Lockheed L-1011 TriStar (AirlinerTech Series, Vol. 8)

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LOCKHEED

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VOLUME 8

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• Design and Manufacturing Details • First Auto-Land Airliner I~~_ Rocket Launcher

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• Flying Hospital • Flight Test and Certification • Pilot Interviews

AIRLINERTECH 5

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VOLUME 8

LOCKHEED

D By JIM UPTON

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COPYRIGHT ©

2001 JIM UPTON

Published by Specialty Press Publishers and Wholesalers 11605 Kost Dam Road North Branch, MN 55056 United States of America (651) 583-3239 Distributed in the UK and Europe by Midland Publishing 4 Watling Drive Hinckley LElO 3EY

England ISBN 1-58007-037-X

All rights reserved. No part of this book may be reproduced or transmitted in any form or by any means, electronic or mechanical including photocopying, recording, or by any information storage and retrieval system, without permission from the Publisher in writing. Material contained in this book is intended for historical and entertainment value only, and is not to be construed as usable for aircraft or component restoration, maintenance, or use. Printed in China

Title Page: L-I011 TriStar One taxis at Lockheed Palmdale, past Joshua trees, during early flight testing in 1970. First flight was on 16 November 1970. (Lockheed Martin) Front Cover: Lockheed TriStar One (msn 1001), the first L-I011, on a test flight out of Palmdale, California. The snowcapped Sierra Mountains are in the background. (Lockheed, Chuck Mercer Collection) Back Cover (Left Top): Extensive modifications on the aft bottom fuselage of the L-I011 tanker for the Royal Air Force include two retractable refueling drogues and the associated equipment including the external lights. Capacity for an additional 100,000 pounds offuel was added with new tanks in the cargo bay. (Marshall of Cambridge Aerospace) Back Cover (Right Top): Exploded view of the Rolls-Royce RB.211 propulsion system for the two wing position engines on the L-1011. (Lockheed) Back Cover (Right Lower): Fatigue test L-I011 was the second airframe off the production line, msn 1000. Loads were applied to the airframe and control surfaces using hydraulic jacks attached to the fixtures in the photo. Loads applied to the fatigue test airframe represented a profile simulating 84,000 flights. (Lockheed, Dave Steinbacher Collection)

AIRLINER TECH

TABLE OF CONTENTS LOCKHEED L-I0ll TRISTAR

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

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And Acknowledgments Chapter 1

Birth of the TriStar . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 7 Design, Development, and Manufacture

Chapter 2

L-lOll Features

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The World's Most Innovative Jetliner Chapter 3

Tests & Certification

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Testing Started Before the First Flight Chapter 4

Airline Operations

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The Original 18 Airlines Color Section

TriStar in Color . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 65 Past and Present

Chapter 5

Aerial Hot Rod

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L-1011-500 - The Most Advanced TriStar Chapter 6

TriStar Derivatives

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Rocket Launcher and The Flying Hospital ,

Chapter 7

Current Operators

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Still Going Strong After 30 Years Appendix A

Production List

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All of the L-1011 TriStars Appendix B

. S peCI·f·lcatlons

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Model Designations and Specifications Table Appendix C

Significant Dates Key Dates in the History of the Lockheed L-101l TriStar LOCKHEED

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FOREWORD By ELLIOTT A. hen our Lockheed management launched the TriStar, the airplane was configured to meet our basic requirement. That was, to produce the best aircraft of its time. In order to meet that objective each system and major component was designed and planned in detail. All systems were duplicated in the laboratory and were operated under the flight loads to assure the final product would meet the requirements.

W

GREEN

Tests were then performed on all major components to assure that the components and systems would work properly together. A complete airplane was exposed to the flight loads to duplicate its design life expectancy. In effect, it was flown before the first L-IOll took to the air. Jim Upton's description in this book creates a picture of the airplane, its configurations, and its performance. He also provides the reader an opportunity to under-

stand that there are many different configurations for a modern airplane which are to be provided to different airlines. Jim has done a very thorough job in documenting the story of the L-IOll.

Elliott A. Green November 2000

Elliott A. Green played a major role in the design, development, and fielding of the Lockheed L-I011. His involvement with the L-I011 started in the design phase as Assistant Chief Engineer, followed by a number of progressing management positions including L-I011 Chief Engineer and culminating in Lockheed Vice President and General Manager of Commercial Programs. (Lockheed)

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AIRLINER TECH

INTRODUCTION AND ACKNOWLEDGMENTS ockheed's history with airliners goes back to 1927 with its .revolutionary single-engine, six-passenger Vega, followed by the later single-engine Sirius, Altair, and Orion models. In 1934 the all-metal twin-engine model 10 Electra was the fastest airliner in the sky. In 1943 the four-engine triple-tail Constellation made its first flight leading to a series of Constellation models that were produced until 1958. In December 1957 the four-engine turboprop Electra with many advancedJeatures made its first flight which led to a production run of 170 aircraft. In 1966 Lockheed started work on what would become the most technologically-advanced jetliner in the world, the L-1011 TriStar. Lockheed was able to draw on its technology experience from the development of the triple-sonic high-altitude SR-71 Blackbird and develop-

