As a passenger flying 10 flights a week and a half million miles a year, the L-1011 was my favorite aircraft. It was comfortable, quiet, well appointed, stable and always delivered a superior experience. I miss them. Compared to the "cattle car" experience that is flying today, this plane was truly part of the golden age of air travel.
One of the greatest memories of my life - April 1978, I was 9. I was taking my first airplane trip. Our first leg was on an old smelly DC-8, with the gawd awful bright orange seats! Our second leg was on a new (didn't smell of cigarette smoke yet) L-1011 Tri-Star. My goodness, that thing was so huge to my little boy eyes! The pretty Delta stewardess invited me to come to the cockpit for a tour. I got to spend about 10 minutes up there with the pilot, cigarette in hand, the co-pilot and engineer pointing out all the controls and instruments and what each did. The co-pilot quizzed me on the altimeter, yoke, and throttles. Then he asked me "since you know how to fly now, can I send for you if we need help?" My eyes must have been as big as saucers, as I nodded and weakly said "Yessir". I distinctly remember the engineer's panel, and all the gauges, switches, knobs, buttons, and dials. At night the cockpit was just about the coolest place ever! Just before I left, the pilot said "well now that you know how to fly, you have earned your wings, and handed me a set of gold plastic wings. "See just like mine" as he pointed to his pinned on his chest. The stewardess pinned my wings on and I wore them with pride as I walked, no floated, back to my seat. Gosh! Flying used to be so fun.
Remember my first flight at age 5 to this day on a Delta B-727. I too had a tour of the cockpit, earned my wings and even a white plastic toy plane. Awesome times!
MSFS is a video game and contains no useful algorithms related to aircraft control or behavior. But it looks neato. If you want to see how airplanes fly, try X-plane, then only FAA approved FTD software.
I once tried X-plane but it didn't work for very long on my computer. Apparently it was or is still in development. MSFS is a super simple simulator but it doesn't require too much effort to keep from crashing, and the simulations of places like NYC or San Francisco or Las Vegas seem to be fairly accurate. Navigation with VOR was interesting.
Actually it requires the right firmware and lots of memory if you want the visuals, or you can set them a low res with most any PC and it works fine. I even used it on my old Pentium in earlier versions. But X-Plane 10 is great on most any PC today - I have to affiliation or axe to grind one way or the other, but I am unaware of any other sim program that is FAA approved as an FTD.
Flew the L-1011-500 for 2 years as a captain at Yes Charter Airline, in Portugal. Even now, flying the A330/A340, I still think of that time as my best years in aviation. It was a "Pilot's" airplane. Designed to be flown by Pilots. And the autopilot was extremely competent when the weather was flaky and you had to let the machine put it down all by itself even with fearce crosswinds. It was certified CAT III B (not CAT III C as refered on the video), which means that you would still require 75m of RVR before you could start an approach. And contrary to what is also said on the video, it would not make an automatic take-off. One day I was performing a LVO Take-off with 125m RVR and just after V1 was called by my FO, all 3 generators failed. We continued the Take-off as if nothing happened, reseted those generators and continued our flight across the Atlantic. That was the kind of trust the L1011 gave to their pilots. And there was none of those multimedia television on each chair. We had Cinema. That's right. A full color projector and a large screen. Ben-hur or a Sean Connery 007 movies were the norm. None of those crappy movies we have today. Would trade my Airbuses for a L1011 any time.
I concur. I was a flight engineer in the mid 90’s on the L-1011. Nothing comes close to this aircraft. Best airliner in history in my opinion. I miss her.
It was a different era... I've been on international flights repeatedly from before I was born, and I remember the progression of aircraft interiors. 747's frequently had cinema projectors even into the early 90's, I recall. But the majority of aircraft had ceiling mounted televisions in the aisles. Then again, the seat-mounted displays are actually going out of fashion now... So who knows where things will be in another decade or so...
Luis Rodrigues it's funny how everyone believes things in their time were better. I would take my small personal multimedia screen anytime and watch what I want rather than forced to watch what is being played on those large screens.
FooBar Maximus I respect your opinion but not everyone wants to chat throughout the flight. I prefer to have the choice of watching what I want to watch rather than being forced to either watch what’s playing or sleeping.
My dad worked for Lockheed from the late 50s to the early 80s. He worked in preliminary design at Burbank, CA. I remember many different projects he was involved in. From the Cheyenne and SST to the Stop and Stow Rotor Helicopter. There were many others that I never new about. There was one that he was involved in that lite up the sky when he would talk about it and that was the L-1011 Tri-Star. My dad was so passionate about that project that I couldn’t help but feel proud to be around him. I went with him a number of times out to Palmdale, Ca and was able to see the Tri-Star 0001 as they were working on it. I got to see the wing stress test in action, the landing gear wear test in action. I meet many of the engineers and designers. I was able to look inside the Tri-Star and see the miles and miles of electrical wiring that was so precisely routed everywhere. I remember the plane was huge and everything I saw was perfect. There was no mess around anywhere and everyone working looked as if they new exactly what they were doing. I was only about 11 years old at that time but it impressed me then and it still impresses me to this day. I didn’t go to the roll out of the Tri-Star but I did go to the Employee/Family demonstration in Palmdale. They had all of Lockheed’s aircraft on display for us. The C-5A, C-130, P-3, Jet Starr, SR-71”with barricades and armed guards”, U-2”with barricades and armed guards”. I’m sure I’m missing some but that’s all I remember. The Star of the show was the L-1011 Tri-Star. A star it was too. It was gigantic and it was beautiful. I could go on but I’m afraid I’ll run out of space. Thank you for listening, such fond memories.
I was there with my family and if I remember correctly, a poignant moment was when Tony Lavear and "Fish" Salmon flew privately owned P-38s for a while for the first time in many years. I wonder what memories they were recalling. lavear
I was a flight attendant for TWA in the 80’s and the 1011 was my favorite equipment. I especially enjoyed the irony of working a trip from JFK to SEA that used the Lockheed plane. Invariably we would have passengers employed by Boeing on board and I never tired of pointing out to them all the wonderful aspects of the plane. It was all in good fun, of course, and they were good sports.
@@touche6792 i highly disagree, the Lockheed L-1011 was the Most graceful Widebody TriJet Ever Made. That "S Duct" design is a Work of art, instead of just sticking the #2 Engine Dead Center in the Rudder, Like Douglas did.
We should not compare between airplanes because each one is unique in its own way. As a pilot I was lucky enough to have flown both types and I love them. DC10 was a playful puppy that loved to reach the clouds whereas TriStar was more like a sedate gentleman, heavy on the controls and as solid as Gibraltar.
They probably could with the advancements in turbofan tech... The Rolls Trent-1000 or GE CFM56 or LEAP wouldbe good engines to go with... Use those in a twin arrangement and you could have a widebody regional / international jet that could have a shot at competing against the A320 or the 737MAX. I doubt a tri-jet arrangement like the original L-1011 would go dow well in the current civil aviation market due to the increased running cost of that third engine, plus it takes up fusilage space that could be reserved for more passenger space in the tail. Besides that, there's also the safety concerns of having a tail mounted engine due to the fact that if you suffer an uncontained failure, it can damage the lines running to the stabilizer and rudder. The DC-10 had a couple incidents just like this where an uncontained engine failure caused damage to the hydraulics that ran the controls in the tail, rendering the plane almost completely unflyable. Yes, more modern turbofan engines have uprated fan guards which aid in protecting the rest of the airframe from an uncontained failure of the fan assembly, but there is always that slim chance that an uncontained failure can still occur, which is a risk many airliners refuse to take regardless of how slim that chance is now.
@@antiwokehuman That's true. With the regulatory changes allowing 2-engined longhaul flights and the improvements in fuel efficiencyand power output from modern turbofans - trijets have been pretty much relegated to the history books. Not to mention basically nobody wants to mount an engine in the tail after what happened to a couple DC-10s when their rear engines went kaboom, and the ensuing shrapnel from an uncontained failure took out the hydraulics for the rudder and elevator controls!
Flight Attendants LOVED this aircraft, as the under-floor galley was a fun place to work. The crew could even get into part of the cargo area from down there. We played pranks and had fun with our own elevator back there, too. Having a place like that away from the passengers was awesome. Also, this plane's systems worked very well, and for longer periods of time. The best cooks (FAs with timing, speed, and artistry) prepared the meals 20-40 at a time. The best “fronts” (FA's that enjoyed working with passengers) served the meals. It was the 70's and everything was fun and easy going, no “hang ups.” Nowadays everybody is so up tight; too woke, lol. Thanks for sharing, this made me cry because I miss that plane, and those good times, so much! ❤️
Not just me with a tear in my eye then. The first aircraft I ever worked on. 10 aircraft in total including the DC10 and 747 but nothing stirs my heart like Tristar. Spent 2 years in the UFG, loved it. I always felt safe on the Tristar, in 5 years working on it, I never got stranded down route. It always got us home and safe.
I loved your comment. Never knew there was a galley down there! And you're right, people are too politically correct, hung-up and "woke" these days. Thanks for sharing :)
I was a flight attendant during the 70s for TWA. The L-1011 was an amazing aircraft, especially when it landed itself. So smooth and comforting. Having the galley below deck made it easy to cook the food and load the carts.
My father flew L-1011's out of Atlanta after graduating up from the 727. He said that back then there were to kinds of Delta pilots: those who got an assignment aboard the Tri_Stars and those who wish they had. He had flow the Vickers Vicount, Fairchild, DC-8, 880 and the 727 beforehand. He said the L-1011 by far was the best plane ever and was a great assignment to finish his flying career aboard.
I'm a former L-1011 FE/FE Sim Instructor/Check Airman. We operated both L-1011s and DC-10s. When the DC-10 guys came to look over the L-1011's flight deck they were amazed at how much more advanced the panels and systems were on the Tristar. It was a wonderful machine and some of the most fun I've had in my 40+ years of flying. Excellent vid Skyships!
Much more aesthetically pleasing than the DC 10 because of the seamless blending of the upper engine into the fuselage. Overall, quite a nice looking aircraft. (Popular with flight crews also. I used to love working downstairs- all u did was send up the meals. No uniform required!)
As an Ex BA Engineer on the introduction of the L1011 Tristar to British Airways (intially British European Airways) and ending up being the manager in charge of Heavy Maintenance of the Tristar until its departure from British Airways i can say with some confidence that once we had got a grip of the technology of the aircraft it was a fantastic aircraft to maintain, the RB211 engine was challenging at first but we mastered it after some head scratching and the RB211 went on to be a world beater engine, great memories never to be repeated
Thanks for taking good care of them. I was onboard BA's TriStars in a roundtrip from Brazil in 1986. Probably my first memories of flying (ironically I flew B Caledonian DC-10 a few years earlier, but was a toddler at the time, and unfortunately don't remember anything) and the beginning of a love affair with aviation...
I was a systems instructor at Palmdale when BA was there for maintenance training. They were very professional and great guys. We introduced them to charcoal grilled steaks and probably half of them bought Weber charcoal grills before they returned home.
I have flown on the L-1011 and it was, without a doubt, one of the smoothest and comfortable rides in the air. Today, we see airliners with the need to carry more and more people, making the legroom and shoulder room more cramped for someone tall. While a lot of that is up to each airline, it makes me wish for the L-1011 on many flights.
I well remember back in the 1970s my fairly numerous non-stop flights from Miami to Heathrow (and back again) when I was a student in London. I usually flew on British Airways L-1011s, and (rarely) on 747s. And the TriStars were always the *best experiences.* The L-1011s were *so much quieter* inside than the 747s I flew on. Effortless and smooth takeoffs & landings. Much more pleasant all around. You felt the solid quality the minute you boarded. My uncle was a captain for Eastern Airlines (based in Miami) back in the day, and was one of group of pilots commissioned with testing between the DC-10 & the TriStar before any purchase decisions were made by Eastern. I'll never forget what he told my Dad & me sitting in our living room: The DC-10 was a *killer airplane* [not in a good way!] and felt *quirky and unstable;* while the L-1011 was the *smoothest, most easy-handling plane he'd ever flown.* They *recommended the TriStar, hands down* -- and Eastern bought them.
Scott Moseley Two are still active in the US. The L-1011 Stargazer operated by Orbital Sciences, and the other is The Tristar Experience, which is operated to get kids interested in science/technology/math if I remember correctly. The RAF in the UK operates multiple L-1011s as refueling tankers also.
I only saw one TriStar, at RAF Lyneham on a cold January morning in 1991. I was stood on a disused runway in the fog and it landed right next to me. I couldn't believe that a plane could land in that density of fog but it was a perfect landing and a truely amazing sight. A true testament to its electronics and avionics. A memory that I will never forget.
