Lockheed L-1011
| L-1011 TriStar | |
|---|---|
 |
|
| An ATA L-1011-500 landing at Frankfurt, 2005. | |
| Role | Wide-body aircraft |
| Manufacturer | Lockheed-California Co. |
| First flight | November 16, 1970 |
| Introduction | April 26, 1972 |
| Status | Limited service |
| Primary users | British Airways (historical) Trans World Airlines (historical) Delta Air Lines (historical) See also Operators section |
| Produced | 1968-1984 |
| Number built | 250 |
| Variants | Lockheed TriStar (RAF) Stargazer |
The Lockheed L-1011 TriStar, commonly referred to as just L-1011 (pronounced "ell-ten-eleven") or TriStar, is a medium-to-long range, three-engine, widebody passenger jet airliner. It was the third widebody airliner to enter commercial operations, following the Boeing 747 and the McDonnell Douglas DC-10. Between 1968 and 1984, Lockheed manufactured a total of 250 TriStars. After production ended, Lockheed withdrew from the commercial aircraft business due to its below-target sales.[1]
Contents |
Development
In the 1960s, American Airlines approached Lockheed and competitor Douglas (later McDonnell Douglas) with the need for an airliner smaller than the 747, but still capable of carrying a large passenger load to distant locales such as London and Latin America from company hubs in Dallas/Ft Worth and New York. Lockheed had been largely absent from the civil airliner market since the late 1950s following problems with its L-188 Electra, which had suffered a number of crashes early in its career.[2][3][4] However, having experienced difficulties with some of its military programs, Lockheed was eager to re-enter the civil market, and its response was the L-1011 TriStar. The aircraft was originally conceived as a "jumbo twin", but a three-engine design was ultimately chosen to give the plane enough thrust to take off from existing runways.[5]
The design featured a twin-aisle interior with a maximum of 400 passengers, a three-engine layout, low noise emissions (in the early 1970s, Eastern Air Lines nicknamed the L-1011 "The WhisperLiner"), improved reliability, and efficient operation. The main visible difference between the TriStar and the DC-10 that emerged at Douglas is in the middle/tail engine; the DC-10's engine is mounted above the fuselage for more power and easier maintenance, while the TriStar's engine is integrated into the tail through an S-duct (similar to that of the Boeing 727) for improved quietness and stability.[6] A major differentiator between the L-1011 and the DC-10 was Lockheed's selection of the Rolls-Royce RB211 engine for the L-1011.[7][8] As originally designed, the RB211 turbofan was an advanced three-spool design with a carbon fibre fan,[9] which would have better efficiency and power-to-weight ratio than any competing design. This would make the L-1011 more efficient, a major selling point.
American Airlines opted for the Douglas DC-10, although it had shown considerable interest in the L-1011. American's intent in doing so was to convince Douglas to lower its price for the DC-10, which it did.[10] Without the support of American, the TriStar was launched on orders from TWA and Eastern Air Lines. Although the TriStar's design schedule closely followed that of its competitor, Douglas beat Lockheed to market by a year due to delays in power plant development. In February 1971, after massive development costs associated with the RB211, Rolls-Royce went into receivership.[11][12] This halted L-1011 final assembly and Lockheed investigated the possibility of a US engine supplier;[13] one option presented would have been the potential outsource of the RB-211 production to Orenda,[14] but by then it was considered too late to change engine suppliers to either General Electric or Pratt & Whitney.
The British government agreed to approve a large state subsidy to restart Rolls-Royce operations on condition the U.S. government guarantee the bank loans Lockheed needed to complete the L-1011 project.[15][16] Despite some opposition, not least from the then Governor of California Ronald Reagan, the U.S. government provided these guarantees.[17] For the rest of the RB211 project, Rolls remained a government-owned company.[18]
The TriStar's internal Lockheed model number is L-093. The prototype first flew on 17 November 1970.[19] The crew for that flight was H. B. Dees (pilot), Ralph C. Cokely (copilot), and G. E. Fisher (development engineer). The L-1011 was certified on 14 April 1972 and the first airliner was delivered to Eastern Air Lines on 26 April 1972.[19] In an effort to further publicize the new plane, an L-1011 was taken on a world tour during 1972 by famed Lockheed test pilot Tony LeVier.
Manufactured in Lockheed facilities in Burbank and Palmdale, California, the TriStar faced brisk competition with the Boeing 747 and, even more directly, the McDonnell Douglas DC-10, which it closely resembled. Trans World Airlines heralded the TriStar as one of the safest airplanes in the world in some of its promotional literature in the 1980s when concern over the safety record of the DC-10, which was flown by most of its competitors, was at its peak.
However, 446 DC-10s were sold compared to 250 TriStars, partly because of the TriStar's delayed introduction but particularly because a heavier, longer-range version was not initially offered. Under state control, costs at Rolls-Royce were tightly controlled, and the company's efforts largely went into the original TriStar engines, which had needed considerable modifications between the L-1011's first flight and service entry. The competition, notably General Electric, were very quick to develop their CF6 engine for more thrust, which meant that a heavier 'intercontinental' DC-10-30 could be more quickly brought to the market. The flexibility afforded to potential customers by a long-range DC-10 quickly put the L-1011 at a serious disadvantage. Rolls-Royce went on to develop the high-thrust RB211-524 for the L-1011-200 and -500, but this took many years.[20]
Design
The L-1011 featured a highly advanced autopilot system and was the first widebody to receive FAA certification for Cat-IIIc autolanding, which approved the TriStar for completely blind landings in zero-visibility weather performed by the aircraft's autopilot.[21] The L-1011 used an Inertial Navigation System (INS) to operate its navigation needs;[22][23] this included aligning the navigation system by entering current coordinates of longitude and latitude.