L

ment of the mammoth C-5A Galaxy ture of the L-1011. This new process transport, the C-141 transport, and offered a lightweight structure with the JetStar. essentially unlimited fatigue life. The avionics on the TriStar were The bonding technique eliminated five to ten years ahead of the compe- 200,000 rivets and fasteners on the tition. The Lockheed Autoland sys- L-1011 which meant 200,000 fewer tem was the only system the Federal holes to crack or corrode, making Aviation Administration would the TriStar the most corrosion resisallow to land in zero-zero weather tant airliner in the world at the time. for over 10 years. Commercial flight From a safety standpoint the and transport flight management L-1011 was designed with redundanwere pioneered by the L-1011. The cy on all systems. It had four sepaLockheed Flight Management Sys- rate and independent hydraulic system worked in conjunction with the tems, four electrical systems, three autopilot systems to provide fuel environmental control systems, and savings while significantly reducing two separate automatic landing syscrew workload. tems, each with dual computers. A publication like this would The Rolls-Royce RB.211 high bypass turbofan engine was the not be possible without the help of largest, quietest, and most fuel-effi- many people. I would like to thank cient turbofan of the time. the following. For their extensive Lockheed made the bold deci- selection of photos, Jim Fitzgerald, sion to use advanced metal-to-metal Dave Steinbacher, and Ken Mims. bonding techniques in the manufac- For their photos and information,

Two Lockheed airliners from different eras. make an interesting comparison. The 1934 Lockheed Madella Electra was as advanced for its day as the L-10ll was for the 1970s. The la-passenger Electra cruised at 190 mph and the wide body TriStar could cruise at 575 mph and carry up to 400 passengers. (Lockheed Martin Corporation)

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Chuck Mercer, Doug Triplat, Tom Doll, John Whittenbury, Stephen Griffin, Tony Landis, Chuck Duty, John Souders, Hans Van Wijk, Joe Carrillo, Ron Hart, and Sal Chavez. Special thanks go to Denny Lombard, Tom Crawford, and Bob Owenby of Lockheed Martin; Sandy Tatay of American Trans Air; at the Flying Hospital Alison Snook; at Air

Methods Mike Prieto and Mike Thompson; Victoria Morley at Marshall of Cambridge Aerospace; Robert Baughniet of Rolls-Royce; Barry Beneski, Mark Gamache, and Dave Baumgartner of Orbital Sciences. I would also like to thank Bill Weaver for his interview and hospitality on the Stargazer; Captain Foe Geldersma for his interview; former

Lockheed L-IOll Vice President Robert V. Williams for his review and suggestions; Jackie Pate of Delta Airlines; Elliott A. Green for his review and foreword; and my wife Carol for her research, editing, and supportive patience.

Jim Upton November 2000

Lockheed plant 10 in Palmdale near completion of construction. The large building in the foreground is building 602 where the L-1011s were built. This was a one-million-square-foot production facility sized to support production of 36 L-1011s per year. Building 602, the flight test and structural test facility, is the building above 601. A taxiway leads to the adjacent U.S. Air Force Plant 42 runways. (Lockheed, Chuck Mercer Collection)

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BIRTH OF THE TRISTAR DESIGN, DEVELOPMENT, AND MANUFACTURE nitial design work on what would become the Lockheed L-IOll started in 1966. American Airlines had circulated a statement of its requirements, based on traffic forecasts, to several U.S. airframe manufacturers including Lockheed and McDonnell Douglas. Basically this projected a need for a large commercial short- to medium-haul transport to alleviate increasing airport congestion. American Airlines also visualized that two large turbofan engines should power the transport and it should have dimensions and performance tailored for operation from smaller airports, with La Guardia Airport being specifically mentioned. Lockheed's design, meeting the requirements of American Airlines as well as other operators, had a maximum gross weight of 300,000 pounds. This design also had a passenger capacity of 250 and the capability for 1,850 nautical-mile flights such as from Chicago to San Francisco. Powerplants were two SO,OOO-pound-thrust turbofans.

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The L-1011 with Rolls-Royce RB.211 engines was launched in March 1968 with 144 firm orders and options, including 50 each from Eastern Air Lines and Air Holdings, and 44 from Trans World Airlines (TWA). Before long additional orders followed from Delta Air Lines, Northeast Airlines, and Pacific Southwest Airlines. Meanwhile, one month earlier, McDonnell Douglas received an order from American Airlines for 50 DC-las, followed in late April by an order from United Air Lines for another 60 aircraft.

Douglas DC-10 were remarkably similar. Both had been built to the same specification established by a consortium of u.s. airlines, and even more specifically, had been designed within the constraints imposed by construction details of New York's La Guardia Airport. This airport was a hub used by many domestic airlines, and operationally, the most restrictive. As a result the 178-foot overall length and ISS-foot wingspan were fixed by the maneuvering space available between La Guardia's terminal fingers. Overall performance parameters were influDC-IO Comparison enced by runway lengths and gross weight. The landing gear geometry, Outward appearances of the which determined footprint and Lockheed L-1011 and the McDonnell track, were largely established by

FROM Two ENGINES TO THREE

By mid-1967 most of the major airlines favored a three-engine configuration designed to meet the same mission requirements as the twin-engine version, but also having transcontinental-range capability and affording better route flexibility. Resulting from further evaluation by the airlines, the three-engine configuration grew in seating capacity to 330 passengers, engine thrust to 42,000 pounds, and gross weight to over 400,000 pounds for additional range.