Back in the 1980's I worked as a cabin crew member and had the opportunity to work both the DC-10-10 domestic and flag on the 10-30 and on a different airline the L-1011. I was a crew member involved in certifying the L-1011 with the FAA for the airline. We went to Palmdale where the a/c were. The FAA would declare an emergency and we had to blow the slides and be able to evacuate 344 pax off the a/c in a certain allotted time. We passed with flying colors. I usually worked in the lower galley. I'd put my tunes on, get my tennis shoes on and fire up those Bowmar ovens. I had a fire in one of those ovens one time, the lower galley filled with smoke. But by far the scariest incident on the L-1011 was while I was working lower galley, the fwd cargo door seal failed and blew out, which in turn blew out the pressure panels separating the cargo holds from the galley, they are designed to do that so the aircraft decompresses evenly. I say that calmly now but at the time I was scared out of my mind. A very loud bang while part of the wall of the galley next to the cargo hold was suddenly missing and it got windy, papers anything light weight was floating, there was a fog in the galley and it got really cold all in about 1 sec all at the same time. I've always had a fear of being sucked out of the airplane. I was in the elevator and going up in the blink of an eye. Everyone in the main cabin is oblivious to the chaos down below. I looked like I had been in a wind tunnel. As calmly as I could with the knowledge that we were going to be sucked out of the plane and impending doom awaited but mere moments away, I strapped myself into my jumpseat and called the cockpit. They said they had no warnings that indicated the problem. A somewhat similar incident happened on the Death Cruiser, our nickname for the DC-10. We were 1 or 2 away from departure on the taxiway, I was working rear galley and I looked over at door 4R and noticed it was no longer closed, it was open about 2-3 feet. The doors on the 10 are different than what most doors look like. These come slightly inwards and then go straight up. I tried several times to get the door to close but it would go no further so I called the cockpit. I was surprised they hadn't called us asking about why this door was open. The engineer tells me there's no warning light and not to worry. I'm thinking in my attempt to sound calm and collected so as not to alarm pax which can hear me, perhaps I wasn't conveying the urgency an the size of the opening with my jumpseat right next to it. He keeps saying we're on the active runway and we'll lose our position if he has to come back and look at a slightly ajar door. Which I'm thinking wtf is wrong with that statement in itself? A slightly ajar door is ok. I told him well I can tell the difference in slightly ajar and I can sit on the doorstep and dangle my fricken legs out the door, I'm staring at the asphalt of the runway I'm no expert but that doesn't fall under the category of slightly in any sense of the word. So, annoyed he came back and tried to close it (gee, why didn't I thin of that) with no success. He decides it's not enough to cancel the flight and that most likely once we get above 10,000 feet it should plug itself up. I kept hearing most likely like an echo. Plug itself up? With what? A Flight Attendant? I asked in disbelief that we were even having this conversation. We had a full flight so there were no other available seats but no way in hell was I sitting next to that slightly ajar door. I thought if this idiot was on the titanic, he'd be telling the Captain well we did hit an iceberg but it just left the hull slightly ajar. I went to one of the forward blue rooms for take off. Sure enough at 10,000 ft the door did indeed close by itself. However, on final approach on landing once we descended to 10,000 ft the same door opened up again. That's more than scary and noisey.
The cockpit would have to have an indication of the problem (if your story is accurate) as their are numerous warnings for cabin altitude, pressure, and even the cabin oxygen masks are independently dropped (automatically) in such an event. You saying you went up above and "everything was normal" doesn't make sense. Especially the blow-out panels, which are also located in the main cabin area - I think passengers might notice those lol. "...As calmly as I could with the knowledge that we were going to be sucked out of the plane and impending doom awaited but mere moments away" - you must have been really reassuring for new flyers LMFAO.
I was there for the emergency evacuation qual tests by the FAA. If I remember correctly, the fully loaded cabin had to be evacuated within 90 seconds. We made it in 89 seconds first try. We had to repeat that test for Court line as the seat density was considerably higher. Phyllis (can't remember her last name) of TWA was Chief Cabin Crew Instructor and conducted the evac test as well as the slide-raft functional test at Lake Palmdale. I like many others thought Flight Attendants were there to arbitrate seat assignments and serve Martinis. Did I get an education! The test cabin crew took over and evacuated that cabin more assertively than a Marine Drill Instructor. I'm still amazed at the professionalism. Any pilot can get the aircraft on-ground. It's the cabin crew who saves lives.
@mrkkg27 Hello fellow ATA flight attendant! I flew as a F/A our L1011's, DC10's, and 727's in 1986 and 1987--DTW based with my sister, CJ and her husband-to-be David. Those were the days! As an airplane geek and wannabe pilot, I spent as much time as possible talking to the pilots and flight engineers and sitting in the cockpit when able, usually on ferry flights. Your door story is a good one! Not too surprised that the hard-bitten FE was banking on the pressurization closing the plug-type door, but I too would not have wanted to sit next to it! Miss those fun early ATA days. 344 pax on the L1011! Back section FILLED with smoke (ick!) especially on a Key Tours turn to LAS. ---Derek Johnson
I flew on an Air Canada L1011 I in 1990 when I was 10 years old from Toronto to Tampa. Again in 2000 from Toronto to London Gatwick on a charter airline. The aircraft was presumably purchased from Air Canada so it may have been the same plane. On the first flight my little sister got a tour of the galley on the lower deck which made me jealous and I couldn't believe an aircraft could have an elevator on board. I can still remember the massive windshield in the cockpit. Funny how unlike today, going on a plane (especially as a child) was a special thing you would always remember.
Great Airplane, but as a former flight attendant that is retired, i dreaded those Heavy carts that You used down the aisles to Feed the passengers. Even the Drink carts were Horrible... The weighed over 1000 lbs, it seemed....And as soon as service was announced, Everybody just had to go to the bathroom down the aisles we were working... Pull those Dam Heavy carts Back, Up and Forth. i guess that is why i have the Back Trouble Now that I am pushing 60 !!.... Give ME the Airbus at anytime.
I flew this plane frequently and always purposely selected it when booking my flights -- Favorite!! Definitely the standard all others should have followed!
I worked at the Lockheed Plant in Palmdale from 1972-74 Dept 25/32 P1 & P2 Door crew. Starting at Ship Set 1027 thru 1099. It was exciting to see the aircraft with shiny paint jobs. I even got to fly on a L-1011 I helped build, TWA from LAX to St Louis. I was facing layoff, and joined the Navy. After my enlistment I hired in at Northrop, and retired after 33 years.
That was the most beautiful plane ever built. I saw it as a kid from the ground as I was boarding it. It looked like a plane that demanded respect. I hope they re-design and re-build it again. I would only chose that plane.
The L1011 was the first airplane I ever flew in- Eastern Airlines. We used to go to Florida quite a bit in my youth and that was our ride for several years.
@@waylonmccrae3546 I was born in 1998. I don't think I'll ever be able to fly on one of these beautiful planes. Such a shame. I love the trijet model as long as they aren't an MD whatever model.
it didn't take that long for Douglas to install Cat 3 landing system on the CD-10, but the flight controls on the L-1011 were better. Having said that the MD-11 had all the above and was THE most comfortable ride in the air; higher wing loading, smaller more efficient horizontal [more advanced than L-1011] but GE F'd up the engine performance which lead to more aero advancements and they eventually got the range and performance they wanted.
I have a real soft spot for the Tristar. Back in the fall of 1991 when I was nearly 12, my late father being in the Royal Navy (Lt Cdr) had contacts with the RAF. Dad got me on a flight from RAF Brize Norton to Bermuda. I loved the sound of those RB211s on startup and in mid-flight. Also the food was 1st class. I was even invited to attend the cockpit and converse with the pilots and engineer. This was indeed one of the best experiences of my life.
The beautiful sound those RB211's make was a huge part of takeoff, I would take my headphones off on my walkman and listen. I flew on Delta's the most as well as TWA and Eastern. I made it a point to fly on that gorgeous aircraft! A real life "flying boat!"
Currently after a few minutes of research, there are only a few operators left. Barq Aviation of Jordan, Lockheed TriStar Preservation of the US, Orbital ATK of the US, and a few undisclosed operators.
Let it die with honor... History will remember it, but with the current masterpieces from Boeing (787 Dreamliner) and Airbus (A350 XWB)... Why bring it back??
My all time favorite wide-body jet. First Flight was on a ATA Contract flight from BWI to KWI with a refueling stop in the Azores, with a return trip using the same route back in 1999. I was surprised at how quiet that plane was in flight. A few years later I had a chance to check out "Stargazer" While working at Vandenberg AFB, and I also had the pleasure of watching a few Pegasus launches. Very cool.
I was a flight attendant for Eastern Airlines years ago. I used to enjoy working in the galley. There were 2 elevators used to shuttle all of the meal and beverage carts up and down to and from the passenger cabin. We had some fun times in the galley during late night flights when most of the passengers were sleeping :-) Great memories!
I only flew on an L-1011 once, back in the early 1980s. I was amazed at the interior size and spaciousness, and it was all so bright and new and cheery-looking. But that's where my love affair for the L-1011 ended. Once it took off and we were in the air....... The whole interior (mainly the ceiling and luggage compartments of the fuselage) shook like they were going to come apart! I was scared to death! And it didn't get any better during the rest of the trip. Needless to say I was very happy to deplane that day! I never flew on the l-1011 again, in all of my business travelings, and that was just fine with me!😊
My favorite Tri-Jet....except for the 727. The DC-10 has always looked like some body said “hey, lets hang a third engine up here on the tail”. I still hate it’s looks. Flew an L-1011 on Eastern in 1981. Beautiful smooth quiet ride. Flew a DC-10 back from the Gulf War in 1991. Lots of rattling around. Plus I knew the DC-10s history quite well. Anecdotal, I know, but it’s hard to argue about the incredibly beautiful aesthetics of the L-1011.
As kids, we flew L1011s with Delta from Chicago to Atlanta a few times per year. We loved the experience. Probably because we flew alone and our mother dressed us well, the stewardesses treated us kids like little royalty, getting us wings to pin on our shirts and visits to the cockpit to where me met the pilots a couple of times (on the ground). Those were the days. The plane was awesome, huge and quiet. It was the 70s after all and everything at home was green orange and brown and fake vermeerv and kung fu. The L1011 was like a trip to the future that we live in now. I don't miss the cigarettes and ash trays on the plane though.
It never occurred to me that a passenger jet may only be profitable in a small niche of the airline industry depending on its range and preferred altitude. I flew a Tristar from LAX to Disney World in 1987. It was big and roomy, unlike the big and cramped Boeing 777. But apparently big and roomy planes are a thing of the past.
@@biomed007 One commenter said that the L-1011 was so big and roomy,...yeah that makes sense...it makes it easier to social distance. The only wide body jet I ever flew on was on an L-1011 on a social distantly compatible (not many people on board) "redeye" from San Francisco to Chicago in 1974. I believe it was on Delta.
@Joshua Burdette - I’m guessing the perceptual difference is that most of the L-1011s didn’t have overhead bins above the center rows of seats (our -500s did, but not the others) - just an open, high ceiling which created a feeling of openness and roominess. When the aircraft was introduced most people checked their baggage, rather than trying to carry on steamer trunks like they do today!
Lockheed Tristar L1011 is the best airplane and one the most advanced technology in the early 60s and 70s. They shouldn't retired this wonderful and magnificent airplane.
My father was hired in 66' with TWA, started as Flight Engineer on the 707 international routes, seniority #399. He had 4 stripes well before they phased the 707 out. He loved the 707 lots of time in that loud, fast, black smoke emitting bird. He opted to pass on 747/757/767's and chose the MD-80 domestic legs since he had 3 children still in school in STL. He was asked to become a check captain/simulator instructor in STL on the L-1011 for TWA which he accepted. He said the 1011 was so advanced for its time and was excited when he had to keep his hours up on it and fly trips to keep his rating current. Dad retired from TWA on his 60th birthday month in 99' before the AA takeover. I will never forget the sound those Rolls Royce engines made sitting on the runway spooling up, such great memories from that era.
Good work man. L-1011 is an icon of my youth, my mum having worked at an airport. Used to be awestruck seeing her parked in the hangar with her livery lights on. She looked more like a spaceship than an airplane! It was only as I got older and began to read about aviation did I understand that her third engine was actually sitting between her horizontal stabs. Beautiful airplane.
I had only 4,000 hrs on the Tristar, over 12,000 on the B747/744... the Tristar is STILL hands down the best airplane I’ve flown!!! I don’t know a single pilot that DID’NT like flying it. Great video... most of the guys I fly with now... don’t even know what the L1011 Tristar is.
@@josephking6515 My next door neighbor was on flight401 and survived. I had lunch with her and had her recount the story of being in a plane crash. I was dumbstruck. I was also 14 years old at the time.
Missed out on the 1011. my company sold theirs, along with other planes and routes before I was hired. I did get to fly the 10 though and really loved it. Would have been nice to be able to compare the two. Have you run across anyone that’s had time in both. I’ve only flown with guys that have flown one or the other. Which 747 version was your favorite? I was on the panel of the 200 for about six months.
Between 8:14 and 8:20 I was flattered to see that you used my 1/144 scale model build. I completed that model in 2013. It is a Welsh Brand vacuum form kit with a 2-6 Brand laser printed decal sheet. Tail number N330EA. The metal finish is thin metal foil with adhesive backing. Perhaps you found it on Facebook or Airlinercafe. And if you didn't notice it actually is a model then I'm even more flattered. Cheers!
When you look at planes with the old livery and are instantly transported back. Grainy footage gets me right in the feels those sunny saturday mornings watching those beauties dreaming dreams. Love it.
