The Lockheed L-1011 TriStar first took the skies more than 50 years ago, and the aircraft was one of the key players at the time, as the jet age entered its next stage of evolution. Here's a look at the rise and fall of the L-1011 TriStar, from innovative technology to limited commercial success. Fulfilling demand After six years of work, the Lockheed California Company made the first delivery of the L-1011 TriStar in April 1972.
The first operator of the aircraft was Eastern Airlines , which entered the plane into service in the same month it was received. However, it was another US-based carrier that spurred the project to get underway. According to AeroTime , American Airlines required a plane that could transfer its passengers from the carrier's hubs in New York and Dallas to destinations across the Atlantic and to South America.
So, the carrier's chief engineer, Frank Kolk, contacted the three big players in the aircraft manufacturing game - Boeing , Douglas, and Lockheed. Boeing was occupied with the development of the 737 and 747 at the time, and it was something in between these two eventual mainstays that American Airlines needed - the carrier wanted to transport more customers than the 737 but something more fuel-efficient than the 747. Thinking big Douglas' solution was the DC-10, which drew significant inspiration from one of its predecessors, the DC-8.
Lockheed, however, went all in and sought to create something innovative and fresh. Ultimately, it wanted to make use of the most modern technology of the time and even create new systems if it had to. The TriStar's AFCS (Avionic Flight Control system) included some of the period's state-of-the-art features with its speed control, flight control system, navigation system, stability system, direct lift control system, and autopilot.
The aircraft's CAT-IIIB Autoland system could also help the trijet land, even in severe weather. The L-1011-1 had a typical capacity of 256 in a mixed-class setting. Meanwhile, its three Rolls-Royce RB211-22 supported it to cruise at 520 kn (963 km/h) and reach a range of up to 2,680 NM (4,963 km).
Plenty to admire There were also significant cabin innovations. For instance, the passengers onboard would notice glare-resistant windows, full-sized hideaway closets for jackets, and a below-deck galley. Food would make its way up to the main cabin with the help of a pair of elevators.
Passengers and crew alike enjoyed the advanced features of the aircraft. Lockheed Martin shares: "Passengers loved riding in it, thanks to a unique engine configuration that reduced sound in the cabin. Flight crews appreciated its extra-wide aisles and overhead bins.
But it was TriStar’s pilots who had access to its most thrilling feature: an advanced fly-by-wire automatic flight control system. TriStar pilots simply had to dial altitude and course changes into the flight control system and monitor their instruments, and the L-1011 would fly and land on its own, descending smoothly onto the runway by locking in to an airport’s radio beacons." "Thanks to its impressive autopilot feature, the TriStar was given special clearance by the FAA to land during severe weather conditions.
Whereas other wide-bodied jets had to be diverted to alternate airports, L-1011 passengers could rest assured that they would touch down precisely where they were scheduled to land." These modern features helped the aircraft make some groundbreaking achievements. For example, on May 25th, 1972, test pilots Anthony LeVier and Charles Hall flew 115 crew members, employees, and reporters on a four-hour and 13-minute trip from Palmdale, California, to Washington Dulles with the TriStar’s AFCS feature in place from takeoff to landing.
This was the first transcontinental flight without the need for human hands on the controls. This moment helped to create confidence in new forms of flight tech. Stay informed: Sign up for our daily and weekly aviation news digests.
Across the skies There were several airlines that were particularly keen on the L-1011 during its production run. TWA praised it as one of the safest planes in the world. Meanwhile, Delta Air Lines became the L-1011 TriStar's biggest customer, receiving 70 units.
The Atlanta-based carrier would fly five variants of the type; the L-1011-1, -100, -200, -250, and -500. The plane manufacturer developed several variants of the L-1011 over the years. Notably, Delta was keen to try out the aircraft's New Advanced Automated Navigation System.
This kit involved a monitor that performed as a moving map navigating the plane between destinations. The system matched with the autopilot and automatic landing systems to help revolutionize the overall flying process. International airlines also wanted a piece of the pie, with the likes of Cathay Pacific taking on several.
The Hong Kong-based airline took on 21 units from Eastern in 1989 after the US carrier's bankruptcy. Other operators of the L-1011 TriStar included: Garuda Indonesia Air Lanka BWIA West Indies Airways American Trans Air Gulf Air. Playing catch up Altogether, the L-1011 was a superb aircraft for its time.
However, since it was highly ambitious, it was beaten to the market by a year by a key rival in the form of the DC-10. Therefore, it lost out on crucial revenues from potential sales that went to the McDonnell Douglas aircraft. This factor ended up causing the project huge losses.
It sold 250 units, but it would have had to sell 500 if it was to become profitable. Nonetheless, McDonnell Douglas would also soon disappear from the commercial jet race after being snapped up by Boeing in the following decade. There were at least seven variants of the L-1011, leading to some distinguished features of the type.
For instance, the aircraft had toilets placed around its rear bulkhead. These were put under the intake of the number two engine. Customers would have been bothered by the loud noise from the engine and annoyed by the suction sound.
All in all, the program would lead to a turning point for Lockheed, with the firm moving out of commercial operations and focusing fully on military builds. The L-1011 highlighted what could be achieved in the jet industry if the technology was cultivated well. While it may be a thing of the past in the commercial realm, one company still recognizes its technological benefits.
In the early 90s, Orbital Sciences Corporation modified a unit to be part of the rocket-launching process. The plane was transformed from an Air Canada passenger model, with Air Canada taking part in taking satellites to space. This unit still flies today, keeping the L-1011's legacy alive.
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