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: 9899 km
Cruise Speed: 890 km/h
Max Speed: 972 km/h
Service Ceiling: 12802 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

Một kỳ công công nghệ và là máy bay thân rộng đầu tiên có hệ thống điều khiển lực nâng trực tiếp và khả năng hạ cánh tự động. TriStar được giới chuyên môn ca ngợi nhưng việc Rolls-Royce phá sản suýt kéo cả hai công ty đi xuống.

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.