Clearly, the most advanced aircraft designed and built prior to the Boeing 777. Not mentioned in this video is that unlike the Douglas Crap 10 that only had three hydraulic systems, the L-1011 had four. When United 232 blew the tail engine, it discharged shrapnel into the lines of all three hydraulic systems that were coupled together underneath. The result was a total loss of hydraulics. The L-1011 had a similar incident however, because the 4th line was independent from the primary three, the L-1011's crew had sufficient hydraulics to safely land the aircraft. Another big difference were the cargo doors. DC-10 doors opened outward, where the L-1011's opened inward. This created a firm seal when the cabin was pressurized. It was a much superior aircraft and the avionics were years from being equaled. The DC-10 couldn't auto-land until the mid 1980s where the L-1011 could do so on day one.
All airliners use plug doors as well. Even though they open outward, the translation of the door when opened and closed assures that all door stops press tighter as the pressure differential is increased.
Bartonovich52 Uhm no, that's not how the cargo doors worked, they are pulled into the hole and then locked against the door frame, it is not a plug door design like the passenger compartment doors. Most aircraft had similar types of outward opening cargo doors, including the L-1011 (sorry Miles, but that is wrong www.mediastorehouse.com/flightglobal/cutaways/civil-aviation-1949-present-cutaways/lockheed-1011-cargo-door-cutaway-drawing-4955110.html ), but had various different locking mechanisms to prevent the doors from coming open. All four known cargo door accidents (2 DC-10 and 2 747) were failures in the locking mechanism to hold the door shut against the body of the aircraft, two accidents resulted in fatalities, Turkish Airlines 981 (DC-10 crashed with all 346 fatalities) and UAL 811 (747 with 8 fatalities sucked out of the aircraft in flight), the other two did not, AAL 96 (DC-10) and Pan Am 125 (747), with the last 3 of the aircraft able to safely land.
Flew on one of the earliest L1011s delivered to Eastern on a PHL to MIA flight as a kid. The plane was half empty and I got a set of plastic Eastern pilots wings for stopping by the cockpit on our way off the plane in Miami. It was truly awesome. My last flight was on an ATA L-1011 on a PHX to PHL flight in business class in the early 00s. Shortly after my flight, ATA went bankrupt. But at least I got to fly the Tristar again.
Eastern Airlines helped Rolls Royce financially in order to ensure that their L1011’s would be delivered by Lockheed. I believe that Eastern Airlines was the first airline to place orders for the L1011. I worked at Eastern Airlines 1978-1991 and always enjoyed “Pass Riding” with my family, on the L1011, my all time favorite aircraft!
In the late 80s, (Skip) a friend mine from high school became a Mechanic for Delta at their Atlanta hub. He invited me one day to come with him to see where he worked and what he was doing (back when that could actually happen). WOW! HOLY SHIT! He walked me into a hanger with (two) L1011's in for service side by side. My God.. The only thing more over whelming than the two planes close up was the hanger they were sitting in. Multi Floor clam shell scaffolding moved into place surrounding them giving access to every square foot of the planes. I had to rub my eyes to believe the scale of it all. They had tucked in an MD88 just in front of one L1011 for service and I kid you not it looked like a Piper Cub from the hangers high catwalk. He took me to the paint shop nearby as well where they were still stripping the PanAm paint off one to repaint it as a Delta L1011. What an experience, and what an amazing aircraft. Thank you for the video and the blast from the past!
I love it too, it had one of the shortest cycle times though the airframe would only last virtually half the hours a DC-10 would before needing retirement and only one engine option didnt help it sell either. Its automation was incredible for its time though, and it looks absolutely amazing. I believe there is only one in flying condition left on Earth in 2020 though sadly.
One of the finest designs of its day, a truly excellent plane. Today, this size of aircraft only needs needs 2 highly efficient engines though. It was a plane designed for a specific era of airline operations, long past.
There is a TriStar abandoned in Alexander the Great airport in Kavala. Registration N102CK. It entered service with BA later sold to Kuwait Airways and to American International where it converted to a freighter. In 1999 Kitty Hawk International bought the aircraft. In 2005 Kitty Hawk tried to sell the aircraft to someone in Greece. This never happened the aircraft landed in Kavala Airport and left there because Kitty Hawk run out of money and couldn't pay to get the aircraft back. It's so sad. I go to that airport from times to times just to see this bird. It's one hour from my town.
Really like this channel! You do a great job. As for the L-1011, it was our very favorite from the first to the last time we flew on it. There were times we could even change flights just to get one. You brought back many great memories!
The first wide-body I flew on was a Delta DC-10. Not long after that, I flew on another DC-10, connected in DFW (I think) and entered the L-1011 for the next leg. The Douglas was impressive but I remember as a passenger being that more blown away by the space and design of the L-1011. Even as a 7 year old, with zero knowledge of aircraft, it left an impression on my that has lasted well into adulthood. To this day it's my favorite of the classic wide-body planes and the one I wish I could fly on again. The last one I was on was in 2008 at the Mojave boneyard. Grounded for good, I at least got to have one final stand in one before it too was lost to history. Great video by the way. Nice to see a new one about the L-1011.
I used to ride an Eastern L-1011 between Philadelphia and Miami in the mid-'70s. What a great plane! What a great airline! I was a kid travelling with my parents, and the stewardesses brought playing cards and books and stuff (and a couple of Martinis for Dad lol) all at no charge. I'd get to go up to the cockpit and meet the pilots - what a great time! I still love flying. I pay the extra to go First Class (or Business on international flights) - even though it's not the same anymore, it's worth the price to actually look forward to a flight instead of dreading it.
Was lucky enough to fly first class aboard a L1011 from Florida to Newark. The comment made by the narrator about the soft landings is ABSOLUTELY true. The takeoff was also effortless & smooth.
Ouhhh!!!,Really???.I loved this movie,& had the chance to fly on this L-1011,in a Round Trip from New York City to Puerto Rico.But I just find out,about what you said!!.And do you know??.It was a kind of like a "Twilight Zone"trip to me!!!.
My first wide-body flight was on an L-1011 from SLC to DEN on TWA. At that time in Salt Lake, it was one of only two wide body flights out of SLC. The flight path went right over my house and I can still hear the blades of the L-10 cutting through the air, creating a sound that was so different at that time. What a beautiful plane, so comfortable to fly on. I remember flying an L-10 out of Atlanta, stopping short of the runway while the last engine was started, smoke billowing everywhere! A fantastic airplane that is missed.
All L1011's were built in Palmdale California only, I worked there and I live in Palmdale. Burbank was the manufacturing location only of parts. There was also another commercial airplanes builder in San Diego named Convair Aircraft. Their passenger jets were 4 engine jets, similar to Boeing's 707. Really enjoyed your video of the L1011. The best Tri Jet ever.
The L-1011 was more expensive than the DC-10 because it had multiple redundancies built into it that the DC-10 did not, such as stick shakers for both sides, standard. An automatic transfer bus so when the generator powering one side of the plane fell off (Chicago) the load automatically transferred to the other engines without any flight crew having to stand up to manually switch over the load. It used a screw drive as opposed to hydraulics to drive the slats. The L-1011 would have survived both Chicago and Sioux City because it was designed to.
none of your assertions are true and you conflated electrical power with propulsion. There are some more important differences. Go back and do your research. BTW, this video conflates lots of things, repeats itself and never really defines the difference in technology applied to the airplanes. Also of note the DC-10 was never delivered with the RB.211 because there wasn't enough customer demand to justify even the pylon engineering change, but Douglas did offer a Rolls-Royce version to customers. Hint about tech; avionics and stab. and smaller wing.
Genda Minoru, do you even know the meaning of the word "conflate"? As for my statement, I will clarify it for you. On American 191, when the left engine fell off, it took the #1 generator with it. That generator supplied AC power to the Captain's instruments and stick shaker. On the DC-10, the stick shaker was only standard equipment on the left side. It was an option on the right (Co-Pilot's) side that American Airline did not purchase. The only way to restore power to the Captain's instruments and the stick shaker was for the flight engineer to get out of his seat, and manually flip a switch in the rear overhead counsel that tied those instruments into the #2 or #3 generator. On the L-1011, the stick shaker was standard equipment on both sides so when the left wing stalled as it did on AA 191, the Co-Pilot would have known it and not stalled the wing. On the L-1011, upon failure of the #1 electrical bus, the systems using that generator would have automatically transferred to the #2 or #3 bus being powered by the remaining engines. As such, both pilots would have had working stick shakers and the Pilot would have retained his instruments.
Interesting. Pugilistic over an old airplane design. Ok Let's compare our aero engineering degrees and experience in design. I assume you worked for Lockheed? I did work for McDonnell Douglas as you likely surmise. So first things being first, Conflate; combine (two or more texts, ideas, etc.) into one. synonyms; mix, blend, fuse, unite, integrate. Your discussion of transfer power buses to the engine falling of is oddly juxtaposed, as the power has cross ties where all generators are brought on line and you don't lose power simply because an engine is no longer operating regardless of the reason. I assume that you do know that the control columns are interconnected. Essential bus does not need to be reset unless it sheds all of the load and from NTSB reports we know that did not happen. So I await your pugilistic round two argument to see if it is you who knows what you are talking about. If necessary I can even provide you with the relevant LAMM schematic. You see you never know who you will run into on CZcams forums, so be careful.
Genda Minoru - You're probably the guy whose designs carry all the flaws that others have to engineer out. Read Page 67, Paragraph 6 of the NTSB report. It states that all power to the a.c. and d.c. generator buses were lost when the pylon separated, rendering the Captain's instruments inoperative, and that power to these buses was never restored. Also, see Paragraph 2 at Page 57: Regarding the design of the outboard leading slats that retracted once hydraulic fluid was lost: "Other aircraft designs include positive mechanical locking devices to prevent movement of the slats by external loads following a primary failure". Lockheed employed this "positive mechanical locking device" on the L-1011. Douglas did not do so on the DC-10. The DC-10 was a rush job to satisfy American Airlines requested for a wide body smaller than the 747. AA got just what it paid for. A cheap piece of crap and many people wound up paying for that heap of trash with their lives as opposed to the L-1011 that had not one hull loss due to design. Terrorism, Pilot Error, or Weather brought down the eight L-1011's that were written off.
Funny thing you remember the Langalears. My supervisor new Mike Potter who ran the scrapyard at Mojave. He was selling the cockpit and a upper fuselage section used in the movie. I built a wire harness to run the instruments. They only showed the panel about 3 seconds. They paid me $2000 for 3 seconds.
I flew as a passenger to London in 1983 on a Delta L-1011 as my first flight to Europe. I also held a private air license in small planes. I loved the L-1011 and have never flown in any other plane that impressed me so much. Beautiful plane. I have a model airliner collection that proudly that includes an L-1011.
This L-1011 will always be my favorite airliner ever to work on everyday. There are details so advance 20 years ahead of its time, it rivals anything today. Nicely Done Skyships, one of the best review & history of L-1011 Cheers
September 1982 - first ever airplane flight of any kind, Stapleton airport Denver to St. Louis, on a TWA L-1011. Also the only time I ever got to fly on one. Thoroughly enjoyed it, still remember the hum of those RB211's. Awesome bird - wish I could fly on one again.
L-1011 tristar No problems that I know of Dc-10 Engine just fell off Killed the concord Rear engine blew up Cargo door unlocked mid air. Why the hell did the DC-10 win again?
No problems? First off... it couldn’t even be certified at the beginning, which plunged Rolls Royce into receivership and nationalization and required Lockheed to get loan guarantees from the government to finish the project. This meant it entered service over a year after the DC-10 in spite of being started earlier. It was a hugely complex aircraft. Unnecessarily so-typical of a company used to highly padded cost-plus-fee government contracts. It could lose money on the plane, but the airlines couldn’t. They retired it early while the DC-10 soldiered on. As far as failures. The DC-10 never had a horizontal stabilizer jam. Pure luck kept the Delta 1080 from turning into an Alaska 261. Another thing that was lucky was Eastern 935. It should have been a Sioux City but the engine fragments that hit the fourth hydraulic system miraculously didn’t penetrate it. Of course, a lot of the other accidents were maintenance errors. Turkish didn’t modify the cargo door as directed by MD and it crashed. American used an unauthorized maintenance procedure and the DC-10 lost an engine in a manner that it wasn’t designed to (the front mount was supposed to fail first so the engine would drop away, but the rear mount was damaged). Of course, faulty maintenance resulted in a triple engine failure on Tri Star-another thing that never happened to the DC-10. In the end, the L-1011s safety record was mostly because of its very short service life. Into service late. Out of production early. Out of service early. Fewer hours flown because of its atrocious dispatch rate. The Tu-114 was even “safer” than the L-1011 for the same reasons. But the DC-10 is still flying today because it’s problems we’re surmountable and it was a much simpler plane not the Rube Goldberg engineering disaster the L-1011 was.
Amateur Asian, I ask myself that same question when the US Air Force purchase the DC -10 for their KC-35 Tanker. Telling the citizens that the DC-10 is a safe aircraft. That very same week another DC-10 crashed and burned.
The last time, the only time, I ever flew in a Tri-Star, was in 97. I flew business class from Chicago to Dallas. I remember it being the nicest flight I had ever experienced. I remember sitting down into a big comfy leather recliner, the attendant handing me a drink, then reading the paper almost not noticing that we were already in the air. Then landing was almost a non-event, it was just a slight sensation. The most relaxing flight ever.
