 containers, or four double-width containers, which can be carried interchangeably on other wide-bodied jet transports. A floor-mounted ball mat and roller system is installed and an electrically-powered drive system provides powered container handling, which is remotely controlled to permit one-man loading operations. Each compartment is fully lined, and sidewalls, floor, and ceiling are designed to withstand flight and ground handling loads from bulk cargo and containers. The floor and ceiling provide vertical restraint of the LD-3 containers, which eliminates the requirement for certification of the containers. AFT COMPARTMENT
The aft compartment is used only for bulk cargo loads. Tie-down points are provided in the floor and sidewalls to restrain heavy or dense packages, as required. A restraint net is installed to protect the access door from cargo loads and provisions are made to install a transverse divider net aft of the access door, if required. The aft compartment is provided with positive conditioned airflow of 10 cubic feet per minute and is suitable for carrying pets or other live animals. CONTAINERIZED BAGGAGE
Germany's LTU had the optional downstairs lounge in its L-I011s that sat 16 passengers comfortably and included a bar. The external difference on the L-1011 with the lower deck lounge was a bulge under the forward fuselage, which had cushioning material and structure required by the Federal Aviation Administration in case of a gear up landing. (Lockheed, Dave Steinbacher Collection)
58
AIRLINER TECH
A major advantage of containerization is time saved in the loading operation. The controlling element in loading time, for all practical purposes, is the cycling time of the ground equipment. With a loader capable of
AIRPORT TERMINAL OPERATIONS OPERATIONS SHUT DOWN ENGINES POSITION RAMP PASSENGER UNLOAD BAGGAGE UNLOAD
_3 .'
MINUTES (ESTIMATED TIME)
10
15
20
OPERATIONS
100·.2
SHUTDOWN ENGINES POSITION RAMP PASSENGER UNLOAD BAGGAGE UNLOAD
•••• 3
REFUELING
..,.
ENROUTE MAINTENANCE
•••• •••••• ••••• ••••• •••••• •••••• ,.
PASSENGER LOADING BAGGAGE LOADING TOW TRACTOR CONN.
••••• ~ ••••• ••
•
15
20
2.
.~
...
1- ••• ••••
10··· 2'
'3
1- •••1-••• 1- ••• ,1
LAVATORY SERVICE
!II • • • ",
TURNAROUND MAINTENANCE
...
'0
••• • ••• • •• • •• • ••• •••• .2.
REMOVE LOADING RAMP
10
.1-•••• .!oJ •••
TOW TRACTOR CONN .
,.
BAGGAGE LOADING START 1 AND 3.ENGINES REMOVE LOAD RAMP
CONDITIONS; A. AIRPLANE TAXI-IN TO NOSE-IN DOCK B. SHORT EXTENSION PASSENGER LOADING BRIDGES AT FORWARD AND FORWARD MID DOORS C. APU OPERATING FOR GROUND AIR CONDITIONING AND STARTING D. PRELOAD CARGO/BAGGAGE CONTAINERS USED E. ASSUME 50 PERCENT PASSENGERS OFF AND ON F. THREE BAGGAGE CONTAINERS OFF AND ON G. UNDER FLOOR GALLEY H. PUMPING TIME ONLY AT 50 PSI MAXIMUM EACH ADAPTOR
30
1--.
•••• I.
PASSENGER LOADING
2 ••
START 1 AND 3 ENGINES
10
GALLEY SERVICE
POTABLE WATER SERVICE
..
MINUTES (ESTIMATED TIME)
·'2
CABIN CLEANING
11
REFUELING GALLEY SERVICE
.,-
Turnaround Servicing Operation Times
Enroute Servicing Operation Times
,.
• 2••
CONDITIONS: A. AIRPLANE TAXI·IN TO NOSE-IN DOCK B. SHORT EXTENSION PASSENGER LOADING BRIDGE AT FORWARD AND FORWARD MID DOORS C. APU OPERATIONAL FOR GROUND AIR CONDITIONING AND ENGINE STARTING D. ALL PRELOADED CARGO/BAGGAGE CONTAINERS USED E. START NUMBER 2 ENGINE IN TAXI F. UNDER FLOOR GALLEY G. PUMPING TIME ONLY AT 50 PSI MAXIMUM EACH ADAPTOR
LEGEND:
LEGEND:
CRITICAL TlME PATH
__
CRITICAL TIME PATH
__
TIME AVAILABLE
•••••
TIME AVAILABLE
•••••
A stop at an enroute airport (left) can be as short as 20 minutes. Chart shows the events and the amount of time required to service the L-1011. A stop at a terminal location can be accomplished in 30 minutes. Cabin cleaning and moving more passengers are the main difference compared to the enroute 20-minute stop. (Lockheed, Chuck Mercer Collection) handling one complete delivery cycle per minute and handling a pair of LD-3s back to back, either the forward or center compartment can be completely loaded or unloaded in approximately five minutes. Since each compartment is entirely independent it is possible to load the forward, center, and aft cargo compartments simultaneously. The normal operation of the containerized system, and the ease with which the LD-3 containers can be handled on the ground, permits rapid handling of the passenger's checked baggage. There are other advantages offered by containerization. Baggage is well protected from the weather and is less subject to damage than when hand loaded into old-style cargo pits. All of the checked baggage, for 316 passengers, can be carried in either of the containerized baggage/ cargo compartments. This is
Close up view of the spare engine pod on the L-1011. The spare is the one closest to the main landing gear and has an external brace strut between the pylon and the wing An additional photo and information appears on page 68. (Lockheed, Chuck Mercer Collection)
LOCKHEED
1-1@U
59
Self-contained airstairs are extended in less than one minute. The power-operated airstairs are stowed in the threshold area of the center cargo compartment of the TriStar. (Lockheed)
located on the inside of the passenger cabin aft of the Number 3 right-hand door or from the external control panel located in the lower part of the fuselage below the wing. An additional control panel is located on the airstair carriage, within the cargo compartment. Stairs have a heavy-duty, non-slip surface and each step is illuminated. The time required to deploy or retract the stairs, including opening or closing the cargo door, is less than one minute. Installation of the airstairs precludes the use of LD-3 cargo containers in the center compartment, however, the space forward of the airstairs is usable for either bulk cargo or baggage. Total installed weight of the airstairs is approximately 2,500 pounds. Court Line was one of the L-1011 operators that had the airstairs installed on its TriStars.
based on an average of four cubic feet of checked baggage per passenger. The remaining 1,264 cubic feet of containerized cargo space, plus 700 cubic feet of bulk cargo space, can be used for revenue-producing cargo. AIRSTAIRS
Self-contained, power-operated airstairs are designed to provide a wide, stable, two-abreast boarding and deplaning stairway. The airstairs are installed in the center cargo compartment, immediately behind and below the Number 3 right-hand passenger door. The airstairs, when stowed, occupy the threshold area of the center cargo compartment. Normal actuation of the air stairs is controlled from the control panel,
60
Passengers come down the airstairs from the number 3 right-hand passenger door on the L-10ll. Double-wide self-contained airstairs were an option available to TriStar customers that eliminated dependence on external ramps. (Lockheed)
JtIRLINERTECH ..
TWA CAPTAIN (on July 30, 2000)
INTERVIEW WITH FOE GELDERSMA
Foe Geldersma, a TWA captain, has flown a number of airliners including the Constellation, 707, DC-9, L-IOll, 767, and MD-80. He is currently President of the Save-AConnie Airline History Museum and flies the Flight Engineer station on its 1049G Super Constellation. Captain Geldersma describes his experience with the Lockheed L-IOll and his opinion about the advanced systems on the L-lOll TriStar. Autoland
What do you think of the Lockheed Autoland system on the L-10ll? "It was great. With a category III
Captain Foe Geldersma in the flight station of the Save-A-Connie Lockheed 1049G Super Constellation on July 30, 2000. Captain Geldersma flew many airliners from the Constellation through the Boeing 767. He says, liThe L-lOll is an all around great airplane. (Jim Upton) II
APPROACH & LANDING
3, CONTROL CHARACTERISTICS
(UOll'
\1...
ELEVATOR VS DIRECT LIFT G\..\O~
s\..o~~~
. ELEVATOR CONTROL
--------------------
-!I!!J!ll1!1~D,REcT
':.iiis:p.-...
UFT BY SPOILERS
RAPID RESPONSE (10 TIMES FASTER) IMPROVED ACCURACY & STABILITY NO ATTITUDE CHANGES
--~
SLUGGISH OVERSHOOT PROBLEMS LARGE ATTITUDE CHANGES
Direct Lift Control on the L-lOll keeps the aircraft at a stable pitch attitude during approach descent while making adjustments to the glide path. The control surfaces are actually spoilers that reduce lift without changing aircraft pitch. (Lockheed, Chuck Mercer Collection)
LOCKHEED
landing you would not see the runway until the nose came down because the airplane landed nose high of course, main gear first, and then the nose came on down. Actually, you could land in zero-zero conditions, essentially you did, because you didn't have a minimum requirement to see anything, all you had was a 50-foot alert height. When at that 50-foot point on your radar altimeter, all you did was see that there were no flags, you couldn't see out, it was not picking up anything that you could see. With the Autoland system it actually landed the airplane, put the nose on the ground, and tracked down the runway. All you had to do was apply brakes and reverse thrust, and the rest of it was all done automatically. The system was so good, and did such a great job, that it took the pilots a long time to become comfortable, because they were always skeptical. They didn't think it would really do this, so you would demonstrate it in training, to show how well it worked.
61
Trans World Airline's L-l011-1, msn 1013, on a predelivery test flight out of Lockheed Palmdale in 1972. This aircraft was delivered to TWA on May 9, 1972. (Lockheed, Ken Mirns Collection) "It was just a fantastic airplane, it DC-IO Comparison had the feature of Direct Lift Con"On the other hand, when Locktrol, DLC and you set up an attitude on your approach of seven degrees, heed was coming out with the lOll, and even with flap changes and Douglas jumped forward to make a whatever speed changes, attitude comparable airplane with the DC-lO, always stayed the same. The attitude but they did it with existing technolstayed the same because you didn't ogy. It wasn't new engineering, and have to point the nose. You just as a result, it was not nearly as good pushed forward on the yoke and the an airplane as the 1011. The 1011 airplane would descend. The spoiler was a new design, with new ideas. action would make the airplane The DC-lO was just a bigger airplane maintain the same attitude yet with the same old design features, descend, and it would increase the like the other aircraft. In my opinion, rate of descent according to the yoke at least, it was not near the airplane position, using the DLC. It worked that the 1011 was. Douglas did a betvery well. It took a little getting used ter job of selling the airplane and the to, but once you did, it was super. military bought them for tankers, The DLC was unique to Lockheed and that helped considerably." and their approach to things. The Lockheed L-lOll was the only airlin- Air Conditioning and Brakes er with DLC. Lockheed did such a good job with it, that it did exactly "It was by far such a super airwhat it was designed to do." plane, the L-lOll systems were so
62
AIRLINER TECH ..
well designed and they functioned well and had a lot of redundancy. It had a very comfortable cockpit. It was the only airplane I flew in training, that you could fly low-level transition, and stay comfortable. I flew the 707, and even with that airplane, at two or three thousand feet around the traffic pattern, you would get hotter and hotter and hotter on a summer day, and it was really miserable. The air-conditioning, at the lower altitude, just did not have the capacity to take care of you. The 1011 air-conditioning had the capacity, and it would take care of you. "The only negative feature, if it was negative, is that it had a very sensitive brake system. You had to be very careful or the brakes would overheat. I used to have problems with that in training, because that is one thing you cannot override. I can override the yoke or the rudder pedals, but if the guy puts the brakes on, I can't release it. So I would have to keep reminding them 'no brakes, easy on the brakes, easy on the brakes.' We were only landing one full stop landing every forty minutes, on all training flights, otherwise you do get too much brake heat. We would make touch and gos, then make a full stop. If they would hit the brakes real hard, then we would make a fast taxi to get down to the end of the runway and make another takeoff, and let the gear hang, then you would cool it off. "The Rolls-Royce engines were slow on starting. It was just a very slow process with that big highbypass engine. Once they were up and running they were fine. "Other than that, everything about that airplane was just so nice. It was so light on the controls, you could fly it with just two fingers. It was just a very delightful airplane to fly. You could make a close-in circling approach with it tighter than
you could with any of the other jets, the Boeing 707 and the DC-9." Flight Management System "It was new state of the art at the time it was coming in. The flight management system with the autothrottle systems, the autopilot, and the integrated systems, was something that pilots weren't used to, and as a result of that it took a lot more training to build their confidence. You think if you have an autopilot then it does everything, which it will do, and on the 1011 more so than anything previously. But you have to understand the system, and if you don't, then it is doing things that you don't anticipate. The common statement is 'Why is it doing that?' And the answer is, 'Because you asked it to!' They didn't realize, 'Why is it doing this turn?' Or, 'Why is it doing that?' 'Because you programmed it to do that!' It would intercept the localizer, or would do the approaches. You had to monitor it. There was an instrument panel that had all the different flags that would show localizer captured, glide slope captured, and it had all these annunciators, so you would check them off as you were coming down. But you had to be familiar and know what to expect so that it didn't fool you. "The airplane was smarter than you were, and it would do the job, but until you understood the system, it was a little bit disconcerting to some pilots. Some of them would then say, 'I don't like this automatic stuff, I'll just turn it off and fly it by hand.' That is just because they didn't understand what they were doing. To operate the autopilot properly you have to understand how it works. In order to pass the Category III qualification, you had to make an Autoland. They had to understand the system and make it
work for them. If they didn't, you had to keep them going until they did. The Autoland system was set so it compared the two flight management systems and it would pick the best information. We had no way of knowing which one that was. You had both autopilots on, it was making its own comparisons, and it was taking the best information. "Every pilot that I know that flew it will always tell you the same thing, the L-1011 FMS was the best of the group, better than any of the others."