It also had a unique Direct Lift Control (DLC) system, which allowed for smooth approaches when landing.[24][25] DLC helps maintain the descending glideslope on final approach by automatically deploying spoiler panels on the wings. Thus, rather than maintaining the descent by adjusting pitch, DLC helps control the descent while maintaining a more consistent pitch angle, using four redundant hydraulic systems; production also utilized a unique "autoclave" system for bonding fuselage panels together. This made the L-1011 extremely resistant to corrosion.
The earlier versions of the L-1011, such as the -1, -100, and -150 can be distinguished from the later models by the design of the middle engine nacelles. The earlier version nacelle has a round intake, whereas the later models have a small vertical fin between the bottom of the middle engine intake and the top of the fuselage.
The two L-1011 aircraft delivered to Pacific Southwest Airlines were configured with internal airstair doors that led into an entry hall in what was normally the forward lower baggage hold. This was to allow operations from airfields that did not have terminal buildings with jet bridges. These two aircraft were later in service with Aeroperú and Worldways Canada.
Operational history
Commercial
Delta Air Lines was the type's largest customer.[26] Cathay Pacific eventually became the largest non-U.S. operator of the type by acquiring many of the Eastern Air Lines examples when Eastern Air Lines went bankrupt, operating as many as 21 aircraft.
In an effort to secure the Japanese market, Lockheed had secretly bribed several members of the Japanese government to subsidize ANA's purchase of L-1011s; however, this caused a significant scandal when the bribes were uncovered.[27][28] The discovered scale to what has become known as the Lockheed bribery scandal led to the arrest of Japanese Prime Minister Kakuei Tanaka as well as several other officials.[29] Within Lockheed, board chairman Daniel Haughton and vice chairman and president Carl Kotchian resigned from their posts on 13 February 1976.[30] Tanaka was eventually tried and found guilty of violating foreign exchange control laws, but was not charged with bribery, a more serious criminal offense.[31][32] Crucially for Lockheed, the fallout from the scandal included the loss of a contract worth in excess of $1-billion.[33]
The Soviet Union at that time lacked a wide-body airliner. Development of their own Ilyushin Il-86 was delayed,[34][35] so in mid 1970s the Soviets started negotiations to buy 30 TriStars and licence-produce up to 100 a year.[36][37] The talks collapsed as US President Jimmy Carter made human rights a US policy factor.[38][39] The TriStar was also listed by the Coordinating Committee as embodying advanced technology banned from potential enemies, thus being a serious obstacle to the export deal.
Lockheed needed to sell 500 planes to break even, but in 1981 announced production would end with delivery of the 250th and last plane on order in 1984.[40][41] The TriStar's failure to achieve profitability caused Lockheed to withdraw from the civil aircraft business.[1] Most major airlines have retired the type altogether. Cathay Pacific retired its L-1011 aircraft in October 1996, replacing the fleet with Airbus A330-300. TWA withdrew its last TriStar from service in 1997; Delta Air Lines retired its TriStars in 2001 to replace them with the Boeing 767-400ER.
The L-1011 still sees use by smaller start-up carriers, particularly in Africa and Asia. These operators mainly do their business in the ad hoc charter and wet leasing businesses. ATA Airlines (formerly known as American Trans Air) fleet included over 19 Tristars, but operations dwindled to only three L1011-500s prior to the company's shut-down in April 2008.
In the early 1990s, Orbital Sciences began to use a converted L-1011-100 named Stargazer to launch Pegasus rockets into orbit around Earth. This venture effectively rendered the small Scout rocket obsolete.[42][43] This aircraft was also used in support of the X-34 and X-43 programs. NASA performed aerodynamic research on Orbital Science's L-1011 in 1995.[44]
Military
The TriStar has also been used as a military tanker and passenger/cargo aircraft. The Royal Air Force has nine aircraft of four variants. The aircraft are ex-British Airways and Pan Am L-1011-500s.[45][46][47] All of the aircraft serve with No. 216 Squadron, and are based at RAF Brize Norton. The TriStar will remain in service with the RAF until early in the next decade, when it is scheduled to be replaced by the Airbus A330 MRTT under the Future Strategic Tanker Aircraft (FSTA) program.[48][49]
Variants
Production Variants
L-1011-1
The L-1011-1 (FAA certification L-1011-385-1) was the first production model of the L-1011, designed for short and medium-range flights. This variant served as the basis for subsequent variants. This type was purchased by Air Canada, ANA, Cathay Pacific, Eastern and other operators with regional trunk routes requiring a widebody aircraft. Pacific Southwest Airlines purchased two L-1011-1 models with lower deck seating.[50] This variant was also one of the only widebodies to have the option for a full-height built-in airstair incorporated into the fuselage. The first L-1011-1 flew on November 16, 1970, and the first delivery was made on April 5, 1972, to Eastern Air Lines. A total of 160 L-1011-1 TriStar were built before production ended in 1983, although the majority of these, 119 or 75% of the total, were completed during a four year period between 1972 and 1975. Most sales of the L-1011-1 were to US operators with just three airlines, Delta, Eastern, and TWA taking delivery of a total of 110. A further two aircraft were placed with a fourth US airline, Pacific Southwest.