One time I was plane spotting and taking pictures along side the main runway at the airport and an L1011 started rolling up for take off. Hadn't seen one for years. It was a nice sight. What amazed me most was how quiet it was. They nailed it calling it the "Whisperliner". And the take off performance! Hardly any runway needed then it was up and gone! Miss those old birds. Glad I had the chance to fly on one as a kid! Those were the days!
I rode the TriStar several times. If the plane hit the slightest bump, the interior ceiling panels and bins would shake and move as if they were about to come loose. I realize this didn't have anything to do with the technical quality of the plane itself, but it was uncomfortable enough that I avoided the plane after that. The DC-10 was more comfortable, although not as comfortable as my favorite aircraft.
Now that you mention it, I do recall a lot of "creaking" in those ceiling panels. It never caused me to be nervous (they're merely decoration, have nothing to do with the safety or structure of the airframe), but it was a bit distracting from the otherwise quiet ride.
You felt uncomfortable with the safety of the TriStar so you always chose a DC-10!? That's funny! Those panels were just decorative lightweight plastic as you probably know. While the DC-10 was infamous for its awful safety record of aircraft failures and crashes. What a strange decision. I liked them both though.
The largest aircraft I've ever flown on was a British Airways L-1011, named The Stargazer Rose. I had two rides - the outbound and inbound trips. Outbound I was just aft of the wing leading edge, port side. When the engines started up, it sounded more like being on board a bus, the jet engine whine and whistle was not prevalent. On rotation, I had the most impressive view of condensation flow over the wing imaginable. At first, I thought we were in trouble because you could hear and feel the airflow vibration from inside the airframe - it was a kind of groaning noise. When the conditions causing the rough flow ceased soon after it started, the spectacular display of that flow from the front of the port nacelle, riding over the pylon and past the wing, suddenly stopped, along with the heavy airframe vibrational noise. That true life lesson in aerodynamic laminar flow will never be forgot.
I was an aircraft mechanic for TWA in the 1980's till almost the end in 1999. Much of that time was spent on the Tristar. It definately was an different animal to work on. However, once you figured out their engineering (especially electrical) it was a joy to work on it. For one, it was the most totally redundant aircraft ever. All the flight controls were electric over hydraulic. It was set up where the entire aircraft could go completely dead electrically and as long as you had either one engine, the apu, or the "RAT" (ram air turbine) providing hydraulics, it would fly along fat, dumb, and happy. None of that "fly by wire" stuff that requires electrical power. Our pilots told me that it was a "pilots plane" for sure. It had the most advanced autoland system incorporating a "DLC" (direct lift control) that kept it dead on the glideslope during landing. I was told the plane could land itself better than most pilots could. Their words, not mine. It was a difficult aircraft to get out the hanger door after major maintenance due to those pesky gremlins, but once it was in the system it was super reliable. Just don't ever turn off the power was the secret. It's biggest downfall was those RR Rb-211 engines. I helped overhaul them in our jet engine shop. What a "PITA". Those 3 spool engines were real bad about vibration. Most of the engine changes were due to high vibration and not performance degradation. This was common with all the operators. The P&W JT-9D was a waaaaay better powerplant and got just about as good fuel economy and was way cheaper to operate because their on wing time was far superior. The plane's final downfall was the wing's rear spar. It had a cracking problem. Our engineers told me that in their opinion Lockheed built the wing too stiff causing it to crack it's rear spar. Lockheed had an interim repair that was actually better than their permanent repair which was horribly expensive. You had to strip off the flaps, electrical, hydraulics, etc. etc. Shore up the wing, then replace entire section(s) of the problem areas. Hugely expensive and I'm not sure if it ever permanently fixed the problem. It's was kind of like the same thing Toyota had with their '05-2010 Tacoma, Tundra, and Sequoia truck frames that kept rusting out. Great trucks, just piss poor frames. Lockheed Tristar. Great aircraft, just piss poor engines and wing spars. Most of them are in the boneyard now for these reasons. Too expensive to fix especially considering aircraft like the 767 and 777 which are only twin engine which will do a lot more for half the price.
@@Bartonovich52 >>> I heard from someone *years ago* that maintenance was an issue with the TriStar. I don't remember the specifics, but it was *not* a 'plus' for the airplanes....
@ Bill Carson. The DC-10 engines had to be mounted closer to centreline because of its smaller rudder due to the tail mounted engine. The L-1011 had a larger rudder that could more effectively deal with the asymmetric thrust of a wing engine failure. I also believe the wide chord fan blades were quieter which is one reason why all engines have them today.
Awesome Aircraft. Flew on it many times. Quiet & Safe. Well built quality aircraft. The DC-10 was cheaply made, and had many design flaws that lead to total loss of Aircraft and life repeatedly.
I flew on an L1011 only once, but it was an absolute dream machine. It was fast, quiet, and I mean you could actually have a conversation on this plane, unlike the old 737's i had flown. The interior had incredible space, seats were wider and more comfortable, landings and take off were so smooth one hardly noticed when the wheels touched the ground, it was flying at its best, sad they are not in use today, because even with modernized technology of today, the L1011 was still the best engineered plane, hopefully they will come back again, they were and are still the epitome of air travel.
I graduated high school in June 79. Went to Lockheed's "Tunnel Tech" for three weeks. Called Tunnel Tech because the class was underneath Lockheed's Plant 10 in Palmdale CA. After finishing ths class, went to work on the L-1011's. Worked on them from late July 79 to December 81. That was around the time Lockheed had announced they weren't taking orders for anymore. I moved over to TR-1 production, which lasted around another year. Got laid off in December 82.
The RAF (Royal Air Force) of United Kingdom used Former Civilian Tristars converted to Airborne Aerial Refueling Tankers and Eventually replaced by the Airbus A330 Multi-Aerial Tanker.
Wong wan chung Indeed! I recall seeing an RAF L-1011 tanker returning from an air show over London (the Queens Birthday I think). The Tornadoes went roaring past my home first, then I saw the imposing L-1011 approaching almost soundlessly. A bit of noise as it flashed low overhead, then it was heading for the horizon with all the grace of a huge stable SWAN, royally gliding out of sight. Exceedingly beautiful aircraft indeed! 😃👍
I was a phase maintenance mechanic for the L-1011 as well as a mechanic for Boeing and McDonnell Douglas aircraft for TWA in the early 90s. The L-1011 was so much easier than the 747, 757, 767, and DC-9s I worked on. Even the RB 211 engines weren't bad to work on. Maybe with an updated engine there might be a market for the L-1011.
I have been flying for 36 years flown all kinds of wide body aircraft, but the most amazing most advanced, most beautiful and stable aircraft I have ever flown was the L1011_500 IT was way ahead of its time.
Definitely the best and most beautiful plane I ever flew on, I can remember being astonished at the rate of climb by a British Airways Tristar out of London Heathrow in 1979. As I travelled by air a lot in those days, I used to specify 'L1011' when booking if there were choices. Luckily I was based in the Middle East then, and their airlines used them a lot...Saudia and Gulfair in particular. Loved the engine sound on take off - that beautiful grinding sound of the engines at full power. Flew the DC10 a few times, but not so impressed, though the 747s were pretty good.
Only flew on an L-1011 once. Unfortunately it was an at ATA vacation flight to Vegas, and we were packed in like sardines. I spent half the flight standing by one of the doors (you could do that back then) because there was no legroom.
Stephen H flew ATA from Chicago to Jamaica, it’s was seriously like flying Soviet Air. It sucked . The plan was so old it sounded like something the Beverly Hillbillies would fly. Squeak squeak squeak. I was terrified.
I flew as cabin crew on the beautiful Tristar for 7 years. Then moved to the 747 range & finally Airbus..The Tristar start up still sets my heart alight and is my favourite all round aircraft even though we worked at an angle !! Flight deck panoramic view is the best 😘 She has my vote still.
Travelled on one of these with Air Canada, Manchester to Toronto route in 1985 to visit my grandparents as a 13 year old, awesome experience they sat me next to an old chap who was an ex WW2 british bomber pilot who chatted to me on the outbound journey, great memories and great aircraft!
The father of the owner of a retail store I used to go to had been an Air Canada captain. He had flown both the 747 and L-1011. He preferred the latter in every way.
As a passenger flying 10 flights a week and a half million miles a year, the L-1011 was my favorite aircraft. It was comfortable, quiet, well appointed, stable and always delivered a superior experience. I miss them. Compared to the "cattle car" experience that is flying today, this plane was truly part of the golden age of air travel.
wooow for work I hope mate ?
One of the greatest memories of my life - April 1978, I was 9. I was taking my first airplane trip. Our first leg was on an old smelly DC-8, with the gawd awful bright orange seats! Our second leg was on a new (didn't smell of cigarette smoke yet) L-1011 Tri-Star. My goodness, that thing was so huge to my little boy eyes! The pretty Delta stewardess invited me to come to the cockpit for a tour. I got to spend about 10 minutes up there with the pilot, cigarette in hand, the co-pilot and engineer pointing out all the controls and instruments and what each did. The co-pilot quizzed me on the altimeter, yoke, and throttles. Then he asked me "since you know how to fly now, can I send for you if we need help?" My eyes must have been as big as saucers, as I nodded and weakly said "Yessir". I distinctly remember the engineer's panel, and all the gauges, switches, knobs, buttons, and dials. At night the cockpit was just about the coolest place ever! Just before I left, the pilot said "well now that you know how to fly, you have earned your wings, and handed me a set of gold plastic wings. "See just like mine" as he pointed to his pinned on his chest. The stewardess pinned my wings on and I wore them with pride as I walked, no floated, back to my seat. Gosh! Flying used to be so fun.
Remember my first flight at age 5 to this day on a Delta B-727. I too had a tour of the cockpit, earned my wings and even a white plastic toy plane. Awesome times!
I never saw an actual cockpit close-up, but I have learned a lot from Microsoft Flight Simulator 2002. Great software.
MSFS is a video game and contains no useful algorithms related to aircraft control or behavior. But it looks neato. If you want to see how airplanes fly, try X-plane, then only FAA approved FTD software.
I once tried X-plane but it didn't work for very long on my computer. Apparently it was or is still in development. MSFS is a super simple simulator but it doesn't require too much effort to keep from crashing, and the simulations of places like NYC or San Francisco or Las Vegas seem to be fairly accurate. Navigation with VOR was interesting.
Actually it requires the right firmware and lots of memory if you want the visuals, or you can set them a low res with most any PC and it works fine. I even used it on my old Pentium in earlier versions. But X-Plane 10 is great on most any PC today - I have to affiliation or axe to grind one way or the other, but I am unaware of any other sim program that is FAA approved as an FTD.
Flew the L-1011-500 for 2 years as a captain at Yes Charter Airline, in Portugal. Even now, flying the A330/A340, I still think of that time as my best years in aviation. It was a "Pilot's" airplane. Designed to be flown by Pilots. And the autopilot was extremely competent when the weather was flaky and you had to let the machine put it down all by itself even with fearce crosswinds. It was certified CAT III B (not CAT III C as refered on the video), which means that you would still require 75m of RVR before you could start an approach. And contrary to what is also said on the video, it would not make an automatic take-off.
One day I was performing a LVO Take-off with 125m RVR and just after V1 was called by my FO, all 3 generators failed. We continued the Take-off as if nothing happened, reseted those generators and continued our flight across the Atlantic. That was the kind of trust the L1011 gave to their pilots. And there was none of those multimedia television on each chair. We had Cinema. That's right. A full color projector and a large screen. Ben-hur or a Sean Connery 007 movies were the norm. None of those crappy movies we have today. Would trade my Airbuses for a L1011 any time.
thank! love hear stories from pilots!
I concur. I was a flight engineer in the mid 90’s on the L-1011. Nothing comes close to this aircraft. Best airliner in history in my opinion. I miss her.
It was a different era...
I've been on international flights repeatedly from before I was born, and I remember the progression of aircraft interiors.
747's frequently had cinema projectors even into the early 90's, I recall.
But the majority of aircraft had ceiling mounted televisions in the aisles.
Then again, the seat-mounted displays are actually going out of fashion now...
So who knows where things will be in another decade or so...
Luis Rodrigues it's funny how everyone believes things in their time were better. I would take my small personal multimedia screen anytime and watch what I want rather than forced to watch what is being played on those large screens.
FooBar Maximus I respect your opinion but not everyone wants to chat throughout the flight. I prefer to have the choice of watching what I want to watch rather than being forced to either watch what’s playing or sleeping.
My dad worked for Lockheed from the late 50s to the early 80s. He worked in preliminary design at Burbank, CA. I remember many different projects he was involved in. From the Cheyenne and SST to the Stop and Stow Rotor Helicopter. There were many others that I never new about. There was one that he was involved in that lite up the sky when he would talk about it and that was the L-1011 Tri-Star. My dad was so passionate about that project that I couldn’t help but feel proud to be around him. I went with him a number of times out to Palmdale, Ca and was able to see the Tri-Star 0001 as they were working on it. I got to see the wing stress test in action, the landing gear wear test in action. I meet many of the engineers and designers. I was able to look inside the Tri-Star and see the miles and miles of electrical wiring that was so precisely routed everywhere. I remember the plane was huge and everything I saw was perfect. There was no mess around anywhere and everyone working looked as if they new exactly what they were doing. I was only about 11 years old at that time but it impressed me then and it still impresses me to this day. I didn’t go to the roll out of the Tri-Star but I did go to the Employee/Family demonstration in Palmdale. They had all of Lockheed’s aircraft on display for us. The C-5A, C-130, P-3, Jet Starr, SR-71”with barricades and armed guards”, U-2”with barricades and armed guards”. I’m sure I’m missing some but that’s all I remember. The Star of the show was the L-1011 Tri-Star. A star it was too. It was gigantic and it was beautiful. I could go on but I’m afraid I’ll run out of space. Thank you for listening, such fond memories.