Autoland Comparison "I flew the MD-80, it had an auto land system on it, and so did the 767." How do you compare those to the L-l011 Autoland system? "The 767 was pretty good, but the 1011 was better than either one, by far. The 767 had an auto braking system, but overall, the 1011 did a smoother and nicer job than the 767 and the MD-80. It was kind of like driving an old Cadillac. It was just smoother and nicer. I liked it better. It was much more modern and sophisti-
CRUISE All/MACH HOLO SHORT·TERM ON PITCH, LONG-TERM ON AUTOTHROTILE SYSTEM
.......
BEGINNING OF OESCENT (B*O) (OPTIMUM POINT OF OESCENT)
-.
IAS/MACHON PITCH, EPR ON THROTILE
Figure 3. FMS Flight Profile
OPTIONS CURRENTL Y AVAILABLE CLIMBSPEED .MIN COST • MIN FUEL
• 250/300/0.800 • 250/320/0.820 lAS/MACH ON PITCH
CLIMB RATING • CLIMB 1 (MAX CONTINUOUS) • CLIMB 2 (DERATED .030 EPR) • CLIMB 3 (DERATED .060 EPR) • DERATE (PI LOT SELECTS DESIRED DERATE) EPR ON TH ROTTLE
Figure 4. FMS Climb Mode
The Flight Management System on the TriStar optimizes the flight path in threedimensional space. It ties together separate autopilot functions to significantly reduce crew workload and offers a large potential for fuel savings. (Lockheed)
LOCKHEED
63
and landed. So that shut him off, he never said another word. At the time, the 1011 was the only Category III airplane around and we could go in and land and the 747s were out there holding and couldn't land, they would have to divert and go somewhere else. "Like all sophisticated equipment, it requires a lot of maintenance and a lot of upkeep but it is still a great airplane. It didn't have the glass cockpit displays, it had the older-style display. Ours had linear tape engine gauges versus the radial type and it was pretty nice. I liked that. That was an option and some of the operators got the old radial type gauges. You just line up all three of the engine gauges, makes it easy on the scan. liThe L-1011 was an all around great airplane - a pilot's airplane. Of the original 18 airlines that bought the L-1011, two were still operating the Tri5tar in the year 2000, BWIA and Delta, 30 years after its first flight. II
Aero Peru L-l011-100, msn 1064. Aero Peru was the second owner of msn 1064, formally a Pacific Southwest Airlines aircraft. Lockheed modified it to a Dash 100 UlO11 before delivery to Aero Peru. Notice the painted outline on the lower deck door. (Lockheed, Ken Mims Collection) cated than the 747s that we flew. Now they have some 747-400s that have the glass cockpits and are updated, but this is quite a few years later. One time going into London, a pilot in a 747 called Captain Geldersma and said: "Look over to your left at a good II
airplane." Captain Gerldersma replied: "I saw several of those in a holding pattern yesterday when we went in for a landing. And it was true, because they couldn't get in, they had to hold and wait and get better weather, and we just went ahead
Pacific Southwest Airlines' L-l011-1, msn 1064. This was PSA's second L-l011 offive ordered. PSA L-l011s were the only ones built with the below-deck lounge. The bulge on the bottom of the forward fuselage is the protective structure for the lower deck lounge. This protective structure was a complete separate assembly fastened to the lower fuselage and looked somewhat like a boat. Lockheed's workers and PSA personnel referred to it as "the canoe." Notice the outline marking on the lower deck door just forward of the wing leading edge. (Lockheed, Ken Mims Collection)
64
AIRLIlfERTECH L..
TRISTAR
IN COLOR
PAST AND PRESENT he Lockheed L-1011 TriStar was the most technologically advanced jetliner in the world at its introduction into airline service. For an airliner that made its first flight over 30 years ago, it is still going strong with 93 L-1011s currently active in a variety of roles. A
T
majority of these L-1011s are still in airline service, several with the original airline customers, and many others with second and third tier operators. Interesting current use of the TriStar includes in-flight refueling of military aircraft for the British Royal Air Force, rocket launching to
put satellites into orbit, launch of rocket research aircraft, and even a flying hospital. Color photos from the 1970s through 2000 show some of the early activity including flight test and airlines that no longer exist today, as well as illustrating the diverse current use of the L-1011.
TriStar One, the first L-l011 TriStar (msn 1001) at Lockheed Plant 10 in Palmdale, California. This was taken at completion of assembly and just prior to the September 1, 1970 rollout for first flight and the start of the flight test program. (Lockheed, Chuck Mercer Collection)
Dragging the tail on a Velocity Minimum Unstick Speed (Vmu) test designed to determine the absolute minimum speed at which an aircraft, with all engines operating, will take offand maintain a positive rate of climb. This speed is used to determine safe takeoff speed. A protective surface is used on the bottom of the fuselage during this test. (Lockheed, Jim Fitzgerald Collection)
LOCKHEED
L-IOll TRISTAR
65
Lockheed L-1011 flightline at night in Palmdale, California. Ten L-1011s are being prepared for production flight checks and delivery to Eastern Airlines, Delta Airlines, and Air Canada. (Lockheed Martin Corporation)
\ Pacific Southwest Airlines deluxe lounge interior on its L-1011s operated on its high-density routes in California. The PSA TriStars carried a total of 297 passengers, with 281 seats in the main cabin and 16 saleable seats in the lower deck lounge. (Lockheed Martin Corporation)
66
AIRLIlfERTECH ...
Pacific Southwest Airlines L-1011 (msn 1064) in early 1974. Notice the bulge on the bottom of the forward fuselage. PSA had the below deck lounge on its five lOlls and the bulge was a protection beef-up required by the Federal Aviation Administration in the event of a gear up landing with the lounge occupied. This L-1011 is currently flying in a highly modified configuration for Flying Hospital Incorporated. The former lower-deck lounge is now a pharmacy with a ground level entry to the Flying Hospital. (Lockheed, Dave Steinbacher Collection)
Self-contained air stairs on the Pacific Southwest Airlines L-1011s provided a ground-level entry through the lowerdeck lounge. A compartment for carry-on baggage could handle oversize items including guitars, skis, surfboards, and items for the California commuter. (Lockheed Martin
Size of the inlet and fan on the Rolls-Royce RB.211 on the L-1011 is well illustrated with a Pacific Southwest Airlines flight attendant standing in the nacelle. (Lockheed, Doug
Corporation)
Triplat Collection)
LOCKHEED
L-IOll TRISTAR
67
l'JJ -4 •• ,
Court Line Aviation was a European charter airline based in Lutton, England. Court purchased two TriStars (msns 1024 and 1032) that were delivered in early 1973. Configured in a single-class arrangement, each carried 400 passengers in a 3-4-3 seat layout. (Lockheed, Jim Upton Collection) Flight test data acquisition center on L-I011 msn 1001 was duplicated on msn 1002. Located in the center of the aircraft it contains the instrumentation recording and processing equipment along with displays, strip charts, recorders, and plotters for real time flight-test monitoring and data analysis. (Lockheed, Jim Fitzgerald Collection)
A four engine L-l 011? Actually, the fourth engine is a spare engine on a special pylon, designed to provide a means of transporting afully assembled engine to remote locations for an engine change on another L-I011. Several airlines, including Saudia and Pan American, had this optional removable pylon. (Jim Fitzgerald)
68
AIRLINER TECH
American Trans Air all first class configuration used on some of its L-l011s for charter world tours. ATA's 29 scheduled destinations include continental u.s. cities plus Mexico, Puerto Rico, and Hawaii. (ATA)
In-flight thrust reversal test with the RB.211 engines. The fan thrust reverser and the hot-steam spoilers are both deployed. Flight test engineer Jim Fitzgerald described it as n a whole lot of shaking going On. n Notice the speed brakes out on test pilot Art Peterson's F-86 chase aircraft. (Jim Fitzgerald)
, ,
Royal Air Force C2 Lockheed L-l011 being fueled through a hydrant truck which pumps fuel from underground storage. Engine cowl door is open for maintenance. The RAF has a total of nine TriStars. (Rolls-Royce)
LOCKHEED
L-I011 TRISTAR
69
Cutaway view of the L-1011-S00 shows the new location for the galleys on the main deck. Seating is 10 percent first class and 90 percent tourist class. (Lockheed, Tom Doll collection)
A very rare paint scheme on a TriStar. This British European Airways L-1011 at Heathrow airport in September 1972 was actually msn 1006 destined for Eastern Airlines that had been temporarily painted in BEA markings during a sales demonstration tour. BEA did not buy any L-1011s. (Jim Fitzgerald)
L-1011 assembly line at Lockheed Plant 10 in Palmdale, California. Fuselage assembly is in the middle of the photo moving left to right. As the fuselage comes together, it moves up the line from right to left in the lower part of the photo. At the far end of the building the wings and tails are installed and the aircraft moves down the final assembly line left to right at the top of the photo. (Lockheed, Doug Triplat Collection)
70
AIRLINER TECH --
~
Flight deck of Delta Airlines L-1011-500, msn 1189, at Los Angeles international onOctober 15, 1999. Flight instruments are duplicated on the captain's and first officer's sides. Engine instruments are shared in the center panel. The wheel on the far left side of the flight station is the command steering control, which is used on the ground for increased travel of the nose gear. The command steering provides a maximum travel of plus or minus 65 degrees, compared to plus or minus 10 degrees with the rudder pedals. (Jim Upton)
Flight engineer's station of Delta Airlines L-l011-500, msn 1189. Lighted push button switches, developed on the Apollo program, are used in place of toggle switches. System status is readily obtained by the light condition indicated on the push button switch. System schematics are on the switch panel, presenting a visual image of the system operation. (Jim Upton)
LOCKHEED
L-IOll TRISTAR
71
Flying Hospital L-1011 is the world's largest fully-equipped surgical hospital ever constructed inside an aircraft. Onboard medical seminars are held in part of the upper deck that can accommodate up to 67 people and include real time video during operations. The Flying Hospital travels to many locations to bring this unique facility to impoverished and suffering people throughout the world. (Flying Hospital Inc.)
Orbital Sciences L-l011 "Stargazer" taking off with a Pegasus rocket. The high wing of the Pegasus can be seen in this view. The threestage Pegasus rocket is launched from the L-l011 and in turn launches satellites into orbit. (Orbital Sciences)
Royal Jordanian Air Force L-1011-500, msn 1247, taking off from Los Angeles International airport in March 1995. This TriStar was originally delivered to Alia Royal Jordanian Airlines on June 14, 1984. It was then purchased by the Jordanian Government and modified to a VIP aircraft at Lockheed Aircraft Services in Ontario, California. (Stephen Griffin)
'72
AIRLINER TECH ..
--,,---------------~-=~~-~-~----
-------
AERIAL ~oTRoD L-I011-500 he Lockheed L-1011-500 was the newest, most advanced member of the L-1011 family of wide-body jet transports, designed to meet the medium- to long-range air traffic demands of the 1980s and 1990s. First delivery was in April 1979 to British Airways. The L-1011-500 complemented the other TriStar models by offering increased range and payload flexibility, to provide optimized service over an intercontinental airline's long-haul, medium-density routes.