Lockheed TriStar One flying over U.S. Air Force Plant 42 in Palmdale, California. The Lockheed plant is located in the bottom center of the photo with the large white roofed building. The taxiway from the plant to the runway can be seen. (Lockheed, George Bollinger Collection)

LOCKHEED

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176' 4" ---------53.745M---------

TYPE A ENTRY 142 X 761 IN. 1.0 X 1.9M

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TYPE 1 EXIT IN. 0,61 X 1,5M

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ment with the engine mounted in the aft fuselage. Tests on the L-IOll installation showed efficiency loss of the engine to be negligible and also showed positive gains in directional stability and maintainability of the engine. Additionally, the aft fuselage engine installation resulted in an improved aerodynamic aft-fuselage configuration that in turn allowed for a wider improved aft cabin layout.

L-I011 FEATURES TYPE 1 EXIT 124 X 60) IN. 0.61 X 1.5M

TYPE A ENTRY 142 X 761 IN. 1.0X 1.9M

19' 7" 12351 IN. 5.97M SEE FIGURE 2.3

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177'8"

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2.2 GENERAL AIRPLANE DIMENSIONS MODELS L·1011·1, ·100, ·200

August 1978

Lockheed L-l 011 general aircraft dimensions for the original models of the wide-body TriStar, The L-1011-500 was shorter with longer wings and was the long-range version of the 1011. (Lockheed) the unusual construction of La Guardia's runways, extending onto piers reaching over Flushing Bay. Between the two aircraft, the most noticeable difference was in the installation of the aft engine.

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McDonnell Douglas opted for a straight-through duct arrangement with the engine mounted on the fin for optimum engine performance, Lockheed, after conducting extensive tests, opted for an S-duct arrange-

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Desire for improved operational performance and safety of flight led to the inclusion of three advanced technology features in the flight control system: full power controls, backed up by four fully independent hydraulic systems; a flying stabilizer to eliminate the dangers of miss-trim during takeoff; and direct lift control to provide a rapid vertical response in maintaining a required approach descent path, An overall goal in the design of the airframe structure was to provide an airframe with essentially unlimited fatigue life, an assurance that the aircraft would not run into a major structural problem during its projected lifetime. Of the various actions taken by Lockheed to satisfy this goal, the commitment to employ extensive metal-to-metal bonding in the fuselage was probably the most important, providing significant advantages for long fatigue life, improved fail~safe capability, and corrosion resistance, The avionics flight control system, the autopilot, the flight controls, and the cockpit displays were developed with safe and precise all-weather automatic landing as a prime consideration. For the first time, automatic landing was certificated in an initial airplane certification program for all-weather landing conditions down to, and including, International

Civil Aviation Organization (ICAO) category IIIa, which allows landing with zero ceiling conditions and 700 feet of horizontal runway visibility. However, automatic landing was only part of the total avionics flight control system that provided manual or automatic modes of control throughout the total flight envelope, from takeoff to landing rollout. First flight of the L-1011-1 TriStar was on November 16, 1970 and deliveries began in April 1972. Significant additions to the launching airlines were Air Canada, All Nippon Airways (ANA), British Airways, and Lufttransport-Unternehmen (LTU). GROWTH MODELS

The maximum gross weight of the basic L-1011-1 model, with 42,000-pound-thrust Rolls-Royce RB.211-22B engines, was finally established at 430,000 pounds. With minimal structural modifications the L-1011-100 was later certificated to operate at gross weights up to 466,000 pounds, allowing the addition of center-section fuel for additional range. The L-1011-200 TriStar had the same structural changes as the Dash 100, but was powered by 48,000-pound-thrust RB.211-524 engines. Gulf Air, Saudia, and British Airways were among the operators of this Dash 200 version. The L-1011-500 model was the IG\ng-range member of the family. Fuel capacity was increased to allow a full passenger load (246 passengers) over 6,000 miles. Modifications to the basic TriStar included the removal of fuselage sections fore and aft of the wing to reduce fuselage length by about 13 feet; and the addition of wing tips to achieve a nine-foot increase in the wingspan, a change that included the incorporation of active control ailerons. Other modifi-

cations were strengthening of the airframe structure and landing gear to achieve a gross weight of 496,000 pounds and the installation of 50,000pound-thrust RB.211-524B engines.

Launch customer was British Airways, followed by many existing TriStar customers, as well as by Pan American, British West Indies Airways (BWIA), and TAP-Air Portugal.

Largest Sale Ever Launches L-10ll Eastern, TWA, British Group Place Orders for 144 Planes; .Rolls-Royce Engines Chosen Orders for 144 Lockheed L- 101 I transports were announced today at a hastily SUlIlmOiled news conference in New York, :md Lockheed Board Chairman Daniel J. Haughton promptly ' rill' /"ilh tllm 'he corllOrllfiOlI alld ollr ellsfllmers have expressed ill tI,e pl'0I,lt' 01 the Cull/omia Complllly by tlldr mpporl (lnd ulcetioll of lilt' L·IOII, om/we in every organiwlion mllsf puform \l'dl in (ptens~ IIlrn page) S/;tllfc.t Dill'

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The March 29, 1968 front page of the Lockheed Star announced the launch of the L-1011 program with orders for 144 widebodies powered by Rolls-Royce RB.211 engines. Total sales value would be about 2.16 billion dollars, the largest commercial aircraft purchase in history. Launch customers were Eastern Airlines with 50 aircraft, Trans World Airlines with 44 aircraft, and the British firm Air Holdings Limited with 50 aircraft. (Wayne Mohr Collection)

LOCKHEED

L-]@U TRI~riR

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L-1011 MODELS

CADAM (Computer Assisted Design and Manufacturing) was used on the L-1011 in the late 1960s. This was an early use of computers in the design and manufacture of aircraft· (Lockheed, Ken Mims Collection)

As originally manufactured, Lockheed built four basic models of the L-10ll: the L-10ll-1, Dash 100, Dash 200, Dash 250, and the Dash 500. These aircraft differed in weight, Rolls-Royce engine models, and fuel capacity. Size was the same for the first four, but the L-lOll-500 had a shorter fuselage and longer wings. (See appendix table for specifications for these models.) You will come across other dash number models including L-10ll-50, L-10ll-150, and L-10ll-200F. All of these model number changes occurred after the original manufacture of the aircraft, reflecting afterdelivery changes to the L-1011.