I was there with my family and if I remember correctly, a poignant moment was when Tony Lavear and "Fish" Salmon flew privately owned P-38s for a while for the first time in many years. I wonder what memories they were recalling.
lavear
I was a flight attendant for TWA in the 80’s and the 1011 was my favorite equipment. I especially enjoyed the irony of working a trip from JFK to SEA that used the Lockheed plane. Invariably we would have passengers employed by Boeing on board and I never tired of pointing out to them all the wonderful aspects of the plane. It was all in good fun, of course, and they were good sports.
Hmm interesting
Lol !
You are one of the luckiest man on this planet!
You should have. Boeing is going to crud nowasays
Raymond Jones, did you know an attendant named Sara L Phillips?
The S-duct for the number 2 engine is just a work of art, when you compare it to the DC-10.
DC-10 was majestic, tail high up in pride.
L-1011's S-duct looked clumsy like an after thought by a forgetful engineer
@@touche6792 i highly disagree, the Lockheed L-1011 was the Most graceful Widebody TriJet Ever Made. That "S Duct" design is a Work of art, instead of just sticking the #2 Engine Dead Center in the Rudder, Like Douglas did.
Kids voted for DC-10:)
We should not compare between airplanes because each one is unique in its own way. As a pilot I was lucky enough to have flown both types and I love them. DC10 was a playful puppy that loved to reach the clouds whereas TriStar was more like a sedate gentleman, heavy on the controls and as solid as Gibraltar.
@@gerardosalazar161 nicely said, 👌 they were both awesome airliners !
My favourite airliner ever. Would love to see Lockheed re-enter the market with an update of this beautiful machine.
They probably could with the advancements in turbofan tech... The Rolls Trent-1000 or GE CFM56 or LEAP wouldbe good engines to go with... Use those in a twin arrangement and you could have a widebody regional / international jet that could have a shot at competing against the A320 or the 737MAX. I doubt a tri-jet arrangement like the original L-1011 would go dow well in the current civil aviation market due to the increased running cost of that third engine, plus it takes up fusilage space that could be reserved for more passenger space in the tail.
Besides that, there's also the safety concerns of having a tail mounted engine due to the fact that if you suffer an uncontained failure, it can damage the lines running to the stabilizer and rudder. The DC-10 had a couple incidents just like this where an uncontained engine failure caused damage to the hydraulics that ran the controls in the tail, rendering the plane almost completely unflyable. Yes, more modern turbofan engines have uprated fan guards which aid in protecting the rest of the airframe from an uncontained failure of the fan assembly, but there is always that slim chance that an uncontained failure can still occur, which is a risk many airliners refuse to take regardless of how slim that chance is now.
If they could bring it back with 2 engines it would give the 777 and 350 a run for the money it's about the same width and looks better
@@DigBipper188 trijets are history. Also lockheed already has a lot of defence projects to be finished
@@antiwokehuman That's true. With the regulatory changes allowing 2-engined longhaul flights and the improvements in fuel efficiencyand power output from modern turbofans - trijets have been pretty much relegated to the history books.
Not to mention basically nobody wants to mount an engine in the tail after what happened to a couple DC-10s when their rear engines went kaboom, and the ensuing shrapnel from an uncontained failure took out the hydraulics for the rudder and elevator controls!
Flight Attendants LOVED this aircraft, as the under-floor galley was a fun place to work. The crew could even get into part of the cargo area from down there. We played pranks and had fun with our own elevator back there, too. Having a place like that away from the passengers was awesome. Also, this plane's systems worked very well, and for longer periods of time. The best cooks (FAs with timing, speed, and artistry) prepared the meals 20-40 at a time. The best “fronts” (FA's that enjoyed working with passengers) served the meals. It was the 70's and everything was fun and easy going, no “hang ups.” Nowadays everybody is so up tight; too woke, lol. Thanks for sharing, this made me cry because I miss that plane, and those good times, so much! ❤️
Not just me with a tear in my eye then. The first aircraft I ever worked on. 10 aircraft in total including the DC10 and 747 but nothing stirs my heart like Tristar.
Spent 2 years in the UFG, loved it.
I always felt safe on the Tristar, in 5 years working on it, I never got stranded down route. It always got us home and safe.
I loved your comment. Never knew there was a galley down there! And you're right, people are too politically correct, hung-up and "woke" these days. Thanks for sharing :)
What a great comment and explanation (like "fronts" 😊). Thank you for sharing it. 🤗
Wow that’s such a cool story m h! Hope you’re doing well.
I'm crying, missing those days, and I was only ever a passenger!
I was a flight attendant during the 70s for TWA. The L-1011 was an amazing aircraft, especially when it landed itself. So smooth and comforting. Having the galley below deck made it easy to cook the food and load the carts.
Tristar landings were so do special to watch, especially landing gear 3 the front was pushed back way behind the cockpit
Flew on the L-1011 as a youngster, still remember every minute of that flight
My father flew L-1011's out of Atlanta after graduating up from the 727. He said that back then there were to kinds of Delta pilots: those who got an assignment aboard the Tri_Stars and those who wish they had. He had flow the Vickers Vicount, Fairchild, DC-8, 880 and the 727 beforehand. He said the L-1011 by far was the best plane ever and was a great assignment to finish his flying career aboard.
I'm a former L-1011 FE/FE Sim Instructor/Check Airman. We operated both L-1011s and DC-10s. When the DC-10 guys came to look over the L-1011's flight deck they were amazed at how much more advanced the panels and systems were on the Tristar. It was a wonderful machine and some of the most fun I've had in my 40+ years of flying. Excellent vid Skyships!
Don't forget, the avionics were from the same guys who brought us the SR-71 Blackbird.
And it took off like a rocket too!
Reason the RAF kept them going up till a few years ago
@@sorphin I would place it second, after the 747. Too bad Douglas butted in.
David Mallinson yep, when it was empty.
Still one of the best looking planes ever produced
@D The DC10 wasn't as refined as the L1011 imo
The MD11 is the best in my opinion.
more like the most ugly one
MD11 and 747-400 for me 😁
Much more aesthetically pleasing than the DC 10 because of the seamless blending of the upper engine into the fuselage. Overall, quite a nice looking aircraft. (Popular with flight crews also. I used to love working downstairs- all u did was send up the meals. No uniform required!)
As an Ex BA Engineer on the introduction of the L1011 Tristar to British Airways (intially British European Airways) and ending up being the manager in charge of Heavy Maintenance of the Tristar until its departure from British Airways i can say with some confidence that once we had got a grip of the technology of the aircraft it was a fantastic aircraft to maintain, the RB211 engine was challenging at first but we mastered it after some head scratching and the RB211 went on to be a world beater engine, great memories never to be repeated
Thanks for taking good care of them. I was onboard BA's TriStars in a roundtrip from Brazil in 1986. Probably my first memories of flying (ironically I flew B Caledonian DC-10 a few years earlier, but was a toddler at the time, and unfortunately don't remember anything) and the beginning of a love affair with aviation...
I was a systems instructor at Palmdale when BA was there for maintenance training. They were very professional and great guys. We introduced them to charcoal grilled steaks and probably half of them bought Weber charcoal grills before they returned home.
The amount of Langoliers reference footage made my day. Such an underrated miniseries.
Agreed, they made the TriSTAR a real STAR in that movie
Yes!
@@phillipngo2133 Yes!
Chomp! Chomp! Chomp! Lol
I have flown on the L-1011 and it was, without a doubt, one of the smoothest and comfortable rides in the air. Today, we see airliners with the need to carry more and more people, making the legroom and shoulder room more cramped for someone tall. While a lot of that is up to each airline, it makes me wish for the L-1011 on many flights.
I well remember back in the 1970s my fairly numerous non-stop flights from Miami to Heathrow (and back again) when I was a student in London. I usually flew on British Airways L-1011s, and (rarely) on 747s. And the TriStars were always the *best experiences.* The L-1011s were *so much quieter* inside than the 747s I flew on. Effortless and smooth takeoffs & landings. Much more pleasant all around. You felt the solid quality the minute you boarded.
My uncle was a captain for Eastern Airlines (based in Miami) back in the day, and was one of group of pilots commissioned with testing between the DC-10 & the TriStar before any purchase decisions were made by Eastern.
I'll never forget what he told my Dad & me sitting in our living room: The DC-10 was a *killer airplane* [not in a good way!] and felt *quirky and unstable;* while the L-1011 was the *smoothest, most easy-handling plane he'd ever flown.* They *recommended the TriStar, hands down* -- and Eastern bought them.
The Tristar’s fate is extremely sad. And to think only 2 of these are still flying to this day in my mind is a tragedy...
Where are the flying?
Scott Moseley Two are still active in the US. The L-1011 Stargazer operated by Orbital Sciences, and the other is The Tristar Experience, which is operated to get kids interested in science/technology/math if I remember correctly. The RAF in the UK operates multiple L-1011s as refueling tankers also.
djhaloeight All the RAF ones were retired in 2014
I read only one in Kansas City
parsleylion unk didn’t know that! thanks!
I only saw one TriStar, at RAF Lyneham on a cold January morning in 1991. I was stood on a disused runway in the fog and it landed right next to me. I couldn't believe that a plane could land in that density of fog but it was a perfect landing and a truely amazing sight.
A true testament to its electronics and avionics. A memory that I will never forget.
Back in the 1980's I worked as a cabin crew member and had the opportunity to work both the
DC-10-10 domestic and flag on the 10-30 and on a different airline the L-1011. I was a crew member involved in certifying the L-1011 with the FAA for the airline. We went to Palmdale where the a/c were. The FAA would declare an emergency and we had to blow the slides and be able to evacuate 344 pax off the a/c in a certain allotted time. We passed with flying colors. I usually worked in the lower galley. I'd put my tunes on, get my tennis shoes on and fire up those Bowmar ovens. I had a fire in one of those ovens one time, the lower galley filled with smoke. But by far the scariest incident on the L-1011 was while I was working lower galley, the fwd cargo door seal failed and blew out, which in turn blew out the pressure panels separating the cargo holds from the galley, they are designed to do that so the aircraft decompresses evenly. I say that calmly now but at the time I was scared out of my mind. A very loud bang while part of the wall of the galley next to the cargo hold was suddenly missing and it got windy, papers anything light weight was floating, there was a fog in the galley and it got really cold all in about 1 sec all at the same time. I've always had a fear of being sucked out of the airplane. I was in the elevator and going up in the blink of an eye. Everyone in the main cabin is oblivious to the chaos down below. I looked like I had been in a wind tunnel. As calmly as I could with the knowledge that we were going to be sucked out of the plane and impending doom awaited but mere moments away, I strapped myself into my jumpseat and called the cockpit. They said they had no warnings that indicated the problem. A somewhat similar incident happened on the Death Cruiser, our nickname for the DC-10. We were 1 or 2 away from departure on the taxiway, I was working rear galley and I looked over at door 4R and noticed it was no longer closed, it was open about 2-3 feet. The doors on the 10 are different than what most doors look like. These come slightly inwards and then go straight up. I tried several times to get the door to close but it would go no further so I called the cockpit. I was surprised they hadn't called us asking about why this door was open. The engineer tells me there's no warning light and not to worry. I'm thinking in my attempt to sound calm and collected so as not to alarm pax which can hear me, perhaps I wasn't conveying the urgency an the size of the opening with my jumpseat right next to it. He keeps saying we're on the active runway and we'll lose our position if he has to come back and look at a slightly ajar door. Which I'm thinking wtf is wrong with that statement in itself? A slightly ajar door is ok. I told him well I can tell the difference in slightly ajar and I can sit on the doorstep and dangle my fricken legs out the door, I'm staring at the asphalt of the runway I'm no expert but that doesn't fall under the category of slightly in any sense of the word. So, annoyed he came back and tried to close it (gee, why didn't I thin of that) with no success. He decides it's not enough to cancel the flight and that most likely once we get above 10,000 feet it should plug itself up. I kept hearing most likely like an echo. Plug itself up? With what? A Flight Attendant? I asked in disbelief that we were even having this conversation. We had a full flight so there were no other available seats but no way in hell was I sitting next to that slightly ajar door. I thought if this idiot was on the titanic, he'd be telling the Captain well we did hit an iceberg but it just left the hull slightly ajar. I went to one of the forward blue rooms for take off. Sure enough at 10,000 ft the door did indeed close by itself. However, on final approach on landing once we descended to 10,000 ft the same door opened up again. That's more than scary and noisey.