T
THE MOST ADVANCED TRISTAR
Dash 500 efficiently over still air ranges from 500 to 5,500 nautical miles. This capability exceeded that of the longest range B-707 jDC-8 aircraft and permitted the TriStar 500 to serve virtually all the world's long haul intercontinental! over-water routes of the time. Wing extensions and active controls further improved the fuel efficiency of the L-1011-500. An FMS
provided a means for automatic, accurate control of aircraft speeds and engine thrust during climb, cruise, and descent. INTERIOR ARRANGEMENT
Two wide aisles run the length of the cabin and three cross aisles connect each pair of cabin doors. The basic mixed class nine-abreast inte-
DASH 500 DIFFERENCES
The fuselage of the Dash 500 was shortened with 100 inches removed from the forebody and 62 inches from the afterbody. Takeoff gross weight was increased to 510,000 pounds and additional wing center section fuel was incorporated to increase fuel capacity to 213,000 pounds which resulted in a configuration capable of long-range operation. Outward appearance of the L-1011-500 is similar to that of other family members except for the shorter fuselage and increased wingspan. It also has six instead of eight passenger cabin doors and a large cargo door to accommodate pallets, containers, or a combination of pallets and containers in the forward lower cargo compartment. The basic Dash 500 accommodates 246 passengers in a 10-percent first class, 90-percent economy class mix, and features cabin level galleys, seven lavatories, and coat and miscellaneous stowage provisions. Rolls-Royce 50,000-pound-thrust RB.211-524B engines power the
L-I011-500, msn 1176, had an interesting airline history. It was delivered to Pan Am in February 1981. United Airlines bought it from Pan Am in October 1986 and United later sold it to Delta Airlines in November 1988. (Lockheed, Ken
Mims Collection)
Air Canada L-1011-500, msn 1209, taxis at Palmdale prior to takeoff. This was one of six Dash 500s bought by Air Canada. (Lockheed, Ken Mims Collection)
LOCKHEED
t-l on T~~~TA~
73
125" pallets, or twelve LD-3 containers in the forward hold, and seven LD-3 containers in the center hold. Additionally, a rear cargo hold of 435 cubic feet capacity is available for bulk loading. Optional audio and visual entertainment systems provide passengers with stereo and wide-screen entertainment. The visual system TYPE A ENTRY includes three projectors and view42 X 76 IN. ing screens to accommodate passen11 X 1.9M) gers in the first class, center economy, and aft economy areas. In the economy section, eight19 FT -7IN. inch-wide mini-closets between the (5.97 M) center rows of double seats were 55 FT-4IN. available as an option. These (16.87 M) seat-height stowage units, containing four coat hangers, also serve as dividers between the two pairs of 29 FT - 91N. center row seats and offer an added (9.07M) degree of privacy without preventing exit to either aisle. Even more stowage space becomes available with installation of the optional overhead centerline stowage modules. Each unit is eighty inches long and contains four hinged drop-down bins, each bin has a load capacity of 40 pounds and a stowage volume of 4.5 cubic feet. The basic 246 passenger above-deck galley interior permits t-164 FT- 4IN. -l (50.09 M) installation of up to 10 overhead centerline stowage modules. GENERAL AIRPLANE DIMENSIONS MODEL L 1011-500 A flight attendqnt station is locatEXTENDED WING ed at each of the six cabin doors. August 1978 Five lavatories are arranged across the rear of the passenger cabin and Three view of the Dash 500 TriStar shows the shorter fuselage and longer wings of two lavatories are located in the forthis long-range version of the L-I011. (Lockheed, Tom Doll Collection) ward part of the first class section. If desired, additional lavatories may rior, with a dispersed above-deck includes one first class and two be installed in the cabin midsection. galley, comfortably seats 246 pas- economy class units. Each galley sengers in a 10/90 percent arrange- location has its own exterior door STRUCTURAL CHANGES ment. The cabin divider can be for servicing. shifted to provide any desired cabin Forward and center cargo holds The structural materials and mix or it can be removed for single are equipped for mechanized con- arrangements on the L-1011-500 are class accommodation. tainer and pallet loading. Configu- identical to those used and proven A dispersed above-deck galley ration permits loading of four 88" x on the L-1011-1. All of the design
t
~
b~::~ I -(21.24M)~
74
...AIRLINERTECH
British Air L-I011-500, msn 1157, was the first Dash 500 to fly and was used in the flight test program. First flight was October 16,1978 from Palmdale. (Lockheed, Ken Mims Collection) improvements, derived from the L-1011-1 fatigue test program and serialized into the L-1011-1 aircraft, were incorporated into the Dash 500 airframe. The design rules, used on the L-1011-1, were such that maximum fatigue cutoff stress levels were equally applicable in the design of the L-1011-500. Where design loads on the Dash 500 were higher than on the L-1011-1, the structure was reinforced so that the design stress levels on the L-1011-1 were not exceeded. Even though the Dash 500 fuselage had been shortened, all of the structural joints were the same as on the L-1011-1 fuselage. In one area on the aft fuselage of the Dash 500, some additional stringers were added for noise attenuation. This detail was subjected to a component fatigue test to verify its serviceability. Based on this design philosophy, the fatigue tests conducted on the L-1011-1 airframe were equally applicable to the L-1011-500. Even though the L-1011-500 was configured for long-range operation, its structural fatigue life in numbers of flights was equivalent to that of the L-10ll-1 airplane. In typical operations the anticipated number of hours per flight for the Dash 500 would be approximately twice as long as for the L-1011-1 airplane. Structural fatigue damage in commercial aircraft is primarily related to numbers of flights flown, rather than number of flight hours flown.
Logos of eight airlines that had orders for, or had bought, the L-I011-500 in January 1980. Aero Peru did not pick up its option for the Dash 500. (Lockheed, Ken Mims Collection)
Worldwide routes flown by airlines with the L-I011-500 in 1981. (Lockheed, Ken Mims Collection)
Since the structural fatigue lives of the Dash 500 and L-1011-1 are equivalent, based on numbers of flights flown, the Dash 500 should have a longer structural fatigue life than that of the L-1011-1. The increased capability of the Dash 500 airframe to accommodate design gross weights was achieved using the L-1011-200 airframe structure as a baseline. This was accomplished by adding strength to the fuselage, wing, horizontal tail, landing gears, and rolling stock. To the extent possible, changes were made so that commonality with the Dash 200 was maintained. This not only provided for the requirements of the Dash 500, but also served to improve the Dash 200 airframe. OTHER DASH
500
CHANGES
The following changes were incorporated in the L-1011-500 using the L-1011-200 as a reference. • Incorporation of the larger C1-A cargo door in lieu of the C1 door. • Incorporation of the CAA and FAA certificated cabin floor. • Incorporation of Type A doors, in lieu of Type 1 doors, in the rear of the fuselage cabin. • Capability of the airframe was increased to accommodate 510,000 pounds takeoff gross weight and a center section fuel capacity of 54,000 pounds in lieu of the 19,OOO-pound baseline. • External geometry was identical to the Dash 200, except that the fuselage was shortened by 162 inches, 100 inches forward of the wing and 62 inches aft. • The shortened fuselage was strengthened as necessary and modified for main cabin galleys, lavatory rearrangement, and cargo compartment struc-
76
tural changes. Also, structural changes were incorporated to accommodate optional selection of eight LD-3 containers in the center cargo compartment. • A modified wing was provided for the Dash 500 that was strengthened for the higher gross weight and structurally reinforced for active controls. The design permitted adding nine feet to the wingspan (4 1/2 feet per side), in conjunction with a fully operative active controls system. The 4 l/2-foot extension was a separate additive section of primary structure added to the wing box. • No.1 and 3 engine pylon structure was reinforced to provide stiffening of the pylon for combined effects of the increased engine weight and the reduced fuselage length. • Floor structure assemblies were redesigned to provide for main cabin galley location flexibility to accommodate different airline interior arrangements.
• A shorter and lighter wing fuselage fairing was incorporated to reduce drag and to accommodate the shortened fuselage. • No.1 and 3 engine pylon fairings were re-contoured to reduce drag. (See photo on page 78) • The RB.211-524B higher thrust engines were installed with the related engine systems. • Increased cargo capacity below the floor was provided in the forward compartment to accommodate 12 LD-3 containers, or four 88" x 125" pallets; also, capability to handle seven or eight containers in the center cargo compartment was provided. • The fuselage after body for the L-1011-500 was identical to the Dash 200 configuration, except that the tail bumper was removed. Certain special provisions were added, which allowed installation of the Dash 500 design to be compatible with all Dash 1 and Dash 100/Dash 200 passenger door configurations.
Interior view of Delta L-10l1-500 shows the additional overhead centerline stowage modules and one of three video projection screens. Flight informatiDn including current speed, altitude and location, plus time-to-go to the destination is projected on this screen when a movie is not playing. (Jim Upton)
...JtIRLINERTECH..
246 Passengers/24 First Class/222 Economy AFT ELECTRONICS EQUIPMENT AREA
FLIGHT COMPARTMENT ENVIRONMENTAL CONTROL SYSTEM
RADOME NOSE
NOSE LANDING GEAR WHEEL WELL
FORWARD ELECTRONICS SERVICE CENTER
ABOVEDECK GALLEY
FORWARD CARGO HOLD
CENTER CARGO HOLD
WING CENTER SECTION
MAIN CABIN
MID ELECTRICAL SERVICE CENTER
HYDRAULICS SERVICE CENTER AND MAIN LANDING GEAR WHEEL WELLS
AFT CARGO HOLD AUXILIARY POWER UNIT AREA
Interior diagram of the Dash 500 shows an arrangement for a 10-percent first class and 90-percent economy class distribution. Dividers can be moved to provide any desired cabin mix, or removed for single class accommodation. Two main aisles and three cross aisles make for easy accessibility to all areas. Inboard profile illustrates the locations of the service centers, cargo compartments, and equipment areas. (Lockheed, Tom Doll Collection) ,
FUSELAGE CONFIGURATION NEW SHORT FAIRING
Fuselage structural changes between the L-1011-l and the Dash 500 are shown with the shortened fuselage and the wing fairing changes. (Lockheed,
L-l0ll-S00
L-l011-1
Dave Steinbacher Collection)
LOCKHEED
TRISTAR
77
Drawing showing details of the first class galley unit at the front of the L-I011-500 and the mid-cabin galley unit. A third galley unit is located at the aft end of the aircraft. The Dash 500 has the galley units on the main deck compared to the below deck galley on all other models of the L-I011. With the shorter fuselage of the Dash 500, this arrangement provides more cargo area than with a below deck galley. (Lockheed, Tom Doll Collection)
TYPICAL FIRST CLASS GALLEY UNITS (Looking Forward)
=
,. COFFEE MAKERS (2) 2. STOWAGE (1D) 3. MISCELLANEOUS STOWAGE INCLUDING EMERGENCY EOUIPMENT (9) 4. L10UOR CART 5. WASTE CART 6. WORK COUNTER AND SINK 7. WORK COUNTER 8. COCKPIT DOOR
TYPICAL MID-CABIN GALLEY UNIT (Looking Forward)
1. REFRIGERATORS (2) 2. OVENS (2) 3. STOWAGE (6) 4. WASTE 5. FOOD CARTS (4) 6. COAT CLOSET
-500 ACTIVE CONTROL SYSTEM The extended wingspan on the L-IOll, coupled with the ACS, was a commercial industry first. The extended wingspan, without beef-up change, is accomplished by causing simultaneous and symmetrical deflections of both outboard aileron control surfaces in a way to change the load distribution and to dampen the elastic response of the wing, hence the ACS. When the wing is subjected to aerodynamic loads, the ACS computer receives signals from wing tipand fuselage-mounted accelerometers and computes command signals for the outboard ailerons. The command signals control the outboard ailerons symmetrically, either up or down. Aileron motion unloads the outboard section of the wing and shifts the aerodynamic load inboard. The outboard control surfaces continue to function normally for roll control inputs, with ACS commands superimposed. Impact pressure sensor outputs are used to adjust system gain as a function of airspeed.
An engine pylon fairing change was one of the differences on the Dash 500. The pylon was recontoured to reduce drag and strengthened to accommodate the increased weight of the RB.211-524B higher-thrust engines. (Lockheed, Ken Mims Collection)
78
AIRLINER TECH
Aircraft servicing equipment locations on the L-1011-500 were designed to be used simultaneously at an airline stop to minimize the time on the ground. Passenger functions are on the left side of the aircraft and cargo and galley servicing are on the right side of the aircraft. Tow bar attachments are provided at both the forward and aft side of the nose gear allowing a low profile tractor to easily maneuver directly beneath the fuselage. (Lockheed, Tom
SERVICING EQUIPMENT POSITIONING
CONTAINER TRANSPORTER
COMMISSARY TRUCK
LAVATORY TRUCK
Doll Collection)
When the flaps are extended (four degrees or greater) during the takeoff and landing phases of flight, the outboard ailerons are positioned to approximately eight degrees trailing edge up. This distributes the relatively high wing loads experienced during these periods toward the wing roots. ACS functions that control the outboard aileron position operate about this bias point. When the flaps are retracted the outboard ailerons are returned to the two-degree down position. The ACS functions now operate around this point. The outboard ailerons are also positioned to approximately eight degrees up when the aircraft is on the ground. The ACS allowed the extended wingspan, which provided additionallift, to be installed without adding structure to the existing wing inboard of the wing tip. The ACS/Extended Wingspan configuration was flown for four years and proved a highly reliable system. The FAA, with the following statement on April 19, 1984, recognized its reliability: "The operational reliability of the ACS now being exhibited is satisfactory when compared to the predicted values. Therefore, we concur that the monthly in-service monitoring and reporting of ACS performance be concluded."