L-1011-100
The L-1011-100 (FAA certification L-1011-385-1-15) was the second production model of the L-1011 and first flew in 1975 and featured a new center fuel tank and higher gross weights that increased the aircraft's range by nearly 930 miles (1,500 km). Launch orders for the L-1011-100 were placed by Saudia and Cathay Pacific, for two each, in May 1974. First deliveries took place in June 1975. The variant was also purchased by several airlines with longer-range routes, such as TWA, Air Canada and BEA. The first two L-1011-100s (msn 1110 and 1116) were delivered new to Saudia with the same fuel capacity as the L-1011-1 (FAA certification L-1011-385-1-14), these were later upgraded to L-1011-200 specification.
L-1011-200
The L-1011-200 (FAA certification L-1011-385-1-15) was the third production model of the L-1011 and was introduced in 1976. Although otherwise similar to the -100, the -200 uses Rolls-Royce RB.211-524B engines to improve its performance in hot and high-altitude conditions. Gulf Air used -200 models to replace its earlier generation Vickers VC-10 fleet. Other than the engines, the basic TriStar 200 is similar to the -100, with centre section fuel, having the MTOW of 466,000 pounds (211,000 kg), and fuel capcity of 26,400 US gallons (100,000 l) as the -100. An increase of gross weight to 474,000 pounds (215,000 kg) is possible, with the heavier aircraft offered by Lockheed as -200Is or -200(Improved). Saudi Arabian Airlines (Saudia) was a launch customer for the -200 series and operated a sizeable fleet until 1998. A total of 24 L-1011-200 aircraft were built new, with the first delivered to Saudia on May 28, 1977. Like other TriStar improvements, a conversion programme has also been offered.
L-1011-500
The L-1011-500 (FAA certification L-1011-385-3) was the last L-1011 variant to enter production. The L-1011-500 was a longer-range variant first flight tested in 1978. Its fuselage length was shortened by 14 feet (4.3 m) to accommodate higher fuel loads. It also utilizes the more powerful engines of the -200 series. The -500 variant was popular among international operators and formed a significant portion of the L-1011 fleet of Delta and British Airways.
- Dimensions
The TriStar 500 has an overall length of 164 feet 2 inches (50.04 m) and wingspan increased to 164 feet 4 inches (50.09 m) (early TriStar versions originally had the TriStar 1 wing with a span of 155 feet 4 inches (47.35 m)).
- Flying Surfaces
Lockheed developed some aerodynamic improvements for the TriStar 500 which included a modified wing to body fairing, a fillet below the central intake, extended wingtips and "active ailerons" or active control system (ACS). The new fairing reduced drag while the fillet reduced noise in the rear cabin. The wingtip extensions increased aspect ratio thus reducing induced drag but would have resulted in increased bending. The ACS, developed to solve this, provided gust alleviation, improving ride during flight, reduced fuel burn and increased fatigue life. Earlier TriStar 500s were delivered with the standard wing, however these were later retrofitted with ailerons and extended wingtips. Pan Am was the first customer to order the -500 with the extended wingtips and active ailerons. Msn 1176, the first for Pan Am, was the first TriStar 500 to be fitted with them as standard.
- Powerplant
The TriStar 500 is equipped with the more powerful RB211-524B engines. Initially rated at 50,000 lb thrust each, the higher thurst 50,000 lb -524B4 Improved (also referred to as the -524B4I) later became available, which also offered improved fuel efficiency.
- Performance
Originally certified with an MTOW of 496,000 pounds (225,000 kg), an increased MTOW of 504,000 pounds (229,000 kg) was later certified in 1979 and all earlier production aircraft were certified at this weight. A further increase, to 510,000 pounds (230,000 kg) is also available and it is understood that most TriStar 500s have had this increase. Standard fuel capacity is 31,600 US gallons (120,000 l), giving the TriStar 500 a range of about 5,200 nautical miles (9,600 km) with 246 passengers and baggage.
- Cabin
The TriStar 500's maximum passenger capacity is 315 although no aircraft were operated at this density. The aircraft is equipped with six (6) exits, two less than the long body TriStars, thus reducing the exit limit maximum. A typical two class layout might include 21 first and 229 economy for a maximum of 250 passengers. More spacious three-class layouts used on longer routes include 233 with 12 first, 32 business, and 189 economy with Delta Air Lines.
- Timeline
- First Flight: October 16, 1978.
- First Delivery: April 27, 1979 British Airways.
- Entry into service: May 7, 1979 British Airways on Heathrow-Abu Dhabi route.
- Last Delivery: October 1983 (msn 1250).
- Total Delivered: 50
Conversion Variants
L-1011-1 Upgradeability
The L-1011-1 has an MTOW of 430,000 pounds (200,000 kg), and an MLW of 368,000 pounds (167,000 kg) although these weights vary from aircraft to aircraft depending upon age, serial number, specification and configuration.