That is some scary shif right there. Omg
The cockpit would have to have an indication of the problem (if your story is accurate) as their are numerous warnings for cabin altitude, pressure, and even the cabin oxygen masks are independently dropped (automatically) in such an event. You saying you went up above and "everything was normal" doesn't make sense. Especially the blow-out panels, which are also located in the main cabin area - I think passengers might notice those lol.
"...As calmly as I could with the knowledge that we were going to be sucked out of the plane and impending doom awaited but mere moments away" - you must have been really reassuring for new flyers LMFAO.
Wow! great story! Sure the pilot said it would close, but I don't want to be the observer of the day being that close to it!!! Ahhhhhh!
I was there for the emergency evacuation qual tests by the FAA. If I remember correctly, the fully loaded cabin had to be evacuated within 90 seconds. We made it in 89 seconds first try. We had to repeat that test for Court line as the seat density was considerably higher. Phyllis (can't remember her last name) of TWA was Chief Cabin Crew Instructor and conducted the evac test as well as the slide-raft functional test at Lake Palmdale. I like many others thought Flight Attendants were there to arbitrate seat assignments and serve Martinis. Did I get an education! The test cabin crew took over and evacuated that cabin more assertively than a Marine Drill Instructor. I'm still amazed at the professionalism. Any pilot can get the aircraft on-ground. It's the cabin crew who saves lives.
@mrkkg27 Hello fellow ATA flight attendant! I flew as a F/A our L1011's, DC10's, and 727's in 1986 and 1987--DTW based with my sister, CJ and her husband-to-be David. Those were the days! As an airplane geek and wannabe pilot, I spent as much time as possible talking to the pilots and flight engineers and sitting in the cockpit when able, usually on ferry flights. Your door story is a good one! Not too surprised that the hard-bitten FE was banking on the pressurization closing the plug-type door, but I too would not have wanted to sit next to it! Miss those fun early ATA days. 344 pax on the L1011! Back section FILLED with smoke (ick!) especially on a Key Tours turn to LAS. ---Derek Johnson
I flew on an Air Canada L1011 I in 1990 when I was 10 years old from Toronto to Tampa. Again in 2000 from Toronto to London Gatwick on a charter airline. The aircraft was presumably purchased from Air Canada so it may have been the same plane. On the first flight my little sister got a tour of the galley on the lower deck which made me jealous and I couldn't believe an aircraft could have an elevator on board. I can still remember the massive windshield in the cockpit. Funny how unlike today, going on a plane (especially as a child) was a special thing you would always remember.
It's definitely not how it was, but I remember everything about my first flight as a kid in 2009 on a Delta MD-88.
Ahhhh... lovely scenes from "The Langoliers" (10:57 - 11:10). I'm often amazed at the breadth of footage in your work. Bloomin' marvelous mate.
The L1011 was a great aircraft, roomy interior and a technological dream.
It's a shame in aviation that cost and timing often kick innovation in the headquarters.
A decision by beaurocrats has done for many a great aircraft.
Great Airplane, but as a former flight attendant that is retired, i dreaded those Heavy carts that You used down the aisles to Feed the passengers. Even the Drink carts were Horrible... The weighed over 1000 lbs, it seemed....And as soon as service was announced, Everybody just had to go to the bathroom down the aisles we were working... Pull those Dam Heavy carts Back, Up and Forth. i guess that is why i have the Back Trouble Now that I am pushing 60 !!.... Give ME the Airbus at anytime.
I flew this plane frequently and always purposely selected it when booking my flights -- Favorite!! Definitely the standard all others should have followed!
My father always picked the L1011 too for our family vacations. His favorite plane. He was born in 1932 and had flown on many planes for his business.
Same here.
I loved the try star Vicky.
I worked at the Lockheed Plant in Palmdale from 1972-74 Dept 25/32 P1 & P2 Door crew. Starting at Ship Set 1027 thru 1099. It was exciting to see the aircraft with shiny paint jobs. I even got to fly on a L-1011 I helped build, TWA from LAX to St Louis. I was facing layoff, and joined the Navy. After my enlistment I hired in at Northrop, and retired after 33 years.
That was the most beautiful plane ever built. I saw it as a kid from the ground as I was boarding it. It looked like a plane that demanded respect. I hope they re-design and re-build it again. I would only chose that plane.
*after Concorde
🇺🇸L-1011 is more beautiful than a concorde.
After the Hughes designed Constellation but the Tristar was nevertheless a gorgeous jet.
The L1011 was the first airplane I ever flew in- Eastern Airlines. We used to go to Florida quite a bit in my youth and that was our ride for several years.
Same, Kansas City to Tampa
Me to.
Chicago to all points in FL IN THE 80's.
Loved the Tri Star.
THANK YOU!!!! for making this on my favourite plane of all time, savoured all 16 mins!
-
@@waylonmccrae3546 I was born in 1998. I don't think I'll ever be able to fly on one of these beautiful planes. Such a shame. I love the trijet model as long as they aren't an MD whatever model.
Devonne west there was the
Lockheed Martin L1011 Tristar
McDonnell Douglas MD11 (FEDex from Cast away)
McDonnell Douglas DC10
It was an awesome jet. Wish it was still in production.
the Tri star made the DC-10 look like a coal stove
Ha! Thumbs up on that one!!!
And the DC-10 was an old clsssic muscle car vs an Malaise Era car with “computor” controlled carbureted engine and choked emissions control.
Bartonovich52 not even close.
it didn't take that long for Douglas to install Cat 3 landing system on the CD-10, but the flight controls on the L-1011 were better. Having said that the MD-11 had all the above and was THE most comfortable ride in the air; higher wing loading, smaller more efficient horizontal [more advanced than L-1011] but GE F'd up the engine performance which lead to more aero advancements and they eventually got the range and performance they wanted.
The MD-11 has/had stability issues.
I flew on the last Delta 1011 flight into LAX. The captain of the aircraft was also retiring with that flight. The airplane design was artsy.
I have a real soft spot for the Tristar. Back in the fall of 1991 when I was nearly 12, my late father being in the Royal Navy (Lt Cdr) had contacts with the RAF. Dad got me on a flight from RAF Brize Norton to Bermuda. I loved the sound of those RB211s on startup and in mid-flight. Also the food was 1st class. I was even invited to attend the cockpit and converse with the pilots and engineer. This was indeed one of the best experiences of my life.
The beautiful sound those RB211's make was a huge part of takeoff, I would take my headphones off on my walkman and listen. I flew on Delta's the most as well as TWA and Eastern. I made it a point to fly on that gorgeous aircraft! A real life "flying boat!"
The one plane that needs to be brought back from the grave. 😃
Currently after a few minutes of research, there are only a few operators left. Barq Aviation of Jordan, Lockheed TriStar Preservation of the US, Orbital ATK of the US, and a few undisclosed operators.
Ok
:( it was a great aircraft.
WTH WHY?!?
Let it die with honor...
History will remember it, but with the current masterpieces from Boeing (787 Dreamliner) and Airbus (A350 XWB)... Why bring it back??
My all time favorite wide-body jet. First Flight was on a ATA Contract flight from BWI to KWI with a refueling stop in the Azores, with a return trip using the same route back in 1999. I was surprised at how quiet that plane was in flight. A few years later I had a chance to check out "Stargazer" While working at Vandenberg AFB, and I also had the pleasure of watching a few Pegasus launches. Very cool.
I was a flight attendant for Eastern Airlines years ago. I used to enjoy working in the galley. There were 2 elevators used to shuttle all of the meal and beverage carts up and down to and from the passenger cabin. We had some fun times in the galley during late night flights when most of the passengers were sleeping :-) Great memories!
I only flew on an L-1011 once, back in the early 1980s. I was amazed at the interior size and spaciousness, and it was all so bright and new and cheery-looking. But that's where my love affair for the L-1011 ended. Once it took off and we were in the air....... The whole interior (mainly the ceiling and luggage compartments of the fuselage) shook like they were going to come apart! I was scared to death! And it didn't get any better during the rest of the trip. Needless to say I was very happy to deplane that day! I never flew on the l-1011 again, in all of my business travelings, and that was just fine with me!😊
My favorite Tri-Jet....except for the 727.
The DC-10 has always looked like some body said “hey, lets hang a third engine up here on the tail”.
I still hate it’s looks.
Flew an L-1011 on Eastern in 1981. Beautiful smooth quiet ride.
Flew a DC-10 back from the Gulf War in 1991. Lots of rattling around. Plus I knew the DC-10s history quite well.
Anecdotal, I know, but it’s hard to argue about the incredibly beautiful aesthetics of the L-1011.
@daAnder71 Your brain and life is redundant.
I flew on an AA DC-10 to Dallas in 2012. Still remember it as one of the noisiest rides
I used to love riding on the L1011. Great plane.
Benjamin Menges Being stuck in the middle of the 2-5-2 sounds MISERABLE though no matter how nice the plane is
As kids, we flew L1011s with Delta from Chicago to Atlanta a few times per year. We loved the experience. Probably because we flew alone and our mother dressed us well, the stewardesses treated us kids like little royalty, getting us wings to pin on our shirts and visits to the cockpit to where me met the pilots a couple of times (on the ground). Those were the days. The plane was awesome, huge and quiet. It was the 70s after all and everything at home was green orange and brown and fake vermeerv and kung fu. The L1011 was like a trip to the future that we live in now. I don't miss the cigarettes and ash trays on the plane though.
Loved that plane. Flew In a Delta Tristar from New Orleans to San Juan PR in 1979: It was the best flight of my life. So quiet too!
joeylantis22 not as much as being in a window seat on a night flight with someone who is snoring so loud they could wake the bloody dead!
I lost my virginity downstairs in the galley.
It never occurred to me that a passenger jet may only be profitable in a small niche of the airline industry depending on its range and preferred altitude. I flew a Tristar from LAX to Disney World in 1987. It was big and roomy, unlike the big and cramped Boeing 777. But apparently big and roomy planes are a thing of the past.
You flew from Los Angeles to Los Angeles on a Tristar. How do you do that?
@@ohwell2790 Disney wORLd is in Orlando. DisneyLAnd is in LA (well, Anaheim, but basically LA).
You maybe thanking Coronavirus for bring that back soon!
@@biomed007 One commenter said that the L-1011 was so big and roomy,...yeah that makes sense...it makes it easier to social distance.
The only wide body jet I ever flew on was on an L-1011 on a social distantly compatible (not many people on board) "redeye" from San Francisco to Chicago in 1974. I believe it was on Delta.
@Joshua Burdette - I’m guessing the perceptual difference is that most of the L-1011s didn’t have overhead bins above the center rows of seats (our -500s did, but not the others) - just an open, high ceiling which created a feeling of openness and roominess. When the aircraft was introduced most people checked their baggage, rather than trying to carry on steamer trunks like they do today!
Lockheed Tristar L1011 is the best airplane and one the most advanced technology in the early 60s and 70s. They shouldn't retired this wonderful and magnificent airplane.
My father was hired in 66' with TWA, started as Flight Engineer on the 707 international routes, seniority #399. He had 4 stripes well before they phased the 707 out. He loved the 707 lots of time in that loud, fast, black smoke emitting bird. He opted to pass on 747/757/767's and chose the MD-80 domestic legs since he had 3 children still in school in STL. He was asked to become a check captain/simulator instructor in STL on the L-1011 for TWA which he accepted. He said the 1011 was so advanced for its time and was excited when he had to keep his hours up on it and fly trips to keep his rating current. Dad retired from TWA on his 60th birthday month in 99' before the AA takeover. I will never forget the sound those Rolls Royce engines made sitting on the runway spooling up, such great memories from that era.
L 1011 was the best physical attractive wide body of all times. Lovely plane 😄😄
Charles Alves
At the risk of being "sexist"....She is a real beauty.
Screw PC bull shite too.
Actually, she really became a looker when the -500 series came out and they put the fillet (Frisbee) fairing on the front of the center engine mount.
Charles Alves, sorry, my vote goes to the Boeing 757......gorgeous plane!
@@j.o.1516No doubt, is there any other airliner still flying that's comparable in looks?...No, all cookie-cutter twins.
Good work man. L-1011 is an icon of my youth, my mum having worked at an airport. Used to be awestruck seeing her parked in the hangar with her livery lights on. She looked more like a spaceship than an airplane! It was only as I got older and began to read about aviation did I understand that her third engine was actually sitting between her horizontal stabs. Beautiful airplane.
Truth's Knight_0777 Was your mother an airplane?
SILENCE!!!
And you spelled hangar RIGHT!
i don’t hear many people call vehicles “she” or “her” anymore. probably because it sounds weird. get with the program, guy!
Well, that's because you haven't spent your career working with both aviators and mariners....I on the other hand.....Aviation's my baby though.
I had only 4,000 hrs on the Tristar, over 12,000 on the B747/744... the Tristar is STILL hands down the best airplane I’ve flown!!! I don’t know a single pilot that DID’NT like flying it. Great video... most of the guys I fly with now... don’t even know what the L1011 Tristar is.
Did you fly any 1011s that had parts from Flight 401?
@@josephking6515 My next door neighbor was on flight401 and survived. I had lunch with her and had her recount the story of being in a plane crash. I was dumbstruck. I was also 14 years old at the time.
which carrier
@@terrymcnorton7571 ..