FUEL HYDRANT TRUCK
DESIGN AND FLIGHT TEST SPANS
A look at the time spans for the L-1011-500 design and development gives a feeling of the magnitude of the changes involved. Design goahead for the Dash 500 was in August 1976. Building the first Dash 500 started a year later, with first flight on
October 16, 1978. Flight test and certification went on for a year, involving two aircraft, so a total span of a little over three years was required from design start to final certification. The L-1011-500 proved a popular model of the L-1011 with 50 built. Almost half of the active TriStars today are Dash 500s.
A diverter fairing change called the Frisbee fairing was made to the inlet duct for the number two engine. A significant noise reduction in the aft cabin area was accomplished by changing the inlet flow. This was offered as an option on all models of the L-1011. (Lockheed, Ken Mims Collection)
79
Servicing a Delta
s
L-1011-500 at Atlanta
airport in October 1999. Cargo is being loaded in the forward cargo hold while the mid-galley is serviced. (Jim Upton)
VICES
lOAD REDISTRIBUTion WITI.. ACTIVE conTROLS BASIC WING
L1FT~
,",
,'"
.,.""
",,""
I -----------j----------I I
Wing tip extensions were added to the L-I0l1-500 wind tunnel model for the nine100t increase in wingspan. The Active Control System deflects the ailerons up during flight in response to maneuvering and gust loads on the wings. This redistributes the lift load on the wings toward the fuselage. This manages the wing loads so that expensive structural changes are not required for the longer wing. (Lockheed, Dave Steinbacher Collection)
80
AIRLINER TECH ..
~
TRISTAR
RIVATIVES
ROCKET LAUNCHER AND THE FLYING HOSPITAL number of interesting L-1011 modifications were made subsequent to the original manufacture of the TriStar. Included were a Flying Hospital with a full surgical facility, refueling tankers for the British Royal Air Force (RAF), and a rocket launching L-1011 that puts satellites into orbit.
A
THE FLYING HOSPITAL
The Flying Hospital, L-1011-50, msn 1064, was extensively modified during an 18-month span in 1995 and 1996. Purchase of the unmodified aircraft, mechanical refurbishment, and medical retrofitting, cost approximately 25 million dollars. (Purpose and operation of liThe Flying Hospital Incorporated" is described in chapter 7.) The Flying Hospital has a seating section for 67 people, which is used for transportation and training classes. The surgical facility has four operating stations and a pre- and postoperative recovery area that handles up to 12 patients. A minor surgery station, X-ray machines, flouroscan, autoclave sterilizers, and a laboratory are available. A pharmacy and entrance are on the lower deck, using the area that was originally a lower deck lounge in this former PSA aircraft. Other major modifications include the installation of an onboard oxygen generation system, medical grade air and vacuum systems, and a water purification system. New avionics installed on the Flying Hospital L-1011 include windshear detection equipment, Global Positioning System satellite naviga-
tion, TCAS II collision avoidance system, and SATCOM equipment. INTERIOR CONFIGURATION
The interior of the aircraft is completely revised. The following descriptions of the items in the interior arrangement of The Flying Hospital, A through 0, correspond to the letters on the schematic diagram. The two-deck configuration is unusual for the L-1011. This TriStar is one of only five built with a below deck lounge. UPPER DECK
A. Seating for 67 medical participants, in business-class size seats, is used for in-flight travel -as well as a classroom on the ground. A closed circuit television system makes it possible to present training and educational
seminars to in-country health care professionals. A large video screen enables a group of individuals to observe an operation and hear the surgeon's voice as he or she explains the procedure. B. Eye, Ear, Nose, and Throat (EENT) / Dental Suites. Two fully-equipped operating stations permit the performance of EENT and dental surgeries. C. Storage. Multi-drawer compartments are used to stow medical equipment and supplies during flight. D. Examination Areas. Used for special examinations and minor surgical procedures. E. Nurses Station. Work station for administrative duties and system monitoring. F. Preoperative and Postoperative Recovery Area. Will handle up to 12 patients awaiting surgery or recovering from surgery.
Cutaway view of The Flying Hospital shows the upper deck arrangement with training seating for 67 people and the surgical facilities. (Flying Hospital Incorporated)
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LOWER DECK
Schematic layout of The Flying Hospital interior arrangement. The details ofeach of the areas identified by letters are explained in the text on pages 81 and 82. (The Flying Hospital, Inc.) G. Surgical Suite. Three surgical tables and associated equipment are located here. H. Sterilization Station. Medical instruments are sterilized here.
Power Unit and by a diesel generator that are carried in the lower (cargo) bay. These units are removed from the aircraft and set up on location. O. Water Purification System.
MARSHALL AEROSPACE
Marshall Aerospace, headquartered in Cambridge, England, is responsible for the design and implementation of a number of modifica-
LOWER DECK
I.
Entry ramp to the forward lower deck. This ensures that entry to the aircraft does not require a tall stairway.. J. Reception Area. Patients are checked in and out. K. Pharmacy. A full pharmacy was created on the lower deck with a lounge area for the flight crew adjacent. This was in the former area of the PSA lounge. L. Galley. Used inflight and on the ground. M. Medical Systems. Oxygen generation system, nitrous oxide system, medical air system, and the medical vacuum system are located in this area. N. Power Supply. Electrical power for the medical systems is provided by a Ground Auxiliary
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The preoperative and postoperative recovery area in the middle of The Flying Hospital fuselage. Up to 12 patients waiting for surgery or recovering from surgery may be accommodated here. (Air Methods)
AIRLINER TECH ...
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lets, or 20 of the 96" x 125" pallets, on the lower deck. The other long body L-1011s can accommodate 26 of the 88" by 108" pallets on the upper deck. Payload weight and volume for the five L-1011 freighter models are:
Medical seminars are held onboard The Flying Hospital via a closed-circuit television system that projects medical operations in real time from the operating suite forward to the seminar area. The seminar seats 67 people in business class size seats. (Flying Hospital Incorporated) tions to the Lockheed L-1011. Included are the cargo modifications. Marshall Aerospace holds the original Supplemental Type Certificate for the cargo version of the L-1011; the RAF versions of the L-1011; and the rocket launch modifications for Orbital Sciences' L-1011. Marshall's capability covers design, manufacturing, maintenance, and modification and testing of various aircraft. Total employment at Marshall of Cambridge is over 1,500 people at their 800-acre facility, which includes 1.2 million square feet of covered floor and some of the largest heated hangars in the world. . Cambridge Airport is part of the Marshall Aerospace site and is owned and operated by the Marshall Group.
L-1011
FREIGHTER
Marshall Aerospace does freigh ter modifications for five L-1011 models. All five can be configured for military 88" x 108" pallets. The L-1011-500F can carry 22 of the 88" x 108" pallets on the upper deck and 20 of the 88" x 125" pal-
• L-IOll-1F: 114,000 pounds and 15,964 cubic feet • L-IOll-50F: 131,964 pounds and 15,964 cubic feet • L-IOll-lOOF: 129,850 pounds and 15,964 cubic feet • L-IOll-200F: 127,550 pounds and 18,492 cubic feet • L-IOll-500F: 136,480 pounds and 14,265 cubic feet
The cargo modifications include the cargo floors, associated loading hardware, and a large 115" high by 155" wide C-4 upward opening cargo door that allows 20-foot pallets to be maneuvered through the doorway to permit carriage of outsize loads. All of the L-I011 aircraft can accommodate LD-3 or LD-6 containers in the lower cargo holds and some L-I011-200 and all L-1011-500 TriStars can carry 5 of the 88" by
Marshall Aerospace in Cambridge does major modifications on L-I011s. A completed L-I011-500 tanker for the British Royal Air Force is on the ramp by the taxiway with a British Air and a Pan American L-I011 on the ramp prior to modification. (Lockheed)
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125" pallets in the lower forward cargo hold using the larger C-1A door. Interiors include a solid crash bulkhead in the forward part of the cabin and a flexible area with seats for couriers.
L-lOll TANKER CONVERSION
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A TriStar undergoing modification to an L-1011F freighter for American International Airlines (AIA) at the Marshall Aerospace facility in April 1999. Elaborate scaffolding and aircraft support structure are required. (Marshall of Cambridge Aerospace)
The RAF needed a multi-role inflight refueling tanker I freighter I passenger aircraft. Marshall modified nine L-1011-500s in the early 1980s to these configurations. Two were tankers, designated K1, four were combination tanker-freighters designated KC1, and three were passenger aircraft designated C2. The need for a strategic tanker for the UK became apparent in the Falkland Islands' War in 1982. Marshall Aerospace designed, manufactured, and installed seven additional fuel tanks in the lower cargo bays of six ex-British Airways L-1011500s. A twin hose drum unit was
Rolls-Royce RB.211 engine and nacelle assembly are loaded through the forward main deck cargo door of the L-1011 freighter modification. (Marshall of Cambridge Aerospace)
84
installed in the aft cargo bay, allowing simultaneous refueling of two aircraft. The modification allowed the aircraft to carry an additional 100,000 pounds of fuel and made it one of the most efficient tanker systems in the world. Full flight-testing and certification was carried out by both the company's test pilots and by the RAP's test pilots based at Boscombe Down. Royal Air Force C2-dedicated transport TriStars can carry 265 passengers and 35,000 pounds of freight over ranges in excess of 4,500 miles. K1 Tristars are tankers with the capability of carrying 204 passengers. RAF KC1 TriStars are tankers with the large freight door in the forward fuselage. The KC1, in addition to refueling, can carry 20 cargo pallets, 196 passengers, or a combination of freight and passengers. RAF TriStars are based at RAF Brize Norton in Oxfordshire, England.
British Royal Air Force L-I011, msn 1164, modified to a combination tankerfreighter at Marshall Aerospace is designated a KCl by the RAF. One of the two refueling drogues is extended behind the aircraft and the probe for refueling the L-I011 can be seen on top of the fuselage above the flight station. (Lockheed,
Dave Steinbacher Collection)
Interior of the L-1011 freighter modification by Marshall Aerospace. A jet engine sits on a pallet. Roller trays and pallet locks can be seen on the floor.
(Marshall of Cambridge Aerospace)
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associated test and launch equipment. A special cavity in the back of the L-1011 was built to fit the vertical tail of the Pegasus. This cavity has doors opening vertically into the unpressurized hydraulic service center and was modified to accommodate the Pegasus vertical tail. The Stargazer L-1011 will carry and launch both the Hybrid Pegasus and the larger Pegasus XL. In 1999 Marshall Aerospace again modified Orbital Sciences L-1011 Stargazer to carry and launch the NASA/Orbital Sciences X-34. The X-34 vehicles' purpose was Orbital Sciences L-IOll Stargazer seen at Vandenberg Air Force Base in to demonstrate key technologies, California has been modified as a rocket launching aircraft. Orbital Sciences' three- leading to commercial development stage Pegasus rocket, attached under the L-IOll, is used for putting satellites into and operation, of reusable launch orbit. (NASA photo by Carla Thomas) vehicles. They would have served as a testbed for new technologies ROCKET LAUNCHER weighs 52,000 pounds. requiring a high-speed, high-altiModifications to the L-1011 tude flight environment. They Another major modification include the support and attach would have demonstrate dperformade to the L-1011 by Marshall structure on the bottom of the fuse- mance of the new Fastrac engine, Aerospace in 1993 was the Orbital lage, hydraulic attachment and designed by Marshall Space Flight Sciences Stargazer L-1011. The release mechanism, aerodynamic Center engineers to be simpler, Stargazer carries and launches the fairings to fit the Pegasus, payload cheaper, and needing less maintePegasus three-stage rocket, which is air-conditioning system, a nitrogen nance than current engines. Unforused to put satellites into orbit. This purge system, umbilicals, launch tunately, the X-34 program was canis no small rocket, as the Pegasus panel operator station, and all the celled by NASA in March 2001.