First TriStar, Lockheed msn 1001, at the end of assembly ready for rollout. This was one offive TriStars that were used in the L-1011 flight test and certification program. (Lockheed, Chuck Mercer Collection)

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AIRLINER TECH ..

S-duct configuration on the L-lOll compared to the Boeing 727 S-duct. Many wind-tunnel tests were run in 1967 to finalize the tail and duct design. Advantages to the Lockheed S-duct design compared to a straight duct tail-mounted engine included drag levels five to ten counts lower than a straight duct tail configuration, estimated weight 800 pounds lighter, and afully effective rudder installation. (Lockheed)

Aft-Engine S-Duct Comparison

1-1/4 DIA

McDonnell Douglas DC-lO. Similarity between the DC-10 and the L-lOll is not a surprise since both aircraft were designed to the same set of airline requirements, generated by a consortium of u.s. airlines that included a requirement to be able to operate from New York's La Guardia Airport. Main external difference between the two aircraft is the mounting of the number two engine in the tail. Douglas used a straight through duct with the engine mounted on the vertical stabilizer and Lockheed used an S-duct with the engine mounted in the aft fuselage. This American Airlines DC-lO is at Maui in 1996. (Stephen Griffin)

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L-1011·500 (-524B ENG)

L-IOII AIRPLAne FAmiLY L-1011-200 (-5248 ENG)

(Lockheed, Ken Mims Collection)

L·1011·100 (-22S ENG)

L-1011-1 (RB. 211-228 ENG)

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The L-1011 was built in five different models. Rolls-Royce RB.211-22B engines on the Dash 1 and Dash 100 TriStars produced 42,000 pounds of thrust. The RB.211-524B engines on the L-1011-200, Dash 250, and Dash 500 produced 50,000 pounds of thrust. Primary external visual difference was the shorter fuselage on the L-I0l1-500 long-range version.

In addition to the dash numbers, you may see numbers such as L-1011-385-1, which refer to the Federal Aviation Administration (FAA) certification designation for a partic· ular model L-1011. These numbers include 385-1, 385-1-14, 385-1-15, and 385-3. Lockheed used a Manufacturing Model Designation and letter to differentiate between the various airline models. For example, 193B was the TWA configuration. These numbers were used on the Lockheed Fuselage size comparison of the L-IOll and the Boeing 720B illustrates the size of drawings and parts lists so that manufacturing could determine the widebody TriStar. (Lockheed, Ken Mims Collection) which operator's final configuration to build. (See table in Appendix B for a complete listing.) Changes that could be incorporated into the L-1011 resulted in an airframe that could increase takeoff gross weight up to 510,000 pounds. This could be done from the basic 430,000 pounds, with only minor structural redesign. Iw"ESTERN GEAR Following the certification and .~ delivery of the first L-1011 aircraft, 'HAMILTON'STANDARD HEAVY BERTEA LKAWASAKI _ DIV OF UAC ,IN~STR~ INDUSTRIES ~ Lockheed continued to improve the Ii "'- . 1 - ' r--=. .... basic airframe capability. The basic

MAJOR SUBCONTRACTORS

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Subcontractors for the Lockheed L·IOll were located worldwide. (Lockheed,

Ken Mims Collection)

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AJRLINERTECH

The L-1011-600 was a design study for a twin-engine version of the TriStar using 50,000-poundthrust RollsRoyce RB.211524B engines. This design was never built. (Lockheed, Ken Mims Collection)

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L·1011·300

GENERAL ARRANGEMENT

LENGTH WING SPAN HEIGHT MAX. TAKEOFF GROSS WT.

207' 4" 155'4" 57' 10" 466.000 LB

63.2 M 47.3 M 17.6 M

211.374 KG

The L-1011-300 was a design study of a stretched TriStar that added two fuselage barrel sections to the basic L-1011. This is another design that was never built. (Lockheed, Ken Mims Collection)

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Cl-1616-8/CF6-6D

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GENERAL ARRANGEMENT CABIN SHORTENED 15 FT

LENGTH WING SPAN HEIGHT

188'7" 155' 4" 49'2"

A curious design study was afour-engine derivative of the L-1011 that used two engines on the wing and two-podded engines on the aft fuselage. The CL-1616-8 used a six wheel main gear and GE CF6-6D engines. (Lockheed, Ken Mims Collection)

The L-l011-400 was a design study in early 1977 ofa short- to medium-range airliner that would carry 200 to 250 passengers. The same Rolls-Royce RB.211-22B engines that powered the original L-l011 would have powered the Dash 400. (Lockheed, Dave Steinbacher Collection)