Hi terry... ATA for the L1011 and JAL/LVSC/SIACARGO/ASIANA for the B747... 100/200/300/400 and SP
Missed out on the 1011. my company sold theirs, along with other planes and routes before I was hired. I did get to fly the 10 though and really loved it. Would have been nice to be able to compare the two. Have you run across anyone that’s had time in both. I’ve only flown with guys that have flown one or the other. Which 747 version was your favorite? I was on the panel of the 200 for about six months.
Between 8:14 and 8:20 I was flattered to see that you used my 1/144 scale model build. I completed that model in 2013. It is a Welsh Brand vacuum form kit with a 2-6 Brand laser printed decal sheet. Tail number N330EA. The metal finish is thin metal foil with adhesive backing. Perhaps you found it on Facebook or Airlinercafe. And if you didn't notice it actually is a model then I'm even more flattered. Cheers!
When you look at planes with the old livery and are instantly transported back.
Grainy footage gets me right in the feels those sunny saturday mornings watching those beauties dreaming dreams.
Love it.
Clearly, the most advanced aircraft designed and built prior to the Boeing 777. Not mentioned in this video is that unlike the Douglas Crap 10 that only had three hydraulic systems, the L-1011 had four. When United 232 blew the tail engine, it discharged shrapnel into the lines of all three hydraulic systems that were coupled together underneath. The result was a total loss of hydraulics. The L-1011 had a similar incident however, because the 4th line was independent from the primary three, the L-1011's crew had sufficient hydraulics to safely land the aircraft. Another big difference were the cargo doors. DC-10 doors opened outward, where the L-1011's opened inward. This created a firm seal when the cabin was pressurized. It was a much superior aircraft and the avionics were years from being equaled. The DC-10 couldn't auto-land until the mid 1980s where the L-1011 could do so on day one.
Surprising no airline flew them regularly to New Zealand. Seemed ideal for a fairly small market at that time.
You spelled A320 wrong.
All airliners use plug doors as well. Even though they open outward, the translation of the door when opened and closed assures that all door stops press tighter as the pressure differential is increased.
Bartonovich52 Uhm no, that's not how the cargo doors worked, they are pulled into the hole and then locked against the door frame, it is not a plug door design like the passenger compartment doors. Most aircraft had similar types of outward opening cargo doors, including the L-1011 (sorry Miles, but that is wrong www.mediastorehouse.com/flightglobal/cutaways/civil-aviation-1949-present-cutaways/lockheed-1011-cargo-door-cutaway-drawing-4955110.html ), but had various different locking mechanisms to prevent the doors from coming open. All four known cargo door accidents (2 DC-10 and 2 747) were failures in the locking mechanism to hold the door shut against the body of the aircraft, two accidents resulted in fatalities, Turkish Airlines 981 (DC-10 crashed with all 346 fatalities) and UAL 811 (747 with 8 fatalities sucked out of the aircraft in flight), the other two did not, AAL 96 (DC-10) and Pan Am 125 (747), with the last 3 of the aircraft able to safely land.
the Douglas crap 10 had the tail turbine sitting above the weak spot where the three systems converged.
The L 1011 was always my favorite jet to fly when I I was younger. And its look is still my favorite.
Same here. I loved flying in that plane.
Flew on one of the earliest L1011s delivered to Eastern on a PHL to MIA flight as a kid. The plane was half empty and I got a set of plastic Eastern pilots wings for stopping by the cockpit on our way off the plane in Miami. It was truly awesome. My last flight was on an ATA L-1011 on a PHX to PHL flight in business class in the early 00s. Shortly after my flight, ATA went bankrupt. But at least I got to fly the Tristar again.
What really doomed the L1011 was Rolls-Royce going bankrupt and Douglas rushing the DC-10 despite known design flaws.
Eastern Airlines helped Rolls Royce financially in order to ensure that their L1011’s would be delivered by Lockheed. I believe that Eastern Airlines was the first airline to place orders for the L1011. I worked at Eastern Airlines 1978-1991 and always enjoyed “Pass Riding” with my family, on the L1011, my all time favorite aircraft!
You got that right. The subcontractor making the cargo doors informed MD of issues which later caused several crashes.
In the late 80s, (Skip) a friend mine from high school became a Mechanic for Delta at their Atlanta hub. He invited me one day to come with him to see where he worked and what he was doing (back when that could actually happen). WOW! HOLY SHIT! He walked me into a hanger with (two) L1011's in for service side by side. My God.. The only thing more over whelming than the two planes close up was the hanger they were sitting in. Multi Floor clam shell scaffolding moved into place surrounding them giving access to every square foot of the planes. I had to rub my eyes to believe the scale of it all. They had tucked in an MD88 just in front of one L1011 for service and I kid you not it looked like a Piper Cub from the hangers high catwalk. He took me to the paint shop nearby as well where they were still stripping the PanAm paint off one to repaint it as a Delta L1011. What an experience, and what an amazing aircraft. Thank you for the video and the blast from the past!
This is my favorite aircraft, Lockheed Martin needs to bring it back.
I loved the tri star! Best plane ever!
I love it too, it had one of the shortest cycle times though the airframe would only last virtually half the hours a DC-10 would before needing retirement and only one engine option didnt help it sell either. Its automation was incredible for its time though, and it looks absolutely amazing. I believe there is only one in flying condition left on Earth in 2020 though sadly.
One of the finest designs of its day, a truly excellent plane. Today, this size of aircraft only needs needs 2 highly efficient engines though. It was a plane designed for a specific era of airline operations, long past.
Also regulations of the day said that twins couldn't fly a certain distance from land so no long distance with only 2 engines.
There is a TriStar abandoned in Alexander the Great airport in Kavala. Registration N102CK. It entered service with BA later sold to Kuwait Airways and to American International where it converted to a freighter. In 1999 Kitty Hawk International bought the aircraft. In 2005 Kitty Hawk tried to sell the aircraft to someone in Greece. This never happened the aircraft landed in Kavala Airport and left there because Kitty Hawk run out of money and couldn't pay to get the aircraft back. It's so sad. I go to that airport from times to times just to see this bird. It's one hour from my town.
There's also a Tristar laying around on the fringes of the airport at Burkino-Faso.
Flew on this in 1980...wonderful flight.. RIP Dad you and Lockheed did well on this!
Really like this channel! You do a great job. As for the L-1011, it was our very favorite from the first to the last time we flew on it. There were times we could even change flights just to get one.
You brought back many great memories!
Like your videos, and liked flying on the L-1011.
My favorite airplane! I was so luck to fly on these as a kid in the 1990s.
The first wide-body I flew on was a Delta DC-10. Not long after that, I flew on another DC-10, connected in DFW (I think) and entered the L-1011 for the next leg. The Douglas was impressive but I remember as a passenger being that more blown away by the space and design of the L-1011. Even as a 7 year old, with zero knowledge of aircraft, it left an impression on my that has lasted well into adulthood. To this day it's my favorite of the classic wide-body planes and the one I wish I could fly on again. The last one I was on was in 2008 at the Mojave boneyard. Grounded for good, I at least got to have one final stand in one before it too was lost to history. Great video by the way. Nice to see a new one about the L-1011.
Delta had the MD-11 not the DC-10.
@@adriendiaz739 when the L-1011 got delayed, Delta got some DC-10s to plug the hole for them
I used to ride an Eastern L-1011 between Philadelphia and Miami in the mid-'70s. What a great plane! What a great airline! I was a kid travelling with my parents, and the stewardesses brought playing cards and books and stuff (and a couple of Martinis for Dad lol) all at no charge. I'd get to go up to the cockpit and meet the pilots - what a great time! I still love flying. I pay the extra to go First Class (or Business on international flights) - even though it's not the same anymore, it's worth the price to actually look forward to a flight instead of dreading it.
I remember the L1011 being the quietest one back then. The nose design has always impressed me.
Was lucky enough to fly first class aboard a L1011 from Florida to Newark. The comment made by the narrator about the soft landings is ABSOLUTELY true. The takeoff was also effortless & smooth.
It was a GREAT plane!! Smoothest flights on that plane!! I miss flying on that plane!!
Loved the random clips from the Langoliers TV miniseries! I had never realised that was an L-1011!
Ouhhh!!!,Really???.I loved this movie,& had the chance to fly on this L-1011,in a Round Trip from New York City to Puerto Rico.But I just find out,about what you said!!.And do you know??.It was a kind of like a "Twilight Zone"trip to me!!!.
I love the movie langoliers, they surely made her the STAR (Trí)
My first wide-body flight was on an L-1011 from SLC to DEN on TWA. At that time in Salt Lake, it was one of only two wide body flights out of SLC. The flight path went right over my house and I can still hear the blades of the L-10 cutting through the air, creating a sound that was so different at that time. What a beautiful plane, so comfortable to fly on. I remember flying an L-10 out of Atlanta, stopping short of the runway while the last engine was started, smoke billowing everywhere! A fantastic airplane that is missed.
All L1011's were built in Palmdale California only, I worked there and I live in Palmdale. Burbank was the manufacturing location only of parts. There was also another commercial airplanes builder in San Diego named Convair Aircraft. Their passenger jets were 4 engine jets, similar to Boeing's 707. Really enjoyed your video of the L1011. The best Tri Jet ever.
Wow, what a well done video... you tube needs more at this kind of quality, esp the writing , well done SKyships Eng.
The L-1011 was more expensive than the DC-10 because it had multiple redundancies built into it that the DC-10 did not, such as stick shakers for both sides, standard. An automatic transfer bus so when the generator powering one side of the plane fell off (Chicago) the load automatically transferred to the other engines without any flight crew having to stand up to manually switch over the load. It used a screw drive as opposed to hydraulics to drive the slats. The L-1011 would have survived both Chicago and Sioux City because it was designed to.
It’s stabilizer was a completely different design and it jammed. The DC-10s never did. Good thing for fat passengers you can use as ballast, lol.
none of your assertions are true and you conflated electrical power with propulsion. There are some more important differences. Go back and do your research. BTW, this video conflates lots of things, repeats itself and never really defines the difference in technology applied to the airplanes. Also of note the DC-10 was never delivered with the RB.211 because there wasn't enough customer demand to justify even the pylon engineering change, but Douglas did offer a Rolls-Royce version to customers. Hint about tech; avionics and stab. and smaller wing.
Genda Minoru, do you even know the meaning of the word "conflate"? As for my statement, I will clarify it for you. On American 191, when the left engine fell off, it took the #1 generator with it. That generator supplied AC power to the Captain's instruments and stick shaker. On the DC-10, the stick shaker was only standard equipment on the left side. It was an option on the right (Co-Pilot's) side that American Airline did not purchase. The only way to restore power to the Captain's instruments and the stick shaker was for the flight engineer to get out of his seat, and manually flip a switch in the rear overhead counsel that tied those instruments into the #2 or #3 generator. On the L-1011, the stick shaker was standard equipment on both sides so when the left wing stalled as it did on AA 191, the Co-Pilot would have known it and not stalled the wing. On the L-1011, upon failure of the #1 electrical bus, the systems using that generator would have automatically transferred to the #2 or #3 bus being powered by the remaining engines. As such, both pilots would have had working stick shakers and the Pilot would have retained his instruments.
Interesting. Pugilistic over an old airplane design. Ok Let's compare our aero engineering degrees and experience in design. I assume you worked for Lockheed? I did work for McDonnell Douglas as you likely surmise. So first things being first, Conflate; combine (two or more texts, ideas, etc.) into one. synonyms; mix, blend, fuse, unite, integrate. Your discussion of transfer power buses to the engine falling of is oddly juxtaposed, as the power has cross ties where all generators are brought on line and you don't lose power simply because an engine is no longer operating regardless of the reason. I assume that you do know that the control columns are interconnected. Essential bus does not need to be reset unless it sheds all of the load and from NTSB reports we know that did not happen. So I await your pugilistic round two argument to see if it is you who knows what you are talking about. If necessary I can even provide you with the relevant LAMM schematic. You see you never know who you will run into on CZcams forums, so be careful.
Genda Minoru - You're probably the guy whose designs carry all the flaws that others have to engineer out. Read Page 67, Paragraph 6 of the NTSB report. It states that all power to the a.c. and d.c. generator buses were lost when the pylon separated, rendering the Captain's instruments inoperative, and that power to these buses was never restored. Also, see Paragraph 2 at Page 57: Regarding the design of the outboard leading slats that retracted once hydraulic fluid was lost: "Other aircraft designs include positive mechanical locking devices to prevent movement of the slats by external loads following a primary failure". Lockheed employed this "positive mechanical locking device" on the L-1011. Douglas did not do so on the DC-10. The DC-10 was a rush job to satisfy American Airlines requested for a wide body smaller than the 747. AA got just what it paid for. A cheap piece of crap and many people wound up paying for that heap of trash with their lives as opposed to the L-1011 that had not one hull loss due to design. Terrorism, Pilot Error, or Weather brought down the eight L-1011's that were written off.
I like the use of the langalears in it!
Funny thing you remember the Langalears. My supervisor new Mike Potter who ran the scrapyard at Mojave. He was selling the cockpit and a upper fuselage section used in the movie. I built a wire harness to run the instruments. They only showed the panel about 3 seconds. They paid me $2000 for 3 seconds.
*Langoliers. As cheesy as that movie was, I still loved it.
@@pete5668 Yep, I even watched it twice. Of course the aircraft bits were the best.