Stargazer takes offfrom its home base at Mojave, California. Notice the stored Delta L-IOlls in the background. Oim Upton)
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AIRLINER TECH ...
INTERVIEW WITH TEST PILOT BILL WEAVER
(on July 11, 2000)
Bill Weaver, a former test pilot for Lockheed, tested the company's latest aircraft, including the SR-71 Blackbird. He was later Division Manager and Chief Pilot for Commercial Flying during the L-1011 program. Weaver's first flight on the L-1011 was the fourth flight on TriStar One in December 1970. He was on the flight test development and certification program of the 1011 from that time to the end of the program. Bill Weaver was also directly involved with a number of the later modifications made on the L-1011. He is currently flying the Orbital Sciences L-1011 Stargazer for all rocket launches including the Pegasus rocket and the Orbital SciencesNASA X-34 rocket testing. In the following interview, Bill Weaver describes the L-1011 activity he has been involved with after the original production of the TriStar. Bill Weaver: /II went over to Marshall Aerospace the first time in 1985, on the certification of the tankerfreighter conversion they did for the Royal Air Force. Flying qualities had no noticeable difference. With the receiver probe there was a pretty noticeable buffeting from the probe that was installed just aft of the cockpit, on the top of the fuselage. It really got noticeable at 300 knots./I
Bill Weaver, in the flight station of the Orbital Sciences L-IOll Stargazer, has been the pilot-in-command for all of the flights on the Stargazer for Orbital Sciences. This includes both the Pegasus and X-34 flying and launches. He was also the test pilot for the modification certification flights. Gim Upton) program in July 1993. We finished the certification in November 1993 and got back to the states to home base in Bakersfield, in December
1993. That was an interesting test program because we flew with an inert Pegasus attached and did a mini certification program, includ-
Launch Panel Opemtor Station Payload Air Conditioning System Nitrogen Purge System Attachment and Release Mechanism
Rocket Launcher Modification /II went back to Marshall's on the Pegasus L-1011 modification. Orbital Sciences bought the airplane from Air Canada in 1992 and it had been stored in Marana, Arizona for about 18 months. I got involved in accepting the aircraft from Air Canada and then ferrying it over to Marshall's for modification. After the modification, I went back and did the test
Umbilicals
Cutaway view of the major internal modifications to the Orbital Sciences L-IOll Stargazer rocket launcher. Launch operator station is just aft of the flight station.
The remainder of the cabin is empty. The lower deck has most of the modifications including the payload air-conditioning system, nitrogen purge system, and the attachment and release system. Attach hooks, fairings, and umbilicals are external. (Orbital Sciences)
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Launch operator's stations in the Orbital Sciences L-10ll Stargazer. The launch operators are responsible for controlling all the launch systems in the L-10ll and the launch of the rocket from the Stargazer. The two are part ofa total flight crew of only five people, the other three are the pilot, co-pilot, and flight engineer. aim Upton) ing stalls and dives to VD/MD (max- Testing the Rocket Launcher imum dive velocity and mach), it was kind of interesting. The Pegasus "Actually, you don't even know weighs 52,000 pounds, a big vehicle, the Pegasus is attached. As far as and has a 27-foot wingspan and is handling goes, handling qualities about 55 feet long and five feet in are really unaffected. It has a fairly diameter. The vertical fin of the small cross section and a high wing Pegasus sticks up inside our fuse- and the wing actually fits right lage. They built a fin box inside the below the fuselage. It doesn't affect hydraulic service center of the lateral-longitudinal stability at all, L-1011 that's in an unpressurized it's not noticeable. Stall characterisarea. They modified the existing tics are the same, stall speeds are hydraulic service center to accom- about the same. VMC (minimum conmodate the fin box. That was very trol speed) is the same, but the big interesting doing that program. We difference initially was the vibration had problems with vibration and and buffeting we experienced, buffet on that, that were pretty sig- which was pretty much minimized nificant. This resulted in a lot of by redesigning all these fairings, air redesign of fairings and seals, to the dams, seals, and brush seals. That point where it is now acceptable. took about two or three different When we got out to 240 to 250 knots, iterations of fairing and seal we were getting pretty significant changes. About 22 flights were vibration and buffeting on the first required to complete the developflight. When we launch, we are at ment and certification program. It 39,000 feet and usually about .82 turned out to be successful and there Mach. About as fast as we can get." are no limitations or restrictions.
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"One of the hardest parts was getting out to the dive speed during flutter tests. The vehicle is very draggy, that was the most noticeable effect on the airplane. The increase in drag is like a IS-percent increase in fuel burn and it's almost like having an extra 30,000 pounds of weight on the airplane, just from the drag, not the weight of the vehicle. So we have had to contend with that. Rolls fortunately approved a boosted thrust rating on the engines. We have the 22B engines which are 42,000 pounds of thrust. The Dash 500 and the 200s had the 524 engines which got up to 50,000 pounds of thrust. We could really use that, but unfortunately the company didn't go for that. It would be a pretty expensive modification, not only the cost of the engines, but the interfaces. The boosted thrust, which Rolls has approved, can only be used above 31,000 feet. But we can go to a much higher EPR (Engine Pressure Ratio) than MCT (Maximum Continuous Thrust). It effectively gives us about an extra 2,000 feet of altitude. "Once we get above 31,000, when we are on an actual launch mission, we go to boosted thrust and we are looking at maybe a 10percent increase in EPR. We go from an MCT EPR of 1.600 up to about 1.640 or 1.650, and that gets us about an extra 2,000 feet of altitude for a given weight condition. The higher limits are approved as long as we don't exceed any temperature or RPM limits, N1, N2, and N3. We have ample margin in all respects, we have ample temperature margin, so that's been very helpful. But still it's a real drag, literally, to get up there at any significant weight. Fortunately, our missions are pretty short so we haven't had to take off at high weight for any of our actual launch missions.
"Our drop point is typically about an hour from takeoff. We had one mission scheduled for Kwajelein, which was going to be 400 miles to the drop point. That would have been a real struggle, but that's been delayed. Most of our missions are out of Vandenberg (Air Force Base, California), although we have had six out of Wallops Island, Virginia, one out of Cape Canaveral, and one we did out of the Canary Islands for Spain about three years ago. In each case, the drop point has been just about an hour from the takeoff point. Typically, our takeoff weight will be 335,000 pounds and the max takeoff weight of the airplane is 466,000 pounds, so we are going relatively light. But even then it's kind of a struggle because of the drag."
Four main latches for attaching the Pegasus or X-34 on the bottom of the fuselage of the L-1011 Stargazer are covered by protective fairings when not in use. View is looking aft, vertical tail fin doors can be seen. (Jim Upton)
Rocket Launch from the L-1011 "The launch is an impressive event. We not only lose 52,000 pounds instantaneously, but we have a 10 percent aft CG (center of gravity) shift, so the nose comes up in a very pronounced manner, which is good because we like the separation. The 1011 pitch control authority is fantastic, and the controls are so good that it is very easily arrested, like with 20-pound pitch forces. I always just let it ease on up after we drop it at 39,000 and usually we go on up to about 40,500. After we drop it, we always do about a 10-degree heading change, just to get out of the rocket exhaust. Five seconds after we drop the rocket, the first stage lights off. It's a three-stage vehicle, first stage lights off five seconds after release and then it just accelerates straight ahead and then, of course, pulls up. We do this heading change just to avoid flying through the rocket exhaust, which wouldn't be too good for windshields and airplane engines.
Doors for the Pegasus vertical tail fin allow it to protrude into the fuselage. The fin protrudes into the unpressurized hydraulic bay area. Forward-looking video camera housing can be seen in lower left of photo. (Jim Upton)
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"It is pretty impressive, not only do you feel it in the airplane, you actually hear it, it is kind of a loud bang. The Pegasus is held by four main hooks attached to the airplane. When they release, with that tremendous weight, it's a very noticeable reaction throughout the airplane. The four hooks are hydraulically released. There is a nose hook also, but that is not a load-bearing hook. Actually, it preloads the nose to avoid what they call a 'twanging' effect, trying to minimize the bending in the Pegasus fuselage when it drops. Sort of like a bumper, with a 5,000-pound preload in the downward direction. We also carry a smaller Pegasus, weighing 42,000 pounds. It is shorter, as well as being lighter, and does not have the nose hook attachment. "Before we got it on the 1011 they had six launches of the earlier, smaller Pegasus, from NASA's B-52.
That program started its first drop in 1990, before they had the 1011. The B-52 cannot accommodate the larger Pegasus XL. We have dropped three of the smaller Pegasuses, called the Hybrid Pegasus. The mission crew is five nominally; we have pilot, copilot, flight engineer, and two launch panel operators. There is a launch panel in what used to be the first class section of the airplane, just behind the flight station, and they control all the interfaces between the airplane and the Pegasus. They control the special air conditioning for the payload bay, nitrogen for purging, all the hydraulic actuators for the release mechanism, telemetry, and all the instrumentation." Other Modifications "We certified the XL, the big Pegasus over in Cambridge. I was DER (Designated Engineering Representa-
tive, FAA) test pilot for that. Marshall Aerospace, in Cambridge, has done a lot of 1011 work. The RAF tankerfreighter conversion, then the Pegasus for us, and they have done the freighter conversion for American International Airlines. They modified eight or ten with cargo doors. I was over there on that certification also. It has been real interesting." 23 Launches "We have had 23 successful launches of the Pegasus since the first one in June 1994. The launches have all been successful, but three of the vehicles were not successful, out of 23, which is not bad. That's a pretty good track record. We have had 15 in a row now, that were completely successful. Our last one was in June (2000), out of Vandenberg. The next one is supposed to be out of Kwajelein in October 2000." X-34 Flight Test
Orbital Sciences L-1011 Stargazer takes offfrom Edwards Air Force Base for the first captive carry flight of the X-34 on 29 June 1999. The NASA/Orbital Sciences X-34, an unmanned single-engine rocket plane, was planned to test many new technologies leading to the development of re-usable launch vehicles that could launch satellites into space in the future. The X-34 was designed to achieve altitudes of up to 250,000 feet and speeds up to Mach 8 and then land back on a runway, sort of an unmanned X-IS research vehicle. Unfortunately, the X-34 program was cancelled by NASA in March 2001. (NASA photo by Tony Landis)
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AIRLINER TECH
"In the meantime the airplane has been modified again by Marshall's for the X-34. I was over there for that certification also. We have had three captive carry flights and the first one, again, we ran into a pretty significant vibration-buffet problem. It wasn't as noticeable in the airframe, but it was noticeable from the chase plane standpoint. We have intentionally reduced our maximum speed on the airplane for the X-34, because we don't need it. We don't need the certified max speed on the Pegasus either, we hardly ever get above 300 knots carrying the Pegasus. There is no need for it, and our VD (design diving speed) on the airplane is 435, and VMO (maximum permitted operating speed) is 375 on the basic airplane, and that is essentially what we have on the airplane with Pegasus. We intentionally reduced to a
VD of 375 and VMO of 325 with the X-34, which is more than adequate. "The first flight with the X-34 we did go out to the 375 point, at 15,000, and then we were going to climb up to 35,000 to try and get the MD point, which was going to be.80 Mach number. The NASA photo chase plane looked us over and they saw a big gap in a fairing, back in the aft fuselage on the right hand side. They said it looked like a twoinch gap in this large fuselage fairing, that went from the bottom of the fuselage and curved around up to the right side, so we went back and landed. Upon further investigation, they found the left side also had a lot of missing fasteners that came loose and popped off during flight, from the buffeting of the X-34 that was impinging against the aft fuselage of our airplane. So, it turned out, there was a lot of stuff going on there. As a result, we were down for about three months. Marshall's came over and they did a major beef-up on the aft fuselage. There were some cracked stringers inside the airplane, underneath those fairings. They installed stiffeners and doublers and three months later we went out and it was fine. The airplane withstood all that. "We have now completed three flights with the X-34, the second flight repeated the first, and then we finished up all the test conditions we had not completed on the first flight. Then we did an eight-hour cruise performance flight with the X-34. Another captive carry flight is scheduled for later this year (2000). "You can go back and forth,
between the configurations, for carrying the Pegasus or X-34. The X-34 program calls for about 25 or more launches of the X-34, a big program. You can really feel the X-34, you know that it's on there, not only drag wise, but handling. Weight is slightly lighter than the Pegasus at 48,000 pounds fully fueled, but it has a much larger cross section and a low wing. The airplane handles differently with the X-34, especially laterally, low speed lateral control is noticeably different. At higher speed you don't notice it. We haven't done any significant stability tests yet, just felt it out. On our next flight we are supposed to go up and do lateral and direction-
al stability and stall characteristics. I don't think it will affect stall too much. We probably have three or four more flights to complete the captive carry flights and then we will start getting into the drops. It's a good program, real interesting. The whole thing has been a very interesting experience. First flight with an inert Pegasus was at Cambridge, in August 1993, so we have been doing it now for seven years." Rocket Problems "The first live launch we did was also the first launch of a Pegasus XL and they had to destroy the Pegasus
Launch ofa Pegasus rocket from Orbital Sciences L-I011. Launch occurs at 39,000 feet. Five seconds after it is dropped, the first stage lights off (Orbital Sciences)
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sa .