Lockheed discovered fairly early on that the TriStar was suffering from higher than estimated structural weight, engine weight, and specific fuel consupmtion. To rectify this problem and to meet performance guarantees, Lockheed developed a structural kit that allowed MTOW to be increased on production aircraft from 409,000 pounds (186,000 kg) to 430,000 pounds (200,000 kg). The weight problems were however to affect the weight and desirability of early production L-1011-1 aircraft. These early aircraft (msn 1002 through to 1012) are known by Lockheed as Group 1 aircraft and are in some degree non-standard, having higher empty weights. They have also been called "pre-loadability" aircraft, and are referred to in some sectors of the industry by the derogatory name of "lead sled". Group 1 aircraft have on OEW of 252,700 pounds (114,600 kg), about 12,700 pounds (5,800 kg) higher than later aircraft, while Group 2 aircraft (msn 1013 through 1051) have an OEW of 247,000 pounds (112,000 kg), some 4,700 pounds (2,100 kg) higher. These aircraft, in general, also have different centre of gravity envelope with the forward centre of gravity limit on the early aircraft being more restrictive at higher gross weights. Group 1 and Group 2 aircraft (msn 1002 to 1051) are upgradeable only to -50 or -150 specifications, although the Group 1 aircraft (up to msn 1012) still maintain their operating disadvantages. L-1011-1 from msn 1052 onwards are Group 3 aircraft and are fully upgradeable to all variants up to -250 specification.
Summary of L-1011-1 upgradeability:
- Group 1 - MSN 1002 to 1012: Upgradeable to -50 or 150 only.
- Group 2 - MSN 1013 to 1051: Upgradeable to -50 or 150 only.
- Group 3 - MSN 1052 upwards: Fully upgradeable to -250.
L-1011-50
The L-1011-50 was an upgraded version of the L-1011-1 with an increase in maximum takeoff weight from 430,000 pounds (195,000 kg) to either 440,000 pounds (200,000 kg) or 450,000 pounds (204,000 kg). Fuel capacity was not increased. The -50 was available only as a conversion package for the L-1011-1 and was never built new.
L-1011-150
The L-1011-150 was a development of the L-1011-1 with maximum takeoff weight increased to 470,000 pounds (210,000 kg). It was available only as a conversion for the L-1011-1. The L-1011-150 involves the converson of Group 1 and Group 2 L-1011-1 aircraft to an MTOW of 470,000 pounds (210,000 kg), an increase of 40,000 pounds (18,000 kg), about 10%, from the L-10110-1, giving the aircraft a slightly better range than the -50 but, without the additional centre section fuel tank, less than the L-1011-100 aircraft. The first aircraft was converted by MBB at Lemwarder in Germany during the winter of 1988/89 and was subsequently handed over to Air Transat of Canada on May 11, 1989.
L-1011-250
The L-1011-250 was an upgrade developed for late-model L-1011-1 aircraft and all L-1011-100 and L-1011-200 aircraft. It increased maximum takeoff weight to 510,000 pounds (230,000 kg) and fuel capacity from 23,600 US gal (89,335 l) to 31,632 US gal (119,735 l). This variant also used the upgraded RB211-524B4I engine, which could be easily upgraded on the existing RB211-524B powerplants of the L-1011-200 but required a re-engining on the L-1011-1 and L-1011-100, which used the original RB211-22B. The upgrade allowed the L-1011 to match the performance of the long-range McDonnell Douglas DC-10-30. Although it was applicable to all L-1011 models, it was only used by Delta Air Lines on six late-model L-1011-1 aircraft.
Operators
A total of 5 Lockheed L-1011 airplanes were in commercial service in March 2010 with operators Elite Aviation (1), EuroAtlantic Airways (1), Orbital Sciences Corporation (1), Sky Capital (1), and SAM Intercontinental (1).[51] The Royal Air Force operates nine L-1011 aircraft.[51]
Incidents and accidents
As of August 2008, the L-1011 was involved in 56 incidents,[52] including 10 hull-loss accidents,[53] with 534 fatalities.[54]
Notable accidents and incidents
- The 1972 crash of Eastern Air Lines Flight 401 in the Everglades as a result of the flight crew's failure to monitor the flight instruments during a malfunction of the landing gear position indicator system was the subject of two TV movies, Crash and The Ghost of Flight 401. It was also broadcast on a Mayday episode.[55][56]
- In August 1980, a fire destroyed the L-1011 used for Saudia Flight 163 on the ground after the pilots made an emergency landing at Riyadh's International Airport due to fire in the rear of the aircraft. Delays in initiating the evacuation of the aircraft resulted in the deaths of all 287 passengers and 14 crew.[57][58]
- On 23 December 1980, Saudi Arabian Airlines Flight 162, a tire on an L-1011 exploded, penetrating the passenger cabin. The plane lost cabin pressure and two passengers fell out of the plane.[59]