Dash 600 was a twin-engine derivative design study of the L-1011. It would incorporate the L-1011's advanced design characteristics into a more compact version that would carry 174 to 200 passengers nonstop as far as 2,700 miles. Engines would have been the SO,OOO-pound-thrust Rolls-Royce RB.211-S24B engines that powered the L-l011-S00. (Lockheed, Dave Steinbacher Collection)

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AJRLINERTECH

capability of the airframe was substantiated during the full-scale fatigue and static test programs. These test results, coupled with reasonably limited structural reinforcements, made it possible to achieve a significant increase in design weights for these new derivatives at a modest cost. Continuing studies of customer requirements showed a need for an L-1011 derivative with a substantially greater long-range capability and more gross weight capability than the Dash 100 or Dash 200 aircraft. This resulted in the development of the L-1011-500 aircraft with a shortened fuselage and a takeoff gross weight capability of 510,000 pounds with the added fuel capacity resulting in longer range.

tions and differences, including materials, fasteners, detail design, The airframe of the L-1011 and even the size of manufactured TriStar is the result of a concerted panels. effort to produce a lightweight Lockheed's commitment to use structure with essentially unlimited extensive metal-to-metal bonding fatigue life. This was accomplished provided significant advantages for while meeting exacting airline relia- long fatigue life, improved fail-safe bility and maintainability goals and capability, and corrosion resistance. conforming to both United States The bonded panels used for the (FAA) and United Kingdom (CAA- fuselage sides, tops, and floors Civil Aviation Authority) structural could range up to 38 feet long and certification requirements. 15 feet wide. Lockheed's autoclave At first appearance the L-1011 (a giant pressure oven) for bonding structure looks much the same as these panels was the largest ever those of contemporary large trans- built, with a 22-foot diameter and ports and except in size, seems to 66-foot length. This metal-to-metal differ little from other airframe adhesive bonding was an area in structures built during the preced- which the L-1011 differed most ing 25 years. A more comprehen- markedly from other new-generasive study reveals many innova- tion wide-bodied transports. MANUFACTURE

Fuselage section after attaching the flight station. Notice the number two engine inlet duct in position at the aft end of the fuselage. (Lockheed, Doug Triplat Collection)

LOCKHEED

t-!~n rl~~TAI

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ENGINE PYLON

AFT ENGINE

FLIGHT STATION UPPER ASSEMBLY

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FLAPS

LEAD~::ERON

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EDGE SLATS PYLON

WING ENGINE

Assembly breakdown diagram of the Lockheed L-1011 TriStar showing how the sub-assemblies come together. (Lockheed via John Whittenbury) UNDERFLOOR LOUNGE DESIGNS

Wing and tail assembly area on the L-I011 production line. The fuselage went to the paint shop prior to this step. (Lockheed, Doug Triplat Collection)

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AIRLINER TECH

The L-IOll lower deck lounge provided operators with a unique passenger-appeal feature. This was at a time when cabin level lounges were becoming popular among wide-body operators. The lower deck lounge offered the operator an economic advantage over conventional cabin-level lounges by displacing a smaller number of revenue passenger seats. Cabin-level lounges could displace as many as 28 revenue seats, but the lounge below the cabin only displaces revenue seats in the area occupied by the stairway connecting the two compartments.

Flight station assembly for the L-I011 prior to mating it to the fuselage. (Lockheed Martin Corporation)

Two rows of L-I011s come down the final assembly line at Lockheed Plant 10 in Palmdale, California. (Lockheed, Doug Triplat Collection)

LOCKHEED

L-li~]] T~~~rA~

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'An L-I011 fuselage in the paint shop. Notice the mobile paint gantry for the painters on both walls. One coat of paint can be applied to the fuselage in just 40 minutes. (Lockheed, George Bollinger Collection) Two basic configurations were offered: a non-saleable seat lounge for in-flight use only, and a combination lounge and carry-on baggage compartment, utilizing both the forward cargo compartment and the underfloor galley area, with seats certified for use during takeoff and landing.

Non-Saleable Seat Lounge

Located in the forward cargo compartment area immediately ahead of the underfloor galley, this lounge was 21 feet long, 13 feet 7 inches wide, and had a clear ceiling height of 6 feet 4 inches. To achieve an acceptable head clearance, the

The autoclave was basically a giant pressure oven for adhesive bonding of the skin panels. A rack full offuselage panels is being loaded into the autoclave, the largest autoclave ever built at the time. (Lockheed, Ken Mims Collection)

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JtIRLINERTECH

cargo floor was lowered 9 inches. Access from the main cabin was provided by a "U" shaped stairway, a design that eliminates the narrow tapered treads associated with spiral stairways. A wet bar was provided and included a coffee maker, coffee warmer, ice storage, and associated electric, water, and drainage services. The bar was located at the rear of the lounge to the left of the stairway, with access to the galley through a service door in the dividing bulkhead. Lighting of the lounge was provided by pinhole ceiling lights and concealed sidewall lights similar to the main cabin. The lounge was also available with saleable seats certified for takeoff and landing. This configuration required the installation of two emergency exits. Combination Lower Deck Lounge and Carry-On Baggage Compartment