45 seconds after we dropped it. It was a problem with the match between the Pegasus autopilot controllaws and the vehicle dynamics. The Pegasus started going through all kinds of funny looking gyrations after launch. When you drop it, five seconds after you drop it, it lights off, and in the meantime we are doing this little evasive maneuver, but when we roll out you can hear the thing light off, it sounds like a freight train going underneath us. It is slightly below us and ahead of us, and then it pulls up, it looks like it goes up at a 60 degree angle, it really str~aks up! A very impressive sight. ·"On this first one we all noticed that it was a kind of zigzag exhaust trail, and then, we didn't know what to expect, we didn't know whether that was unusual or not, but then we saw something peel off the main rocket and start descending and it was trailing a contrail or exhaust trail and we new something was wrong then. We didn't see what happened when they destroyed it. The
CREW
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GAlUY
C(NUR
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Launch Operations Control Center, which has about a hundred people down there, has all the telemetry data going to them. The Mission Flight Control Officer is responsible for sending the destruct signal when things are obviously going wrong. That was the very first launch we did, the second launch was good, everything worked great. "The third launch was a Pegasus XL, and they had to destroy that about two minutes after we launched it. The problem was the interface fairing between the first and second stage. The first stage separated from this interface fairing, but then the interface fairing did not separate from stage two and it affected the rocket gimbaling nozzles, and again, caused some bad gyrations. In another case, everything was perfect until stage 3 got into orbit, but the payload did not separate from stage 3 properly. That was the third failure and the last one. That was about four years ago. Ever since they have all been perfect."
_ f l I E C U T l l / l S U l l i . - EXECUT.V' _ _ III'LQUNl;( _ _ - C U I $ l C D M ' T _ CAllEY
:~~ GALLlY
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MEDICAL IATII
BUIlDOM
Spectacular Night Launch "We have done a few night launches and that really lights up the sky. The very first night launch we did we were watching this first stage blasting out, you can see that plainly, we can see the first stage through burnout, that's usually about a minute and 15 seconds after we drop it. First stage burnout is probably about Mach 8 and altitude about 200,000 feet. It really goes, then we can see the second stage light off and we can usually see the second stage through its burn out, which is about another minute and 30 seconds, by then it's at 700,000 feet! Approximately 10 minutes after launch it has placed satellites into orbit." What do you think about the L-IOll, from a pilot's perspective? ''It is a great airplane, everybody agrees to that. Everyone I have ever talked to, who has flown it for the airlines, just loves the airplane, and we certainly do. Most of the guys I use on the program are ex-Lockheed; Don Moor, Ebb Harris, Rod Boone, and the flight engineers Tom Goodwin and Bob Taylor."
STATlIlOOM
VIP
AFTtAllGO
-fU'-
_WIOtAIlCOCOWPT_ COMPY
Example ofa VIP interior of the L-IOll. Lockheed Aircraft Services modified several L-IOlls to VIP configurations. (Lockheed Martin Corporation)
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AIRLINER TECH
AIRCRAFT
Several L-1011s have been modified by Lockheed Aircraft Services to VIP aircraft with a variety of deluxe interior features. An example of one such interior modification is shown in the accompanying diagram. American Trans Air (ATA) operates several all first class L-1011s on round-the-world tours. There are only 100 seats total in this configuration. The new applications of the L-1011 accomplished through modification have added a whole new dimension to the contInued use of the TriStar.
CURRENT
PERATORS
STILL GOING STRONG AFTER inety-three L-1011 TriStars are currently active, and another 95 are inactive, of the 250 built starting in 1970. Not bad for a 30-year-old airliner. Current operators of the Lockheed TriStar are constantly changing, as one airline retires its L-1011s, another airline picks them up. Several of the original airline customers are still operating L-1011s, including Delta and BWIA. The L-1011 was designed for a long life with proper maintenance and the large numbers still operating or operable bear this out. American Trans Air. ATA is now the largest operator of the L-1011 with 20 TriStars. Headquartered in Indianapolis, Indiana, ATA is the 11th largest passenger airline in the United States with a fleet of 54 aircraft serving more than seven million passengers annually. Now in its 27th year of operation, ATA focuses on serving the most popular vacation destinations and major
N
30 YEARS
business centers. Twenty-nine scheduled destinations include numerous continental U.s. cities plus Cancun Mexico; San Juan, Puerto Rico; Kahului, Maui Hawaii; and Honolulu. ATA operates scheduled and charter flights, as well as sub-charters and wet leases. ATA also supports U.s. military operations with immediate airlift, as in Operation DESERT STORM. Some of ATA's around-the-world charter operations are done with the L-1011s operating in a one-class, allfirst-class, configuration. Delta Airlines. Delta was one of the original airlines to order the L-1011, and as of July 2000 was still the second largest operator of the TriStar, with 19 L-1011s. Delta is headquartered in Atlanta, Georgia, and operates its L-1011s to Los Angeles; Dallas-Fort Worth; Honolulu; San Jose, California; Salt Lake City; O'Hare, Chicago; Miami, Florida; West Palm Beach, Florida; Orlan-
American Trans Air L-l011 on takeoff at Las Vegas in November 1995. ATA is currently the largest operator of the L-1011 with 20 in operation. (American Trans Air /Patrick Bennett)
do International; Kahului, Maui Hawaii; Fort Lauderdale, Florida; Tampa/St. Petersburg, Florida; and San Francisco. Air Transat. Air Transat is the third largest operator of the L-1011, with 12 L-I011s comprising approximately two thirds of its fleet. Headquartered in Mirabel, Quebec, Air Transat flys scheduled, charter, international, and regional passenger flights. Scheduled and charter carrier flights are out of five main bases: Montreal, Toronto, Quebec City, Halifax, and Vancouver. Primary destinations during the summer season are to Europe. Domestic flights are within Canada. During the winter season, destinations are to the Caribbean, Mexico, South America, and the United States. Royal Air Force. The fourth largest operator of the L-1011 is the British RAF with nine L-1011s converted to transport-tankers by Marshall Aerospace. Kitty Hawk International. KHI, headquartered in Ypsilanti, Michigan, is a subsidiary of Kitty Hawk Air Cargo in Dallas, Texas. Part of the KHI fleet included eight L-101l200 TriStars. KHI provided worldwide air cargo service and scheduled flights to 28 domestic points for freight forwarders and the U.S. Postal service. Destinations also included Central and South America and the Far East. Kitty Hawk was also a member of the Civil Air Reserve Fleet and performed assignments for the military and the U.S. State Department. KHI ceased operations on April 30, 2000. Some of these L-1011s are now stored in Mojave, California.
93
, Interior of an American Trans Air L-l011 configured arrangement. (American Trans Air/Patrick Bennett)
TradeWinds Airlines. Headquartered in Greensboro, North Carolina, TradeWinds currently has six L-1011 TriStars. Its services include scheduled, charter, international, regional, domestic, and cargo flights. Scheduled destinations include Greensboro; High Point; Hartford; and Aguadilla, Puerto
In
a 3-4-3 seating
Rico. Five of its TriStars are in passenger configuration while another is an L-1011-1F freighter. Air Atlanta Icelandic. Headquartered in Mossfellssbaer, Iceland, Air Atlanta has four L-1011 TriStars as part of its fleet. Services include scheduled, charter, international, passenger, and cargo. Air Atlanta
Passengers deplaning an American Trans Air L-l011 in July 1992. The availability of two doors to exit on the L-1011 speeds up the turnaround process. (American
Trans Air /Patrick Bennett)
94
...AIRLINER TECH..
specializes in wet leasing to scheduled and charter airlines worldwide. Most of its flying is done under the auspices of the customer airline, however, Air Atlanta operates charter services from Keflavik for Icelandic tour operators. BWIA International. BWIA, headquartered in Port of Spain, Trinidad and Tobago, has four L1011-500s as part of its fleet. Direct services are from the Caribbean to the United States and Canada, as well as across the North Atlantic to London and the UK. Arrow Air. Arrow headquartered in Miami, Florida, has three L-1011200F freighters along with a number of DC-8s. Services include scheduled, charter, international, regional, domestic, and cargo operations. Arrow operates over 90 weekly scheduled cargo flights and has a strong charter business. Scheduled destinations include Atlanta; Guayaquil; Iquitos; Lima; Miami; Panama City; Quito; San Jose; and San Juan, Puerto Rico. Fine Air. Parent company of Arrow Air, is Fine Air, also located at Miami. Fine Air has one L-1011-200F along with nine DC-8s. An all-cargo company, Fine Air operates scheduled and charter services to more than 20 cities in South and Central America and the Caribbean. Saudi Royal Flight. Two L-1011-500s are in the Saudi Royal Flight. Orient Thai Airlines. Orient Thai has two passenger L-1011-1s, currently being operated by Kampuchea Airlines of Cambodia. EuroAtlantic Airways. This Portuguese airline has one passenger configured L-1011-500,msn 1240. Air Luxor. Air Luxor of Portugal has two L-1011-500s, msn 1241 and msn 1248. It operates transatlantic passenger charter flights from Lisbon airport and seasonal European flights
in the summer, along with ondemand cargo flights. Air Luxor's main base is at Lisbon with hubs at Macau, Sal, and Paris Le Bourget. JMC Airlines. JMC headquartered in Manchester, UK, merged Caledonian Airways into JMC Airlines, adding the four Caledonian L-lOlls to JMC's existing fleet of Airbus 320s, Boeing 757s, and McDonnell Douglas DC-lOs. JMC operates charter services to the Mediterranean, Canaries, and long haul destinations. The Flying Hospital Inc. (FHI). The Flying Hospital is not only technically unique, but has a special "heart" as well. The Flying Hospital is an L-lOll-50 and is the world's largest fully-equipped surgical hospital ever constructed inside an aircraft. FHI is a 50l(c)(3) charitable humanitarian organization, dedicated to delivering the highest standard of healthcare to impoverished and suffering people throughout the world. FHI designs, coordinates, and implements its medical missions, in partnership with non-profit organizations, including corporations, governmental agencies, and others desiring involvement with a humanitarian endeavor. FHI medical missions address the unmet healthcare need of people in countries where medical services are often unaffordable or unavailable to large segments of the population. In addition, they are a conduit for the exchange of medical knowledge and technical expertise between nations. Volunteer doctors
Kitty Hawk International L-I011-200 freighter (msn 1176) landing at Los Angeles International in 1999. Kitty Hawk ceased operation in April 2000. Their primary business was worldwide air cargo service. (Stephen Griffin)
Air Transat L-1011-500, msn 1243, at Fort Lauderdale, Florida, March 21, 2000. Air Transat, based in Mirabel, Quebec, operates 12 L-1011 TriStars. (George W. Hamlin)
Delta Airlines terminal at Atlanta, Georgia, in October 1999. Delta was one of the original TriStar customers and at one point had 54 L-1011s, the largest number of any airline. In July 2000 Delta had 19 L-I011s, but is planning to phase them out by August 2001. (Jim Upton)
LOCKHEED
L-IOnn 1r~ll~TA~
95
...
~ ~ ~ - = = ~national and became a separate non-
~
-
.