- On 22 September 1981, an Eastern Airlines L-1011, registration N309EA[60], flying from Newark, New Jersey to San Juan, Puerto Rico, suffered an uncontained failure of its number two (tail) engine at 14,500 feet.[61] The fragments from that engine inflicted damage on all four of its hydraulic systems, which were close together in the tail structure. However, fluid was lost in only 3 of the 4 systems, because the fragments impacted but did not puncture the lines for that fourth system. The fluid which remained pressurized in that 4th system enabled the captain to land the plane safely at John F. Kennedy International Airport, with some limited use of the outboard spoilers, the inboard ailerons and the horizontal stabilizer, plus differential engine power of the remaining two engines. There were no injuries. That additional 4th hydraulic control system saved the plane and all on board (3 such systems are used on the DC-10).[62][63]
- On May 5, 1983, Eastern Airlines Flight 855, an L-1011 registration N334EA, while flying from Miami to Nassau, shut down the #2 engine due to low oil pressure and began a return to Miami. Both of the remaining engines later failed. Without power, flight 855 descended from 13,000 to 4,000 feet before the #2 engine was restarted and the aircraft landed in Miami without injuries. Incorrect engine maintenance had led to the loss of oil on all 3 engines.[64][65]
- In August 1985, Delta Air Lines Flight 191 crashed while approaching Dallas-Fort Worth International Airport in micro burst conditions. The crash killed 8 of 11 crew members and 128 of the 152 passengers on board as well as one person on the ground.[66][67]
- On 3 May 1986, Air Lanka Flight 512, an L-1011 TriStar was destroyed on the ground in Colombo, Sri Lanka, after a bomb exploded in the rear cargo hold severing the tail and killing 21 people.[68]
- On 30 July 1992, the captain of TWA Flight 843 aborted the take-off shortly after liftoff from JFK, in response to a false stall warning. The aircraft landed too hard, breaking a wing spar and starting a fire. All 292 passengers and crew evacuated safely, with only 10 minor injuries. The plane was destroyed by fire.[69]
Aircraft on display
The Airline History Museum in Kansas City has obtained one of the last three operational L-1011s in the U.S. for the museum's permanent collection.[70] The Delta Heritage Museum houses a portion of the prototype Lockheed L-1011 aircraft.[26]
A Saudia L1011-200, is on display at the Royal Saudi Air Force Museum in Riyadh.[71]
Specifications
| L-1011-1 | L-1011-200 | L-1011-500 | |
|---|---|---|---|
| Cockpit crew | Three | ||
| Seating capacity | 253 (3-class) | 263 | 234 (3-class) |
| Cabin width (interior) | 18 feet 10 inches (5.74 m) | ||
| Overall length | 177 feet 8 inches (54.15 m) | 164 feet 2 inches (50.04 m) | |
| Wingspan | 155 feet 4 inches (47.35 m) | 164 feet 4 inches (50.09 m) | |
| Tailspan | 71 feet 7 inches (21.82 m) | ||
| Overall height | 55 feet 4 inches (16.87 m) | ||
| Wing area | 3,456 square feet (321.1 m2) | 3,541 square feet (329.0 m2) | |
| Maximum take-off weight | 430,000 pounds (200,000 kg) | 466,000 pounds (211,000 kg) | 510,000 lb (231,000 kg) |
| Maximum landing weight | 368,000 pounds (167,000 kg) | ||
| Operating empty weight | 224,579 pounds (101,867 kg) | 231,600 pounds (105,100 kg) | 232,749 pounds (105,573 kg) |
| Max speed | Mach 0.95 (Max continuous speed = Mach 0.90)[72] | ||
| Cruising speed | Mach 0.86 normal cruise / Mach 0.84 long range cruise | ||
| Range fully loaded | 4,610 miles (7,420 km) | 6,340 miles (10,200 km) | |
| Service Ceiling | 42,000 feet (13,000 m) | 42,000 feet (13,000 m) | 43,000 feet (13,000 m)[73] |
| Engines (3x) | Rolls-Royce RB.211-22 | Rolls-Royce RB.211-524B | |
| Thrust (×3) | 42,000 pounds-force (190 kN) | 50,000 pounds-force (220 kN) | |
Deliveries
| 1972 | 1973 | 1974 | 1975 | 1976 | 1977 | 1978 | 1979 | 1980 | 1981 | 1982 | 1983 | 1984 | 1985 | Total |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 17 | 39 | 41 | 24 | 16 | 12 | 8 | 14 | 24 | 28 | 13 | 5 | 5 | 3 | 249 |
Popular culture
The airplane used on the ABC television series Lost is a dismantled L-1011 formerly belonging to Eastern Airlines and later Delta Air Lines.[74]
The aircraft featured in The Langoliers TV series is an L-1011.
The Wesley Snipes action movie Passenger 57 features extensive depictions of a former Eastern Airlines L-1011 in the livery of the fictional 'Atlantic International Airlines'. In the movie Die Hard 2, the passenger plane that John McClane's wife Holly is flying from Los Angeles to Dulles Airport is a Lockheed L-1011 and is featured prominently throughout the entire movie. A second L-1011 also makes a brief appearance in an additional scene in this film.
The L-1011 was the inspiration for the name of the Los Angeles based post-rock duo, El Ten Eleven
See also
Related development
- Lockheed TriStar (RAF)
- Stargazer (aircraft)
Comparable aircraft
Related lists
- List of Lockheed aircraft
- List of airliners
References
- ↑ 1.0 1.1 "Catch a Falling TriStar". Time. 21 December 1981. http://www.time.com/time/magazine/article/0,9171,925159,00.html. Retrieved 2007-01-06.
- ↑ "Accident Synopsis 09291959". AirDisaster.Com. http://www.airdisaster.com/cgi-bin/view_details.cgi?date=09291959®=N9705C&airline=Braniff+Airlines. Retrieved 2009-07-03.
- ↑ "NASA Wind Tunnel Tests". NASA. http://www.hq.nasa.gov/office/pao/History/SP-440/ch6-5.htm. Retrieved 10-01-2010.
