Lockheed Martin

Lockheed L-1011 TriStar

L10 L101 Out of Production

A technically bold trijet, the Lockheed L-1011 TriStar debuted automatic landing and a direct-lift control system when it first flew in 1970. Three Rolls-Royce RB211-524B4 engines seat 256 in mixed classes and up to 400 all-economy, ranging about 9,899 km at speeds near 890 km/h. The widebody runs 54.17 metres long on a 47.34-metre wing, climbs to a 12,802-metre ceiling, and grosses up to 231,332 kg. Critics admired the aircraft, but the near-bankruptcy of the Rolls-Royce engine programme imperilled both companies and blunted its sales against the rival DC-10, whose hold it roughly matched at 129 cubic metres. Out of production, it files as L101.

Dimensions

Length: 54.17 m
Wingspan: 47.34 m
Height: 16.87 m
Cabin Width: 5.77 m

Performance

Range: 9,899 km
Cruise Speed: 890 km/h
Max Speed: 972 km/h
Service Ceiling: 12,802 m
Category: long-haul

Capacity

Typical Seats: 256
Max Seats: 400
Cargo Volume: 129.00 m³
Size: wide-body

Engines

Count: 3
Type: Turbofan
Model: Rolls-Royce RB211-524B4

Engine Profiles

Rolls-Royce RB211

About Lockheed L-1011 TriStar

ダイレクト・リフト制御システムとオートランド機能を初めて搭載した技術の粋を集めた機体。トライスターは高く評価されましたが、ロールス・ロイスのエンジン開発会社の倒産が両社の存続を危うくしました。

Frequently Asked Questions

The Lockheed L-1011 TriStar typically seated 256 passengers in a three-class configuration. In a high-density single-class layout, it could carry up to 400 passengers. The cabin is 5.97 m wide, actually wider than the competing DC-10 at the time, with a 2-4-2 seating arrangement in economy. The spacious cabin was widely praised for passenger comfort.

The L-1011-500, the long-range variant, had a maximum range of approximately 9,899 km (5,345 nautical miles). The standard L-1011-1 had a range of about 4,963 km. The aircraft used three Rolls-Royce RB211-22B turbofan engines, with the distinctive center engine fed through an S-duct that curved up through the tail section.

The L-1011 was technologically superior to the DC-10, featuring the first autoland system on a wide-body aircraft, a direct-lift control system, and an advanced flight management computer. However, the DC-10 sold nearly twice as many units (446 vs 250) due to the L-1011's delays caused by Rolls-Royce's bankruptcy in 1971. The L-1011's center engine used an elegant S-shaped intake duct, while the DC-10 used a simpler straight-through mounting.

The L-1011 TriStar is no longer in commercial service and can only be seen at museums. It was identifiable by its three-engine layout with the distinctive S-duct center engine intake at the base of the vertical stabilizer. Unlike the DC-10, the center engine's intake is not visible from the side — the air enters through an opening at the base of the tail and curves upward through the fuselage. The overall design was sleek and elegant, with a wide-body fuselage and low-mounted wings.

The L-1011 program was doomed by Rolls-Royce's bankruptcy in February 1971, which delayed deliveries and eroded airline confidence. Lockheed had selected the Rolls-Royce RB211 as the sole engine option, leaving no alternative when Rolls-Royce collapsed. Despite the British government rescuing Rolls-Royce, the delay allowed the DC-10 to capture crucial early orders. Lockheed ultimately lost $2.5 billion on the program and exited commercial aviation entirely in 1981. Only 250 TriStars were built, and the last was retired from passenger service in 2001.