-
-
-~
-
-
TradeWinds Airlines L-l011-40 (msn 1141) at Toronto airport in August 1998. Based in Greensboro, North Carolina, TradeWinds operates six L-l011s. Five are pa'ssenger configured and one is afreighter. (Via Bill Hart) and nurses on The Flying Hospital missions spend significant time working with local healthcare professionals, teaching seminars, and offering hands-on participation during surgical procedures. The teaching component of a mission leaves a lasting impact on the community, long after the aircraft has departed. Future plans include being able
to provide rapid response to natural or manmade disasters. The focus of these type of missions would be to deliver emergency surgical and medical services, medicines, and medical supplies, to areas where local healthcare facilities have been overwhelmed or incapacitated. . FHI originated as the medical division of Operation Blessing Inter-
British Royal Air Force KCl TriStar 20950 (msn 1164) refuels an RAF F-4 Phantom II. The tanker-freighter conversions were done by Marshall Aerospace in Cambridge, England. The RAF operates nine converted L-1011-500s. The longer wing on the Dash 500 TriStar is very evident in this view looking down. (Marshall of Cambridge Aerospace)
96
AIRLINER TECH ..
profit organization liThe Flying Hospital Inc." in 1998. The first mission was to El Salvador, after an 18month modification to the L-I011 to turn it into a Flying Hospital. The Flying Hospital is capable of completing up to eight missions per year. Typically, each deployment spans 14 days, depending on the nature of the mission. In addition to procedures performed aboard the aircraft, hundreds of patients are seen each day at a temporary clinic site and local hospitals. In a typical two-week mission, more than 6,000 patients can be treated. Medical teams onboard the aircraft can provide surgical care for 10 days without re-supply. All of The Flying Hospital's systems are designed for deployment to areas with limited support. During the 11 Flying Hospital missions conducted since 1996, medical teams provided 80,676 free services to patients, including 3,072 surgeries performed aboard the aircraft and in local healthcare facilities in host countries. Countries included El Salvador, Panama, Ukraine, Kazakstan, Ecuador, Brazit Bolivia, India, Russia, Mexico, and a nineweek 18 country global mission. The major modifications to this L-I011 were discussed in Chapter 6. Jordanian Government. Jordan has one L-I011-500 for the Royal Flight. Novair Airlines. Headquartered in Stockholm, Sweden, Novair had three TriStars as 40 percent of its fleet, however, as of June 2000, two were sold to Air Luxor of Portugal. Destinations for its international passenger charter service included the Mediterranean and the Canary Islands, as well as long haul services to Thailand, Indonesia, West Indies, Cuba, Dominican Republic, Mexico, and the United States.
I
1
!
ORBITAL SCIENCES
Orbital Sciences, headquartered in Dulles, Virginia, owns and operates a Lockheed L-1011, msn 1067, used for launching satellites. Orbital uses a three-stage Pegasus rocket, carried by its L-1011, to launch the satellites. Mr. David W. Thompson, Orbital's Chairman and Chief Executive Officer, said, "The Pegasus program has played an enormous role in our company's development, from a fledgling commercial space enterprise in the late 1980s, into one of the largest and most capable space technology and satellite services companies in the world today." The Pegasus launch vehicle is used by commercial, government, and international customers to launch small satellites weighing up to 1,000 pounds into low-Earth orbit. Pegasus is carried aloft by the company-owned L-1011 Stargazer aircraft to an altitude of approximately 40,000 feet over open ocean areas, is released, and then free-falls in a horizontal position for five seconds before igniting its first-stage rocket motor to begin its ascent into orbit. Pegasus has become the world's standard for affordable and reliable small launch vehicles. In the last three years, Pegasus carried out 14 successful missions. It also has a full launch manifest for the future, with 12 launches carrying 27 payloads scheduled over the next two years. Orbital's L-1011 is also the launch aircraft for the NASA-Orbital X-34. No small vehicle, the X-34 is an unmanned, single-engine rocket plane, built by Orbital, that would have tested many new technologies leading to the development of reusable launch vehicles that could launch satellites into space in the future. It is 58.3 feet long, has a 27.1foot wingspan, and is 11 feet tall from the bottom of the fuselage to
Orient Thai Airlines' L-1011-1, msn 1043, in a passenger configuration is on lease to Kampuchea Airlines of Cambodia. (David Birtwell)
the top of the tail. The big difference in operation between the Pegasus and the X-34 was that the X-34 could have landed and been reused after launching a satellite. .Following completion of the captive-carry flights, Orbital would have conducted several unpowered flights during which the X-34 will be
released from the L-1011 and will glide back to Earth to test its onboard approach and landing system. The next step will be a series of powered flights, where the X-34 would be released from the L-1011 and ignite its Fastrac rocket engine. Sadly, the X-34 program was cancelled by NASA in March 2001.
Caledonian Airways L-1011-100 (msn 110V at Toronto in May 1996. Caledonian's four L-1011-100s have been merged into fMC Airlines based in Manchester UK which will use them on its charter services to the Mediterranean. (Steven Haltvick)
LOCKHEED
L-iOn Tli~TAI
97
Last flight of Lockheed L-1011 TriStar One, doing aflyby at Palmdale on August 25, 1986 on its way to Arizona to be broken down for spare parts. It was purchased by the Aviation Sales Company of Miami, ending a 16-year career as aflight test and research aircraft for Lockheed that started as the first L-1011 to fly. (Lockheed Martin Corporation)
L-IOll TRISTAR FUTURE
Novair L-1011-500 in Miami, Florida. Novair, based in Sweden, has sold its L-1011s to Air Luxor ofPortugal which will operate them on transatlantic charter flights and seasonal European flights. (David Birtwell)
Three Kitty Hawk International L-1011s in storage at Mojave, California, on July 14, 2000. Kitty Hawk, headquartered in Ypsilanti, Michigan, ceased operations on April 30, 2000. (Jim Upton)
98
AIRLINER TECH --
~
With 93 L-IOlls currently active, and a number stored in good condition, it appears that the L-IOll will be around for quite a number of years. As first tier operators retire their L-IOlls, second and third tier operators are picking them up at attractive prices, with some being used for spares. The Lockheed L-IOll was designed and manufactured for a long life, with an airframe durable enough for essentially unlimited structural life in normal operational service. (An unlimited life means the life of a properly inspected and maintained structure will not be limited by fatigue or corrosion problems.) In terms of support plans, Thomas L. Crawford, Program Manager for Out of Production Support for Lockheed Martin, said "Lockheed Martin will continue to provide complete product support to the L-IOll operators. This includes, but is not limited to, engineering and technical support including DER activity, maintenance training, technical publication revisions, field service, and logistics including spares, kits, and overhaul."
PRODUG ALL OF THE
I
I
I I
Line No.
MSN
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58
1001 1002 1003 1004 1005 1006 1007 1008 1009 1010 1011 1012 1013 1014 1015 1016 1017 1018 1019 1020 1021 1022 1023 1024 1025 1026 1027 1028 1029 1030 1031 1032 1033 1034 1035 1036 1037 1038 1039 1040 1041 1042 1043 1044 1045 1046 1047 1048 1049 1050 1051 1052 1053 1054 1055 1056 1057 1058
Model -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1
Original Original Registration Customer N1011 N301EA N302EA N303EA N304EA N305EA N306EA N307EA N308EA N309EA N310EA N311EA N31001 N11002 N11003 N11004 N11005 N11006 N312EA N313EA C-FTNB N314EA N315EA G-BAA C-FTND N31007 C-FTNE W31008 N31009 N31010 N31011 G-BAAB N1181L N41012 N31013 N31014 N316EA N317EA N318EA N319EA N70lDA N320EA N32IEA N322EA N323EA N702DA C-FTNF C-FTNG C-FTNH 324EA N325EA 703DA JA8501 N326EA N327EA N328EA N704DA N64854
EAL EAL EAL EAL EAL EAL EAL EAL EAL EAL EAL TWA TWA TWA TWA TWA TWA Haas-Turner EAL Air Canada EAL EAL Court Line Air Canada TWA Air Canada TWA TWA TWA TWA Court Line Lockheed TWA TWA TWA EAL EAL EAL EAL Delta EAL EAL EAL EAL Delta Air Canada Air Canada Air Canada EAL EAL Delta All Nippon EAL EAL EAL Delta Lockheed
L-I0ll TRISTARS Notes
Operator as of July 2000
First flight on 11-16-70, #1 test a/c Delivered to EAL3-24-73 Delivered to EAL 5-22-73 Delivered to EAL 12-15-72 Delivered to EAL 7-11-72 Delivered to EAL 11-23-72 First Delivery to EAL 4-5-72 Delivered to EAL 5-26-72
TradeWinds Freighter Delivered to TWA 5-9-72 First delivery to TWA 4-7-72 Delivered to TWA 8-12-72 Delivered to TWA 8-30-72 Air Transat First del. to Air Canada 1-4-73 Delivered 2-28-73 Delivered 3-9-73
Air Atlanta Icelandic Air Transat Aer Turas, stored
Delivered 4-30-73 LTV, delivered 5-29-73
TradeWinds Air Transat Orient Thai First delivery to Delta 10-25-73 Air Transat Air Transat Delivered 12-7-73 First delivery to ANA 12-18-73
Air Atlanta Icelandic American Trans Air SriLankan Airlines Orient Thai
Delivered 12-22-73 Air Canada
ATA
99
Line No.
MSN
59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 '79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102 103 104 105 106 107 108 109 110
1059 1060 1061 1062 1063 1064 1065 1066 1067 1068 1069 1070 1071 1072 1073 1074 1075 1076 1077 1078 1079 1080 1081 1082 1083 1084 1085 1086 1087 1088 1089 1090 1091 1092 1093 1094 1095 1096 1097 1098 1099 1100 1101 1102 1103 1104 1105 1106 1107 1108 1109 1110
-1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -1 -100
N31015 N31016 JA8502 JA8503 N15017 NI0112 N31018 N31019 C-FTNJ JA8505 C-FTNK JA8506 N705DA N41020 C-FTNL N706DA N31021 N31022 N707DA N708DA NI0114 N31023 N709A JA8507 G-BBAE N710DA N329EA N711DA N330EA N712DA N713DA N714DA N31024 N715DA G-BBAF G-BBAG N716DA N717DA N718DA N81025 JA8508 JA8509 G-BBAH G-BBAI N62355 N81026 N62357 G-BBAG N81027 N81028 N31029 N64854
TWA TWA All Nippon All Nippon TWA PSA TWA TWA Air Canada All Nippon Air Canada All Nippon Delta TWA Air Canada Delta TWA TWA Delta Delta PSA TWA Delta All Nippon BA Delta EAL Delta EAL Delta Delta Delta TWA Delta BA BA Delta Delta Delta TWA All Nippon All Nippon BA BA Lockheed TWA Lockheed BA TWA TWA TWA Lockheed
111 112 113 114 115 116 117 118 119 120 121 122
1111 1112 1113 1114 1115 1116 1117 1118 1119 1120 1121 1122
-1 -1 -1 -1 -1 -1 -1 -100 -1 -1 -1 -100
N31030 JA8512 JA8513 NI0115 N31031 HZ-AHB JA8514 N64854 JA8515 NI0116 N331EA VR-HHL
TWA All Nippon All Nippon Lockheed, TWA Saudia All Nippon Lockheed All Nippon Lockheed EAL CP
100
Model
Original Original Registration Customer
Notes
Operator as of July 2000
SriLankan Airlines Converted to -100 for Aero Peru
Flying Hospital Orbital Sciences
ATA AAI Air Transat ATA ATA ATA ATA Converted to L-I011-100 Aero Peru
First delivery to BA 10-19-74
ATA ATA JMC Airlines ATA ATA
Delivered to BA 11-8-74 Delivered to BA 11-22-74
JMC Airlines Air Transat TradeWinds
JMC Airlines JA8510 All Nippon
Air Transat
JA8511 All Nippon JMC Airlines
HZ-AHA Delivered to Saudia 6-25-75; converted to Dash 20010-77 Converted to Dash 100 ATA PSA, LTD
Attrited
VR-HHK Cathay Pacific delivered 8-8-75 PSA, delivered to LTD 5-11-77
Attrited
Delivery to Cathay 9-30-75
Air Transat
AIRLINER TECH ..
Line No.