- ↑ "Disasters: Electra's Tragedy". TIME. October 17, 1960. http://www.time.com/time/magazine/article/0,9171,895003,00.html.
- ↑ "Chasing the Sun - Lockheed L-1011". PBS. http://www.pbs.org/kcet/chasingthesun/planes/l1011.html. Retrieved 08-01-2010.
- ↑ The Aeronautical Journal. Royal Aeronautical Society. 1974. pp. 392, 398. http://books.google.com/books?id=bEdWAAAAMAAJ&q=s-duct&dq=s-duct&pgis=1. Retrieved 2008-12-11.
- ↑ Rolls-Royce. "Three Shaft Engine Design". http://www.rolls-royce.com/civil_aerospace/technology/threeshaft.jsp. Retrieved 2007-01-07.
- ↑ Pugh, Peter (2001). The Magic of a Name. Icon Books. ISBN 1840462841.
- ↑ "The New Steel". Flight International. 24 October 1968. http://www.flightglobal.com/pdfarchive/view/1968/1968%20-%202418.html.
- ↑ Boyne, Walter J., Beyond the Horizons: The Lockheed Story. St. Martin's Press: New York, 1998, p. 354.
- ↑ "Lockheed's Rough Ride with Rolls-Royce". TIME. 15 February 1971. http://www.time.com/time/magazine/article/0,9171,904742,00.html. Retrieved 11 May 2010.
- ↑ Wood, Robert (12 November 1970). "Jumbo Jet engines for Lockheed push Rolls-Royce in red". Los Angeles Times. http://pqasb.pqarchiver.com/latimes/access/661257082.html?dids=661257082:661257082&FMT=ABS&FMTS=ABS:AI&type=historic&date=Nov+12%2C+1970&author=&pub=Los+Angeles+Times&desc=Jumbo+Jet+Engines+for+Lockheed+Push+Rolls-Royce+in+Red&pqatl=google.
- ↑ Linsey, Robert (5 February 1971). "Lockheed seeks U.S. Engine now: Retooling cost of a switch could run to $100-million". New York Times. http://select.nytimes.com/gst/abstract.html?res=F70917FA3D5F107B93C7A91789D85F458785F9.
- ↑ "Canadian 'key' has no plans". Montreal Gazette. 9 February 1971. http://news.google.co.uk/newspapers?id=tK4tAAAAIBAJ&sjid=iKAFAAAAIBAJ&pg=2030,1953777&dq=l-1011+international&hl=en.
- ↑ It did this because, if Lockheed (which was itself weakened by the difficulties) had failed, the market for the RB211 would have evaporated.
- ↑ Lewis, Antony (12 November 1970). "British grant set for Rolls-Royce: Government to spend up to $100-Million in Rescue Bid". New York Times. http://select.nytimes.com/gst/abstract.html?res=F10F16FA3E5C1A7493C0A8178AD95F448785F9.
- ↑ "New Life for TriStar". Time. 17 May 1971. http://www.time.com/time/magazine/article/0,9171,944387,00.html. Retrieved 2007-01-06.
- ↑ "Rolls-Royce still alive and kicking". Montreal Gazette. 18 February 1972. http://news.google.com/newspapers?id=HpkuAAAAIBAJ&sjid=sqEFAAAAIBAJ&pg=5363,2738212&dq=rolls-royce+lockheed&hl=en.
- ↑ 19.0 19.1 Donald, David ed. "Lockheed L-1011 TriStar", The Complete Encyclopedia of World Aircraft. Barnes & Nobel Books, 1997. ISBN 0-7607-0592-5.
- ↑ "Engine Update". Aircraft Engineering and Aerospace Technology. 1976. p. 5. http://www.emeraldinsight.com/Insight/viewContentItem.do?contentType=Article&hdAction=lnkpdf&contentId=1682587.
- ↑ Young, David (18 September 1977). "Look Ma, no hands--learning how to land a jumbo jet". Chicago Tribune. http://pqasb.pqarchiver.com/chicagotribune/access/614749782.html?dids=614749782:614749782&FMT=ABS&FMTS=ABS:AI&type=historic&date=Sep+18%2C+1977&author=&pub=Chicago+Tribune&desc=Look+Ma%2C+no+hands--learning+how+to+land+a+jumbo+jet&pqatl=google.
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- ↑ "Report: Lockheed L1011-500 Tristar, CS-TMP". Air Accidents Investigation Branch. http://www.tristar500.net/articles/cstmp_stansted.pdf. Retrieved 10-01-2010.
- ↑ "Report: Lockheed L1011-385-1-14, G-BBAF". Air Accidents Investigation Branch. p. 5. http://www.aaib.gov.uk/cms_resources.cfm?file=/dft_avsafety_pdf_501051.pdf. Retrieved 10-01-2010.
- ↑ Kocivar, Ben (December 1970). Giant Tri-Jets Are Coming. 197. Popular Science. pp. 50–52. http://books.google.com/books?id=-AAAAAAAMBAJ&pg=PA50&dq=l1011#PPA50,M1.
- ↑ 26.0 26.1 "Delta History - Lockheed L-1011". Delta Museum. http://deltamuseum.org/M_Education_DeltaHistory_Aircraft_Lockheed_L-1011.htm. Retrieved 09-01-2010.