This configuration consisted of a lounge arrangement in the forward cargo compartment in conjunction with a carry-on baggage compartment and was located in the area normally used for the underfloor galley. The main door that incorporated folding boarding stairs was located at the forward end of the carry-on baggage compartment on the left-hand side of the fuselage. Passengers could board the aircraft through this door and deposit their baggage or other personal belongings in the racks provided along either side of the carry-on baggage compartment. Passengers then proceeded forward through a door into the lounge area to their seats. Lounge seats were certified for use during takeoff and landing. Swivel seats locked in a forward facing position for takeoff and landing

and rear facing fixed seats were provided with retractable head rests. An additional exit was required to satisfy emergency evacuation regulations. This exit was a modification of the existing galley service door, from an upward-inward opening door to a downward-outward opening door, incorporating an emergency Type I escape slide. ALTERNATE ARRANGEMENTS FOR THE LOWER DECK

The forward cargo compartment and galley area lent themselves to other alternate uses. Some typical ones might have been: • • • • •

First class dining room First class sleeping berths Duty-free store TV room or theatre Children's nursery

manufacturing activity, as well as capital investment, on a scale far During the L-I011 development, exceeding that of any previous Unitevents occurred that nearly led to ed Kingdom commercial-engine the demise of both Lockheed Air- project. The resultant cash flow craft Corporation and Rolls-Royce problems were a cause of the financial difficulties of Rolls-Royce LimitLimited. Rolls-Royce declared bankrupt- ed at the end of 1970. These probcy on February 4, 1971. Lockheed's lems became world news in FebruL-I011 design and manufacturing ary 1971 after technical problems were tied to the Rolls-Royce RB.211 during development testing threatengines and the RB.211-22 was, in ened delay and a Receiver Manager effect, designed for the Lockheed was appointed. The British governL-I011. The first two L-I011s were in ment formed a new company flight tests at the time and L-I011 known as Rolls-Royce (1971) Limitproduction was held in abeyance for ed to purchase from the receiver the 10 months. Six thousand Lockheed original company's gas-turbine business. At this point, development and employees were laid off. manufacturing were in full swing Rolls-Royce Financial Problems with type testing and overload tests to be completed. Pre-production The four years from the receipt engines for aircraft certification flyof the contract to entry into service ing were already being delivered. A three-man committee was generated design, development, and

FINANCIAL PROBLEMS

Roll out of the first L-1011 was a major event at Lockheed. The first completed L-1011 (msn 1001) sits in front of the audience at the rollout ceremony. Lockheed California Company President Chuck Wagner has just presented California Governor Ronald Reagan a model of the TriStar (Inset). (Lockheed, Dave Steinbacher Collection)

LOCKHEED

1-1~n TI~~TAI

19

. In February 1976, with a backlog of L-l011s still to be delivered and parked all over the Lockheed plant, a sense of humor was still present at Lockheed. Cal Worthington was a major car dealer in Southern California, famous for many, and sometimes innovative, television ads. Fitzgerald)

aim

appointed by the British government to investigate in detail all aspects of the RB.211 program. The conclusion reached was that the technical problems, by then already being overcome, were not of a type unusual at this stage of such a program and that they could be satisfactorily corrected. The decision taken, pending a re-negotiation of the Lockheed contract, was to continue with the development and production program with the British government taking responsibility for any further investment required. A new contract was signed in September 1971, thanks to the unrelenting efforts of a number of men on both sides of the Atlantic, and in particular to the determination and skill of Mr. Dan Haughton, Chairman of Lockheed Aircraft Corporation. The decision to proceed with the engine was received with great

A full flightline of L-1011s at Lockheed Palmdale in October 1973. The rectangular buildings by each of the L-1011s were the offices for the flight line maintenance and quality assurance personnel. Fitzgerald)

aim

20

AJRLIJVERTECH

relief by the employees of RollsRoyce and Lockheed.

British officials to discuss conditions for continuation of the Rolls-Royce RB.211 and Lockheed L-1011 proLockheed Financial Problems jects. Great Britain agreed to continue the RB.211 project, if the U.S. govBesides the direct effect of the ernment or U.s. banks would guarRolls-Royce problems on Lockheed, antee that Lockheed would build the other events played a major roll in L-1011. In April Lockheed met with the difficulties. Knowing that the 24 creditor banks and Secretary John L-1011 program would constitute a Connally said that the banks would drain on financial resources for a not be satisfied without a governnumber of years, Lockheed arranged ment loan guarantee. British Prime for a $400 million line of credit in Minister Edward Heath said that May 1969. In March 1970, Lockheed unless a loan was guaranteed to announced that it was in severe Lockheed, the British government financial difficulty because of dis- would not proceed with the RB.211 agreements with the U.S. Air Force program. on the cost of the C-5A transport. Connally announced in May This was followed by the Rolls- 1971 that the White House would Royce bankruptcy announcement in ask Congress to guarantee 250 million dollars in bank loans to LockFebruary 1971. heed considering that 24,000 jobs and 1.4 billion dollars in investment Problem Resolution were involved. In August, President In March 1971, U.S. Secretary of Richard Nixon signed the Emerthe Treasury John Connally met with gency Loan Guarantee Act.

Representatives of the banks, airlines, Rolls-Royce, the emergency Loan Guarantee Board, and Lockheed met on September 14, 1971. The documents were signed, completing a $650 million financing package. The $250 million loan guarantee was separate from the $400 million line of credit that Lockheed had established with the banks in May 1969. The financial crisis was ended for Lockheed and Rolls-Royce and production went ahead on the L-1011 and the RB.211. TriStar deliveries began in early 1972. Not a Handout to Lockheed Uninformed media at the time characterized the $250 million loan guarantee as a U.S. government handout to Lockheed. Actually, the loans were private commercial loans and the government not only had not given Lockheed any money, it

A variety of airline customer logos on the tails of the flightline L-1011s in July 1974. From left to right, Pacific Southwest Airlines, All Nippon Airways, Delta Airlines, Eastern Airlines, Trans World Airlines, and Lockheed TriStar One. (Jim Fitzgerald)

LOCKHEED

L-IOn TR~STAR

21

..