MSN
123 124 125 126 127 128 129 130 131 132 133 134 135 136 137 138 139 140 141 142 143 144 145 146 147 148 149 150 151 152 153 154 155 156 157
1123 1124 1125 1126 1127 1128 1129 1130 1131 1132 1133 1134 1135 1136 1137 1138 1139 1140 1141 1142 1143 1144 1145 1146 1147 1148 1149 1150 1151 1152 1153 1154 1155 1156 1157
-1 -1 -1 -1 -1 -1 -1 -1 -100 -1 -100 -1 -1 -1 -200 -100 -1 -100 -1 -1 -1 -200 -1 -1 -1 -200 -200 -1 -1 -1 -1 -1 -1 -1 -500
N332EA N31032 N10117 N333EA JA8516 JA8517 JA9518 N31033 G-BDCW G-BEAK G-BDCX JA8519 N719DA N720DA HZ-AHC G-BDCY N721DA G-BDCZ N334EA N335EA N336EA N48354 G-BEAL G-BEAM N722DA HZ-AHG HZ-AHH N723DA N724DA N337EA N338EA JA8520 JA8521 JA8522 N48354
EAL TWA Lockheed EAL All Nippon All Nippon All Nippon TWA Gulf Air BA Gulf Air All Nippon Delta Delta Saudia Gulf Air Delta Gulf Air EAL EAL EAL Lockheed BA BA Delta Saudia Saudia Delta Delta EAL EAL All Nippon All Nippon All Nippon Lockheed
158 159 160 161 162 163 164 165 166 167 168 169 170 171 172 173 174 175 176 177 178 179 180 181 182 183 184 185 186
1158 1159 1160 1161 1162 1163 1164 1165 1166 1167 1168 1169 1170 1171 1172 1173 1174 1175 1176 1177 1178 1179 1180 1181 1182 1183 1184 1185 1186
-1 -500 -200 -200 -1 -1 -500 -500 -500 -1 -500 -200 -200 -200 -500 -1 -500 -200 -500 -500 -200 -500 -1 -500 -200 -500 -500 -500 -500
N339EA G-BFCD HZ-AHI HZ-AHJ N725DA N726DA G-BFCC G-BFCD N751DA N727DA G-BFCE HZ-AHK HZ-AHL HZ-AHM N752DA N728DA G-BFCF HZ-AHN N64911 N4003G G-BGBB 9Y-TGJ N729DA N504PA G-BGBC D-AERT N505PA N507PA N508PA
EAL BA Saudia Saudia Delta Delta BA BA Delta Delta BA Saudia Saudia Saudia Delta Delta BA Saudia Lockheed Lockheed BA BWIA Delta Pan Am BA LTU Pan Am Pan Am Pan Am
Model
Original Original Registration Customer
Notes
Operator as of July 2000
PSA, to LTV 10-25-77
ATAstored
First delivery 1-16-76
Arrow Air freighter Arrow Air freighter
Converted to -200 12-77 Arrow Air freighter Converted to -200 TradeWinds HZ-AHD Saudia
G-BFCA BA First -500; first flight 10-16-78 Delivered to BA 7-3-79
First -500 delivered 4-29-79
RAF tanker / freighter Fine Air freighter RAFtanker
RAF tanker / freighter RAF tanker U.S. Marshalls service RAF tanker / freighter
Delta RAF tanker / freighter N4005X Pan Am del. 7-2-81 503PA Pan Am first del 8-5-80
RAP passenger BWIA Delta
Delivered to LTV 4-18-80
ATA Delta Delta RAF passenger
101
I
Line No.
MSN
187 188 189 190 191 192 193 194 195 196 197 198 199 200 201 202 203 204 205 206 207 208 209 210 211 212 213 214 215 216 217 218 219 220 221 222 223 224 225 226 227 228 229 230 231 232 233 234 235 236 237 238 239 240 241 242 243 244 245 246 247
1187 1188 1189 1190 1191 1192 1193 1194 1195 1196 1197 1198 1199 1200 1201 1202 1203 1204 1205 1206 1207 1208 1209 1210 1211 1212 1213 1214 1215 1216 1217 1218 1219 1220 1221 1222 1223 1224 1225 1226 1227 1228 1229 1230 1231 1232 1233 1234 1235 1236 1237 1238 1239 1240 1241 1242 1243 1244 1245 1246 1247
-200 -500 -500 -200 -500 -200 -200 -500 -500 -500 -500 -200 -1 -1 -200 -500 -200 -200 -200 -500 -500 -500 -500 -500 -200 -200 -1 -200 -100 -500 -500 -500 -500 -500 -100 -500 -200 -1 -1 -1 -1 -1 -500 -100 -100 -100 -500 -1 -500 -500 -1 -500 -500 -500 -500 -500 -500 -1 -1 -500 -500
HZ-AHO N509PA N753DA HZ-AHP 9Y-TGN HZ-AHQ G-BHBL N4003G N511PA D-AERL N512PA G-BHBM N730DA N1731D A40-TA C-GAGF A40-TB G-BHBN G-BHBG C-GAGG C-GAGH N513PA C-GAGI N514PA G-BHBP G-BHBR N1732D HZ-AHR N31032 C-GAGC JY-AGA C-GAGK JY-AGB JY-AGC N31033 9Y-THA A40-TT N733DS N11734D N735D N736DY N737D JY-AGD N8034T N8035T N7036T 9Y-THB N1738D 4R-ULA 4R-ULB N1739D JY-AGE CS-TEA CS-TEB CS-TEC CS-TED CS-TEE N740DA N74IDA N48354 N64854
Saudia Pan Am Delta Saudia BWIA Saudia BA Lockheed Pan Am LTU Pan Am BA Delta Delta Gulf Air Air Canada Gulf Air BA BA Air Canada Air Canada Pan Am Air Canada Pan Am BA BA Delta Saudia TWA Air Canada Royal Jordanian Air Canada Royal Jordanian Royal Jordanian TWA BWIA Gulf Air Delta Delta Delta Delta Delta Royal Jordanian TWA TWA TWA BWIA Delta Air Lanka Air Lanka Delta Royal Jordanian TAP TAP TAP TAP TAP Delta Delta Lockheed Lockheed
248 249
1248 1249
-500 -500
N64959 N64996
Lockheed Lockheed
250
1250
-500
N64911
Lockheed
102
Model
Original Original Registration Customer
Notes
Operator as of July 2000 RAF passenger Delta
Delivered 8-14-80
BWIA
Pan Am, Delta Jet Stream Holdings
Delivered 12-18-80
Delta Delta TradeWinds Delta TradeWinds Delta
Delta
Delivered 9-17-81
Delta ATA ATA ATA Air Atlanta Icelandic BWIA TradeWinds Delta Delta Delta
Delivered 8-28-82
Delivered 1-5-83
Delta ATA ATA Air Atlanta Icelandic TWA stored BWIA Delta SriLankan Airlines SriLankan Airlines Delta ATA Air Transat Euro Atlantic Airways Air Luxor Air Transat Air Transat Delta Delta Air Transat Royal Jordanian
Del. 4-83, converted to -250 4-87 Royal Jordanian Del. 6-3-85 Jordanian Government, Del. 6-14-84 Royal Jordanian, Del 6-3-85 Air Luxor Royal Jordanian; Saudi Royal Flight Saudi Arabian Government, Del. 3-7-84 Algerian Government Del. 8-84 Saudi Royal Flight
JtIRLINERTECH .... ... "
t
--
--
---~-------_._----~---~-----------.
MODEL DESIGNATIONS AND SPECIFICATIONS TABLE
L-lOll MANUFACTURING MODEL DESIGNATIONS 193A
Eastern Airlines (Dash One)
193B
Trans World Airlines (Dash One)
193C
Delta Airlines (Dash One)
193E
Air Canada (Dash One)
193G
British West Indies Airways (Dash 500)
193H
Air Canada (Dash 500)
193J
LTU (Dash 500)
193L
Aero Peru (Leased from PSA)
193N
British Airways (Dash One and Dash 200)
193P
All Nippon Airways (Dash One)
193R
LTU (Dash One)
1935
Saudi Arabian Airlines (Dash 100 and Dash 200)
193T
Cathay Pacific Airways (Dash 100)
193U
Gulf Air (Dash 100 and Dash 200)
193V
British Airways (Dash 500)
193W
Delta Airlines (Dash 500)
193Y
Pan American World Airways (Dash 500)
293A
ALIA, Royal Jordanian Airline (Dash 500)
293B
Transportes Aereos Portugueses (TAP) (Dash 500)
293C
British Airways Airtours (Dash 200)
293F
Air Lanka (Dash 500)
Note:
Y93 is used to include all 193 and 293 designations. "X" is used to designate all L-1011 customers. Missing letters are inactive or potential L-1011 customers in 1980. Certain letters (I, 0, Q, and Z) are not used to prevent confusion.
L-lOll SPECIFICATIONS Marketing Designation Rolls-Royce Engines Sea Level Static Thrust (pounds) Number of Passengers
L-I011-1
L-I011-100
L-I011-200
L-I011-250
L-I011-500
RB.211-22B
RB.211-22B
RB.211-524B
RB.211-524B4
RB.211-524B4
42,000
42,000
50,000
50,000
50,000
304
304
304
304
242
Useable Fuel Capacity (pounds)
159,560
178,360
178,360
213,640
213,640
Max Takeoff Gross Weight (pounds)
430,000
466,000
474,000
510,000
510,000
Max Landing Weight (pounds)
358,000
368,000
368,000
368,000
368,000
Zero Fuel weight (pounds)
325,000
338,000
338,000
338,000
338,000
Fuselage Length (feet)
177.7
177.7
177.7
177.7
164.2
Wing Span (feet)
155.3
155.3
155.3
155.3
164.3
LOCKHEED
t-llOn
103
KEY DATES IN THE HISTORY OF THE LOCKHEED L-I0ll TRISTAR
·
1966 Lockheed design work started on what would become the L-1011 in response to an American Airlines statement of its requirement for a new airliner. 1967 Design phase of Rolls-Royce RB.211 turbofan engine. March 29, 1968 Launch of the L-1011 with orders from Eastern Airlines, TWA, and Air Holdings Limited totaling 144 TriStars. March 1970 First flight of the Rolls-Royce RB.211 on the VC10 flying test bed. Lockheed announces it is in severe financial difficulty because of disagreements with the u.s. Air Force on the cost of the C-5A. September 1, 1970 Rollout of the first L-1011 at Palmdale, California. November 16, 1970 First flight of the L-1011 TriStar at Palmdale, California.
or u.s. banks guarantee that Lockheed will build the L-1011. September 1971 Emergency Loan Guarantee Board approves Lockheed application for government guarantee of 250 million dollars. February 1972 Federal Aviation Administration and Civil Aviation Authority type approval for the Rolls-Royce RB.211-22. April 1972 L-1011 obtains Federal Aviation Administration type approval, airline service starts. October 1, 1973 First engine run on the Rolls-Royce RB.211-524 engine. September 1975 Engine certification of the Rolls-Royce RB.211-524. August 1976 British Air is the launch customer for the long-range L-1011-500.
Spring 1977 Rolls-Royce RB.211-524 engines in service on the L-1011. October 16, 1978 First flight of the L-1011-500 at Palmdale, California. April 1, 1979 L-1011-500 receives Federal Aviation Administration certification. April 30, 1979 First L-1011-500 delivered to British Air. November 16, 1979 First flight of the L-1011-500 with the Active Control system and extended wing tips. Late 1981 Lockheed decides to close the L-1011 production line in 1984 after completing existing orders and options. 1984 L-1011 production ceased with the production of 250 TriStars.
January 1971 Rolls-Royce announces Hyfil blades have failed bird-impact tests. February 1971 Rolls-Royce declares bankruptcy. Lockheed L-1011 production held in abeyance for 10 months. March 1971 Great Britain agrees to continue the RB.211 project if the u.S. Government
104
Flight test aircraft number two (msn 1002) on its second flight. Photo was taken from the Lockheed Jet Star chase aircraft. (Jim Fitzgerald)
AirlinerTech Series Lockheed Constellation & Super Constellation - Volume 1 Item It SPOOO Boeing 777 - Volume 2 Item #SP001 Airbus Industrie A340 - Volume 3 Item # SP002 Douglas DC-6 and DC-7 - Volume 4 Item # SP017 Lockheed L-188 Electra - Volume 5 Item # SP025 Boeing 747-100/200/300/SP - Volume 6 Item # SP026 De Havilland Comet - Volume 7 Item # SP036 Lockheed L-1011 Tristar· Volume 8 Item #SP037 Boeing 377 Stratocruiser - Volume 9 Item # SP047
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Specialty Press 11605 Kost Dam Road, North Branch, MN 55056. Phone: 800-895-4585 & 651-583-3239 Fax: 651-583-2023 Midland Publishing 4Watling Drive, Hinckley LE10 3EY, England. Phone 01455 233 747 Fax: 01455233737
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RB211 PROPULSION SYSTEM WING POSITION (No.1 and 3) TRISTAR
1211.660·9·77 AlA 71-00
Lockheed's history with airliners goes
.,
back to 1927 with its revolutionary singleengine, six-passenger Vega, followed by the later single-engine Sirius, Altair, and Orion models. In 1934 the all-metal twin-engine model 10 Electra was the fastest airliner in the sky. In 1943 the four-engine triple-tail Constellation made its first flight leading to a series of Constellation models that
were produced until 1958. In December 1957 the four-engine turboprop Electra with many advanced features made its first flight which led to a production run of 170 aircraft. In 1966 Lockheed started work on what would become the most technologicallyadvanced jetliner in the world, the L-I0ll TriStar. Lockheed was able to draw on its technology experience from the development of the triple-sonic high-altitude SR-71 Blackbird and development of the mammoth C-5A Galaxy transport,
II
the C-141 transport, and the Jetstar. ISBN
1-58007-037-X
SPECIALTY PRESS
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ISBN 1- 58.007 -,037 - X
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