- ↑ "Payoff scandal could prove costly to Lockheed; Japanese might halt orders". The Bulletin. 27 February 1976. http://news.google.co.uk/newspapers?id=pEMVAAAAIBAJ&sjid=xggEAAAAIBAJ&pg=4356,2474197&dq=lockheed+japan&hl=en.
- ↑ "Lockheed's Japanese data asked in Senate subpoena". New York Times. 3 April 1976. http://select.nytimes.com/gst/abstract.html?res=F20B13F83558167493C1A9178FD85F428785F9. Retrieved 11 May 2010.
- ↑ Kamm, Henry (24 January 1977). "Lockheed Scandal in Japan headed for its trial phase". New York Times. http://select.nytimes.com/gst/abstract.html?res=F10A1EFC3E5D167493C6AB178AD85F438785F9.
- ↑ Lindsey, Robert (3 July 1977). "Kotchian calls himself the Scapegoat". The New York Times. http://select.nytimes.com/gst/abstract.html?res=F40B13F63454157A93C1A9178CD85F438785F9.
- ↑ "Bribery Shokku At the Top". Time. 9 August 1976. http://www.time.com/time/magazine/article/0,9171,914484,00.html. Retrieved 2007-08-30.
- ↑ "The Lockheed Scandal". Kakuei Tanaka. http://www.rcrinc.com/tanaka/ch4-3.html. Retrieved 09-01-2010.
- ↑ "Lockheed loses big Japanese contract". St. Petersburg Times. 11 February 1976. http://news.google.co.uk/newspapers?id=Pb0MAAAAIBAJ&sjid=gV8DAAAAIBAJ&pg=6590,1059160&dq=lockheed+japan&hl=en.
- ↑ "Facts: The Ilyushin Il-86". CNN. 28 July 2002. http://edition.cnn.com/2002/WORLD/europe/07/28/aircrash.ilyushin/index.html. Retrieved 11 May 2010.
- ↑ "Soviet Wide-Bodied Jet begins regular service to East Berlin". Los Angeles Times. 4 July 1981. http://pqasb.pqarchiver.com/latimes/access/658660432.html?dids=658660432:658660432&FMT=CITE&FMTS=CITE:AI&type=historic&date=Jul+04%2C+1981&author=&pub=Los+Angeles+Times&desc=Soviet+Wide-Bodied+Jet+Begins+Regular+Service+to+East+Berlin&pqatl=google.
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- ↑ "A British paper said Russia may buy the jet engine used in the Tristar". Los Angeles Times. 1 November 1973. http://pqasb.pqarchiver.com/latimes/access/643359962.html?dids=643359962:643359962&FMT=CITE&FMTS=CITE:AI&type=historic&date=Nov+01%2C+1973&author=&pub=Los+Angeles+Times&desc=World&pqatl=google.
- ↑ Neikirk, Bill (27 March 1977). "World hears Carter human rights call". Chicago Tribune. http://pqasb.pqarchiver.com/chicagotribune/access/615547772.html?dids=615547772:615547772&FMT=ABS&FMTS=ABS:AI&type=historic&date=Mar+27%2C+1977&author=&pub=Chicago+Tribune&desc=World+hears+Carter+human+rights+call&pqatl=google.
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- ↑ Jones, Jack (8 December 1981). "Saddened Lockheed workers still view L-1011 with pride". Los Angeles Times. http://pqasb.pqarchiver.com/latimes/access/655488642.html?dids=655488642:655488642&FMT=ABS&FMTS=ABS:AI&type=historic&date=Dec+08%2C+1981&author=&pub=Los+Angeles+Times&desc=Saddened+Lockheed+Workers+Still+View+L-1011+With+Pride&pqatl=google.
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- ↑ "Tristar used to launch Pegasus". Orbital.com. http://www.orbital.com/SpaceLaunch/Pegasus/. Retrieved 08-01-2010.
- ↑ "Orbital Sciences Corporation L-1011, Stargazer carries HESSI spacecraft from Vandenberg AFB to the Kennedy Space Center". Air and Space. 1 February 2002. http://www.air-and-space.com/20020201%20VAFB%20HESSI.htm.
- ↑ "Dryden L-1011 Tristar Photo Collection". NASA. http://www.dfrc.nasa.gov/Gallery/Photo/L-1011/index.html#APO. Retrieved 08-01-2010.
- ↑ Frawley, Gerard (2002). The International Directory of Military Aircraft, 2002-2003. Fyshwick, ACT, Australia: Aerospace Publications Pty Ltd. pp. 44. ISBN 1-875671-55-2.
- ↑ Prokesch, Steven (7 July 1990). "British Air Purchasing Boeing 747's". New York Times. http://www.nytimes.com/1990/07/07/business/british-air-purchasing-boeing-747-s.html.
- ↑ *"TriStar Tankers...The RAF Goes Widebody". Air International, December 1985, Volume 29, No. 6. Bromley, UK: Fine Scroll. pp. 271-277
- ↑ Hoyle, Craig (27 March 2008). "UK signs £13 billion tanker deal". Flight International. http://www.flightglobal.com/articles/2008/03/27/222521/uk-signs-13-billion-tanker-deal.html.
- ↑ "Future Strategic Tanker Aircraft (FSTA) fact sheet". UK Ministry of Defence. http://www.mod.uk/DefenceInternet/FactSheets/ProjectFactsheets/FutureStrategicTankerAircraftfsta.htm. Retrieved 8-01-2010.