For anyone who doesn't know what we're talking about, The Langoliers was a short story by Stephen King.
I flew as a passenger to London in 1983 on a Delta L-1011 as my first flight to Europe. I also held a private air license in small planes. I loved the L-1011 and have never flown in any other plane that impressed me so much. Beautiful plane. I have a model airliner collection that proudly that includes an L-1011.
This L-1011 will always be my favorite airliner ever to work on everyday.
There are details so advance 20 years ahead of its time, it rivals anything today.
Nicely Done Skyships, one of the best review & history of L-1011
Cheers
September 1982 - first ever airplane flight of any kind, Stapleton airport Denver to St. Louis, on a TWA L-1011. Also the only time I ever got to fly on one. Thoroughly enjoyed it, still remember the hum of those RB211's. Awesome bird - wish I could fly on one again.
I flew in the Tristar many times. Loved it.
L-1011 tristar
No problems that I know of
Dc-10
Engine just fell off
Killed the concord
Rear engine blew up
Cargo door unlocked mid air.
Why the hell did the DC-10 win again?
The DC10 was a dickhead of a plane
No problems?
First off... it couldn’t even be certified at the beginning, which plunged Rolls Royce into receivership and nationalization and required Lockheed to get loan guarantees from the government to finish the project.
This meant it entered service over a year after the DC-10 in spite of being started earlier.
It was a hugely complex aircraft. Unnecessarily so-typical of a company used to highly padded cost-plus-fee government contracts. It could lose money on the plane, but the airlines couldn’t. They retired it early while the DC-10 soldiered on.
As far as failures. The DC-10 never had a horizontal stabilizer jam. Pure luck kept the Delta 1080 from turning into an Alaska 261.
Another thing that was lucky was Eastern 935. It should have been a Sioux City but the engine fragments that hit the fourth hydraulic system miraculously didn’t penetrate it.
Of course, a lot of the other accidents were maintenance errors. Turkish didn’t modify the cargo door as directed by MD and it crashed. American used an unauthorized maintenance procedure and the DC-10 lost an engine in a manner that it wasn’t designed to (the front mount was supposed to fail first so the engine would drop away, but the rear mount was damaged).
Of course, faulty maintenance resulted in a triple engine failure on Tri Star-another thing that never happened to the DC-10.
In the end, the L-1011s safety record was mostly because of its very short service life. Into service late. Out of production early. Out of service early. Fewer hours flown because of its atrocious dispatch rate. The Tu-114 was even “safer” than the L-1011 for the same reasons.
But the DC-10 is still flying today because it’s problems we’re surmountable and it was a much simpler plane not the Rube Goldberg engineering disaster the L-1011 was.
Maintenance short cuts= engine fall off
Engine fall off is a faulty maintenance, killing concorde is oil price
Amateur Asian, I ask myself that same question when the US Air Force purchase the DC -10 for their KC-35 Tanker. Telling the citizens that the DC-10 is a safe aircraft. That very same week another DC-10 crashed and burned.
The last time, the only time, I ever flew in a Tri-Star, was in 97. I flew business class from Chicago to Dallas. I remember it being the nicest flight I had ever experienced. I remember sitting down into a big comfy leather recliner, the attendant handing me a drink, then reading the paper almost not noticing that we were already in the air. Then landing was almost a non-event, it was just a slight sensation. The most relaxing flight ever.
One time I was plane spotting and taking pictures along side the main runway at the airport and an L1011 started rolling up for take off. Hadn't seen one for years. It was a nice sight. What amazed me most was how quiet it was. They nailed it calling it the "Whisperliner". And the take off performance! Hardly any runway needed then it was up and gone! Miss those old birds. Glad I had the chance to fly on one as a kid! Those were the days!
I rode the TriStar several times. If the plane hit the slightest bump, the interior ceiling panels and bins would shake and move as if they were about to come loose. I realize this didn't have anything to do with the technical quality of the plane itself, but it was uncomfortable enough that I avoided the plane after that. The DC-10 was more comfortable, although not as comfortable as my favorite aircraft.
Now that you mention it, I do recall a lot of "creaking" in those ceiling panels. It never caused me to be nervous (they're merely decoration, have nothing to do with the safety or structure of the airframe), but it was a bit distracting from the otherwise quiet ride.
I had the same opinion the only time I flew on one (TWA ca. 1978). It *seemed* rickety.
You felt uncomfortable with the safety of the TriStar so you always chose a DC-10!? That's funny!
Those panels were just decorative lightweight plastic as you probably know. While the DC-10 was infamous for its awful safety record of aircraft failures and crashes. What a strange decision.
I liked them both though.
I love that plane. I jump-seated many times on Delta L-1011s. Magnificent machine.
Oh, PANAM ..... how I miss you.
PANAM were useless, they were least customer friendly airline I ever flew with.
The largest aircraft I've ever flown on was a British Airways L-1011, named The Stargazer Rose. I had two rides - the outbound and inbound trips. Outbound I was just aft of the wing leading edge, port side. When the engines started up, it sounded more like being on board a bus, the jet engine whine and whistle was not prevalent. On rotation, I had the most impressive view of condensation flow over the wing imaginable. At first, I thought we were in trouble because you could hear and feel the airflow vibration from inside the airframe - it was a kind of groaning noise. When the conditions causing the rough flow ceased soon after it started, the spectacular display of that flow from the front of the port nacelle, riding over the pylon and past the wing, suddenly stopped, along with the heavy airframe vibrational noise. That true life lesson in aerodynamic laminar flow will never be forgot.
I was an aircraft mechanic for TWA in the 1980's till almost the end in 1999. Much of that time was spent on the Tristar. It definately was an different animal to work on. However, once you figured out their engineering (especially electrical) it was a joy to work on it. For one, it was the most totally redundant aircraft ever. All the flight controls were electric over hydraulic. It was set up where the entire aircraft could go completely dead electrically and as long as you had either one engine, the apu, or the "RAT" (ram air turbine) providing hydraulics, it would fly along fat, dumb, and happy. None of that "fly by wire" stuff that requires electrical power. Our pilots told me that it was a "pilots plane" for sure. It had the most advanced autoland system incorporating a "DLC" (direct lift control) that kept it dead on the glideslope during landing. I was told the plane could land itself better than most pilots could. Their words, not mine. It was a difficult aircraft to get out the hanger door after major maintenance due to those pesky gremlins, but once it was in the system it was super reliable. Just don't ever turn off the power was the secret. It's biggest downfall was those RR Rb-211 engines. I helped overhaul them in our jet engine shop. What a "PITA". Those 3 spool engines were real bad about vibration. Most of the engine changes were due to high vibration and not performance degradation. This was common with all the operators. The P&W JT-9D was a waaaaay better powerplant and got just about as good fuel economy and was way cheaper to operate because their on wing time was far superior. The plane's final downfall was the wing's rear spar. It had a cracking problem. Our engineers told me that in their opinion Lockheed built the wing too stiff causing it to crack it's rear spar. Lockheed had an interim repair that was actually better than their permanent repair which was horribly expensive. You had to strip off the flaps, electrical, hydraulics, etc. etc. Shore up the wing, then replace entire section(s) of the problem areas. Hugely expensive and I'm not sure if it ever permanently fixed the problem. It's was kind of like the same thing Toyota had with their '05-2010 Tacoma, Tundra, and Sequoia truck frames that kept rusting out. Great trucks, just piss poor frames. Lockheed Tristar. Great aircraft, just piss poor engines and wing spars. Most of them are in the boneyard now for these reasons. Too expensive to fix especially considering aircraft like the 767 and 777 which are only twin engine which will do a lot more for half the price.
This channel is highly underrated, wish I could give him more than one like for his informative and wonderfully made videos
That one dislike is for sure a DC-10 Lover
I am dc 10 lover but i like lockheed 1011 tristar is more better fro me
Fuel cost did
Or any mechanic who ever worked on them. The L-1011 was a Rube Goldberg disaster of an aircraft.
@@Bartonovich52 >>> I heard from someone *years ago* that maintenance was an issue with the TriStar. I don't remember the specifics, but it was *not* a 'plus' for the airplanes....
@ Bill Carson. The DC-10 engines had to be mounted closer to centreline because of its smaller rudder due to the tail mounted engine. The L-1011 had a larger rudder that could more effectively deal with the asymmetric thrust of a wing engine failure. I also believe the wide chord fan blades were quieter which is one reason why all engines have them today.
I really wish I could have the opportunity to fly aboard a TriStar
well thing is this thing called l1011 tristar experience
The curves on that S-Duct...
I'm too young for that, but is there a TriStar on display somewhere that you can actually visit?
ryan white are u serious? I think we all know what the Tristar is...A nickname for the Lockheed L1011..no need to be that guy
Awesome Aircraft. Flew on it many times. Quiet & Safe. Well built quality aircraft.
The DC-10 was cheaply made, and had many design flaws that lead to total loss of Aircraft and life repeatedly.
I flew on an L1011 only once, but it was an absolute dream machine. It was fast, quiet, and I mean you could actually have a conversation on this plane, unlike the old 737's i had flown. The interior had incredible space, seats were wider and more comfortable, landings and take off were so smooth one hardly noticed when the wheels touched the ground, it was flying at its best, sad they are not in use today, because even with modernized technology of today, the L1011 was still the best engineered plane, hopefully they will come back again, they were and are still the epitome of air travel.
I graduated high school in June 79. Went to Lockheed's "Tunnel Tech" for three weeks. Called Tunnel Tech because the class was underneath Lockheed's Plant 10 in Palmdale CA. After finishing ths class, went to work on the L-1011's. Worked on them from late July 79 to December 81. That was around the time Lockheed had announced they weren't taking orders for anymore. I moved over to TR-1 production, which lasted around another year. Got laid off in December 82.
My favourite aircraft to crew on loved the lower galley ahh good memories
The RAF (Royal Air Force) of United Kingdom used Former Civilian Tristars converted to Airborne Aerial Refueling Tankers and Eventually replaced by the Airbus A330 Multi-Aerial Tanker.
Wong wan chung Indeed! I recall seeing an RAF L-1011 tanker returning from an air show over London (the Queens Birthday I think). The Tornadoes went roaring past my home first, then I saw the imposing L-1011 approaching almost soundlessly. A bit of noise as it flashed low overhead, then it was heading for the horizon with all the grace of a huge stable SWAN, royally gliding out of sight.
Exceedingly beautiful aircraft indeed! 😃👍
The avionics of this plane is really impressive
I was a phase maintenance mechanic for the L-1011 as well as a mechanic for Boeing and McDonnell Douglas aircraft for TWA in the early 90s. The L-1011 was so much easier than the 747, 757, 767, and DC-9s I worked on. Even the RB 211 engines weren't bad to work on. Maybe with an updated engine there might be a market for the L-1011.
I have been flying for 36 years flown all kinds of wide body aircraft, but the most amazing most advanced, most beautiful and stable aircraft I have ever flown was the L1011_500 IT was way ahead of its time.
Definitely the best and most beautiful plane I ever flew on, I can remember being astonished at the rate of climb by a British Airways Tristar out of London Heathrow in 1979. As I travelled by air a lot in those days, I used to specify 'L1011' when booking if there were choices. Luckily I was based in the Middle East then, and their airlines used them a lot...Saudia and Gulfair in particular. Loved the engine sound on take off - that beautiful grinding sound of the engines at full power. Flew the DC10 a few times, but not so impressed, though the 747s were pretty good.
Only flew on an L-1011 once. Unfortunately it was an at ATA vacation flight to Vegas, and we were packed in like sardines. I spent half the flight standing by one of the doors (you could do that back then) because there was no legroom.
I flew an ATA L-1011 from Kuwait to Dallas...
My condolences.....
Stephen H flew ATA from Chicago to Jamaica, it’s was seriously like flying Soviet Air. It sucked . The plan was so old it sounded like something the Beverly Hillbillies would fly. Squeak squeak squeak. I was terrified.
This channel is needs more subscribers
We'll pretend that was English
Jake Plays No problem. We'll pretend you used proper punctuation. 😉
Benny Löfgren, likewise!
I flew as cabin crew on the beautiful Tristar for 7 years. Then moved to the 747 range & finally Airbus..The Tristar start up still sets my heart alight and is my favourite all round aircraft even though we worked at an angle !! Flight deck panoramic view is the best 😘 She has my vote still.
Travelled on one of these with Air Canada, Manchester to Toronto route in 1985 to visit my grandparents as a 13 year old, awesome experience they sat me next to an old chap who was an ex WW2 british bomber pilot who chatted to me on the outbound journey, great memories and great aircraft!
This series is so amazing!! Unfortunately for the Tristar, good plane but not in the right time
I HATE flying but the Tristar made it tolerable. I miss this plane.
The A380 is a nice bird to fly in too. It looks a little lumbering from the outside but inside is extremely comfortable.
Never been on a 380, but they sure are ugly beasts.
Tri Stars were gorgeous airplanes.
I was traveling the same type of aircraft from Kuwait🇰🇼 to London🇬🇧 in 1979
The song Atlanta by The Pretty Things mentions Lockheed Tristar. That's why I watched this!!!!
The father of the owner of a retail store I used to go to had been an Air Canada captain. He had flown both the 747 and L-1011. He preferred the latter in every way.