L-I011 msn 1001 banks over the Lockheed facility in Palmdale, California. The tall building in the bottom of the photo is the final assembly building with the paint hangar directly above it. Several L-I011s are on the flight line with the taxiway leading to the U.S. Air Force Plant 42 runways. (Lockheed) earned 31 million dollars in guarantee fees. At the time, the government was already guaranteeing and insuring loans to other companies, totaling 137 billion dollars. Although considered by many airlines to be the best of the widebody transports, the unstable market in the late 1970s and early 1980s forced the phaseout of the TriStar production program at 250 aircraft.

Britain's Princess Margaret christens British Airways'first L-1011-500 accompanied by Lockheed Chairman Roy Anderson and Ross Stainton, chief executive of British Airways, in ceremonies at Lockheed Palmdale on October 12, 1978. British Airways was the launch customer for the Dash 500. (Lockheed, Dave Steinbacher Collection)

22

AIRLINER TECH ..

L-I0ll ~ATURES .

THE WORLD'S MOST INNOVATIyP ETLINER

any features in the L-lOll were way ahead of their , . time. Rolls-Royce turbofan engines were the quietest and most efficient turbofans of the time. Lockheed's Autoland system on the L-lOll, which was the first certified by the FAA, was capable of completely automatic hands-off landings. Autoland meant that the L-lOll could land in weather conditions that would cause other airliners to divert to alternate fields.

M

ROLLS-ROYCE ENGINES

The largest, quietest, and most efficient turbofan engine at the time was the RB.211 built by Rolls-Royce. This engine had several versions

built for the L-lOll with thrust ratings ranging from 42,000 pounds to 50,000 pounds. Rolls-Royce RB.211-22B turbofans each developed 42,000 pounds of thrust for the initial version of the engine, with excellent growth potential. Design objectives called for reduced specific fuel consumption, noise, and smoke, and improved reliability and maintainability compared with engines then in service. The three-shaft concept, which was unique to Rolls-Royce engines, allowed each compressor to operate at optimum speed for maximum efficiency. The high-pressure compressor, for example, is most productive at high rotational speed. The bigger intermediate-pressure com-

pressor reaches peak performance at a lower speed and the large diameter fan turns at an even lower speed for low stress levels and minimum noise generation. Due to its three shafts, the RB.211 developed the required thrust with fewer compressor and turbine stages than comparable engines of the time. Fewer stages meant fewer parts. Consequently weight and cost were reduced, with reliability and maintainability improved. Fewer stages also meant rotating assemblies were shorter and more rigid. This, coupled with a short combustion chamber developed from Rolls-Royce work on lift engines, enabled the distances between the main-line bearing cen-

Rolls-Royce RB.211 engine on the L-l011. Large cowl door allows easy access for maintenance. (Lockheed Martin Corporation)

LOCKHEED 23

... I.P. COMPRESSOR

L.P. COMPRESSOR ROTOR (FAN)

Diagram showing the main components of the Rolls-Royce RB.211 engine. Reverse thrust is used for faster stopping after touchdown. (Lockheed,

H.P. COMPRESSOR H.P. TURBINE I.P. TURBINE L..P. TURBINE

---+

Tom Doll Collection)

ters to be some 30 percent less than those of comparable two-shaft engines with similar thrust, resulting in a shorter length engine. Another advantage to the threeshaft engine was good handling qualities. Throttle response, particularly for accelerations, was excellent because of the mechanical separation of the fan from the intermediate- and high-pressure compressors. SOME ENGINE DETAILS COWL TRANSLATED AFT TO OPERATE REVERSER FLAPS & EXPOSE CASCADE UNITS

RB. 211 THRUST REVERSER OPERATION

NORMAL THRUST CONFIGURATION

REVERSE THRUST CONFIGURATION

COLD STREAM REVERSER ENGINE FIREWALL

~

FORWARD

HINGED COWL LEFT-HAND

RB 211 PROPULSION SYSTEM WING POSITION (No.1 and 3) TRISTAR

T211·660-9·77 ATA 71-00

The 86-inch diameter singlestage fan has a tip speed of 1,500 feet per second. The fan has axial inlet flow with no inlet guide vanes, the guide vanes being eliminated to reduce fan noise. Blades on the single-stage fan are machined from a titanium forging. There are 33 blades; each weighs 16 pounds and applies a centrifugal load of 60 tons to the disk. Should there be a fan blade failure it must be contained within the fan casing, which needs to be strong enough to absorb the energy of impact. The bearing support structure must be able to cope with the resultant lack of balance. The original, and appreciably lighter, Hyfil carbon-fiber-laminate blade did not need a shroud. However, it was impossible to develop this blade mechanically to resist foreign object damage by the planned date of production commitment.