- ↑ "US Airways History". US Airways. http://www.usairways.com/awa/content/aboutus/pressroom/history/psa.aspx. Retrieved 08-01-2010.
- ↑ 51.0 51.1 Rare Jet, Lockheed L-1011 TriStar production summary. planelist.net, March 21, 2010.
- ↑ "Lockheed L-1011 Tristar incidents". Aviation-Safety.net. 13 August 2008. http://aviation-safety.net/database/dblist.php?Type=336.
- ↑ "Lockheed L-1011 Tristar hull-losses". Aviation-Safety.net. 13 August 2008. http://aviation-safety.net/database/dblist.php?field=typecode&var=336%&cat=%1&sorteer=datekey&page=1.
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- ↑ "Jet crash". St. Petersburg Times. 31 December 1972. http://news.google.com/newspapers?id=fDIMAAAAIBAJ&sjid=uF8DAAAAIBAJ&pg=7207,3918615&dq=l-1011+crash&hl=en.
- ↑ "35 years after jetliner crash, hero gets his due". Associated Press (msnbc.msn.com). December 25, 2007. http://www.msnbc.msn.com/id/22394676/.
- ↑ "265 on Saudi jet die in fiery landing". Milwaukee Journal. 20 August 1980. http://news.google.com/newspapers?id=1GoaAAAAIBAJ&sjid=uCsEAAAAIBAJ&pg=6732,5145601&dq=l-1011+crash&hl=en.
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- ↑ "2 Children die in freak mishap aboard Saudi Arabian jetliner". Los Angeles Times. 24 December 1980. http://pqasb.pqarchiver.com/latimes/access/682708612.html?dids=682708612:682708612&FMT=CITE&FMTS=CITE:AI&type=historic&date=Dec+24%2C+1980&author=&pub=Los+Angeles+Times&desc=2+Children+Die+in+Freak+Mishap+Aboard+Saudi+Arabian+Jetliner&pqatl=google.
- ↑ "NTSB Identification: DCA81AA027". National Transportation Safety Board. http://www.ntsb.gov/ntsb/brief.asp?ev_id=27857&key=0. Retrieved 2010-02-07.
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- ↑ "More DC-10 troubles hinted". Chicago Tribune. 28 November 1981. http://pqasb.pqarchiver.com/chicagotribune/access/627204412.html?dids=627204412:627204412&FMT=ABS&FMTS=ABS:AI&type=historic&date=Nov+28%2C+1981&author=&pub=Chicago+Tribune&desc=More+DC-10+troubles+hinted&pqatl=google.
- ↑ "Engines of jumbo jets have troubled history". Milwaukee Journal. 28 November 1981. http://news.google.com/newspapers?id=NU8aAAAAIBAJ&sjid=wCkEAAAAIBAJ&pg=3230,5023477&dq=l-1011+crash&hl=en.
- ↑ http://www.ntsb.gov/publictn/1984/AAR8404.htm
- ↑ http://flytristar.tripod.com/article/art10.html
- ↑ "Probable Cause of Delta Air Lines Flight 191 Crash". National Transportation Safety Board. http://ntsb.gov/ntsb/brief.asp?ev_id=20001214X37434. Retrieved 2006-08-27.
- ↑ Magnuson, Ed (18 April 2005). "Like a Wall of Napalm". TIME. http://www.time.com/time/magazine/article/0,9171,1050423-2,00.html.
- ↑ "1986: Bomb kills 21 in Sri Lanka". BBC. 3 May 1986. http://news.bbc.co.uk/onthisday/hi/dates/stories/may/3/newsid_2481000/2481291.stm. Retrieved 2008-04-30.
- ↑ "Aircraft Accident Report, Trans World Airlines Flight 843". NTSB. 31 March 1993. http://www.airdisaster.com/reports/ntsb/AAR93-04.pdf.
- ↑ "Iconic L-1011 aircraft to join Airline History Museum collection at last". kansascity.com. http://www.kansascity.com/105/story/1707369.html. Retrieved 01-30-2010.
- ↑ "L1011 TriStar TT-DWE at Emirates National Auto Museum". Youtube.com. http://www.youtube.com/watch?v=9-ZEnHhM0lk. Retrieved 09-01-2010.
- ↑ L-1011 TriStar Model Specification, Lockheed, Burbank Doc No. LR 20111, April 15, 1975.
- ↑ "FAA TYPE CERTIFICATE DATA SHEET A23WE". http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/5342e492984e8616862576ac0055feb3/$FILE/a23we.pdf.
- ↑ Ryan, Tim (14 June 2005). "The "Lost" airplane made 28,822 flights before its "crash"". Star Bulletin. http://starbulletin.com/2005/06/14/features/story1.html.
Bibliography
- Yenne, Bill (1987). Lockheed. Crescent Books.
- Ingells, DJ (1973). L-1011 TriStar and the Lockheed story. TA B-Aero.
- Bright, CD (1978). The jet makers: the aerospace industry from 1945 to 1972. University Press of Kansas.
- John,Newhouse. (1982). The Sporty Game: The High-Risk Competitive Business of Making and Selling Commercial Airliners. Alfred A. Knopf;.
External links
- L-1011 page on airliners.net
- NMedia.com L1011 Tribute video
- Pan Am L-1011-500 Clipper Aircraft Names by FAA Registry Number
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