Exploded view of the Rolls-Royce RB.211 propulsion system for the two wing position engines on the L-1011. (Lockheed)

24

AIRLINER TECH

The modular construction of the Rolls-Royce RB.211, which consists of seven major modules, (see diagram) improves maintenance economics by reducing both spares holdings and the time the engine is in the repair shop. Other benefits to the modular engine construction include: spares inventory savings up to 25 percent; savings in transport costs; on-wing replacement capability; and pre-balanced units, after repair, available for rapid replacement in engines with minimum testing requirements. Rolls-Royce was responsible for the design, development, and manufacture of the complete RB.211 propulsion system. This ensured the design of a fully-integrated engine-

Cutaway view of the Rolls-Royce RB.211 three-shaft turbofan engine for the Lockheed L-IOll. (Lockheed via John Whittenbury)

Production Rolls-Royce RB.211 engine on the build stand at Rolls-Royce. Notice the titanium fan blades. (Rolls-Royce)

LOCKHEED

1-10n TRISTAR

25

Production build line in Derby England for the Rolls-Royce RB.211 engine in the early 19805. (Rolls-Royce) powerplant system concept at the outset with the maximum commonality between the different mount locations on the L-IOll. Close liaison with Lockheed in the design of the powerplant ensured that there was maximum commonality between wing and fuselage installations and that electrical, fuel, hydraulic, and air lines could be quickly disconnected to accomplish a complete change of engine in less than three hours. THRUST REVERSER

Fan & OGV blade numbers & spacing

Fan /IP interaction

Intake aerodynamic design

Acoustic liningscold stream

Turbine last stage spacing

Interservices pylon position

Acoustic liningshot stream

Low-noise operation was a major design consideration for the Rolls-Royce RB.211 engine. The items shown, including no inlet guide vanes, were some of the items designed into the engine to make it one of the quietest engines of its time. (RollsRoyce)

26

AIRLINER TECH

Built into the three-quarterlength fan duct was the fan thrust-reverser, which has blocker doors to close off the fan nozzle and a fixed cascade of turning vanes. These were designed to give maximum reverse-thrust while minimizing re-ingestion and flow-impingement on the aircraft surfaces. The thrust reverser system on the RB.211-22 engines originally included a hot-stream spoiler, which was the target type where the clamshell doors formed a part of the primary nozzle cowling when in the forward thrust position. Later eliminated for several reasons, was the hot-stream spoiler. The primary thrust reverser only operates on the fan bypass airflow, which accounts for over 75 percent of the engine total thrust. The core engine turbineexhaust thrust was originally merely cancelled by the spoiler (zero forward thrust). This spoiler was unnecessary because the sideways deflection of the exhaust interfered with the slipstream flow over the aircraft flaps and the local braking effect of these flaps was diminished to an extent that cancelled the benefit from the spoiler.

.

-

-

.

-

-

----- -------------------

A lighter and more efficient after-body with lower drag was incorporated. This was also a maintenance improvement. Rolls-Royce eventually eliminated the hot stream spoiler on all Rolls-Royce RB.211 engines for the L-1011. THRUST REVERSER OPERATION

After aircraft touchdown at approximately 140 knots, the thrust reverser can be selected. Engine power levers are opened and the net reverse thrust obtained with this system is 42 percent of the net thrust at 100 knots forward speed, falling to 33 percent at 70 knots when the reverser is normally cancelled to prevent ingestion of hot air into the fan. These figures are with the hot stream spoiler deleted. RANGE IMPROVEMENT NOZZLE

Several improvements in L-1011 specific air range were made as a result of RB.211 changes. Replacement of the thrust spoiler with a simple ll-degree after-body improved the specific air range by 1.5 percent. Flight tests with a new fan nozzle, in combination with a new shorter re-optimized 15 degree after-body, showed a further range improvement of between 2 and 4 percent. Some of this improvement was due to a more favorable powerplant-to-wing interference effect. The 15 degree after-body modification allowed the L-1011 to beat its predicted specific air range at 0.85 Mach by between 3.5 and 5.5 percent, the exact figure depending on cruise weight.

Reverse thrust deployed on the number two engine showing the cascade portion of the reverser and the target deflector. Seventy-five percent of the reverse thrust was coming from the cascade portion of the reverser and a significant drag reduction was accomplished with a new afterbody on the engine when the target deflector was later eliminated. (Lockheed Martin Corporation)

RB.211-524B The RB.211-524B was a 50,000pound-thrust engine which could be used on the L-1011-100, Dash 200, or

Orbital Sciences L-1011 landing at Mojave airport in California on July 14, 2000. Notice the cascade openings on the engines in the reverse thrust mode. (Jim Upton)

LOCKHEED

27

New afterbody design on the Rolls-Royce RB.211-524 engine resulted in less drag yielding an increase in fuel efficiency. The top photo of Saudia's L-101l-200 with Rolls-Royce RB.211-524 engines has the shorter 15-degree afterbody with improved flow of exhaust gas from the engine. The photo below is Saudia's 'L-lOll-100 with the RB.211-22 engines and the ll-degree afterbody. (Lockheed,

Dash 250 with the appropriate service bulletins incorporated. It was the only engine for the Dash 500. The higher thrust Rolls-Royce RB.211-524B made its first ground run on October 1, 1973. Engine certification was in September 1975. The RB.211 three-shaft concept provided a good formula for growth without extensive change, mainly because the fan is independent of the core compressors. The Dash 524B obtained the increased thrust without any increase in overall dimensions and wi th only 55 degrees Celsius, more turbine-entry temperature than the RB.211-22B requires for 42,000 pounds of thrust.

Dave Steinbacher Collection) AUXILIARY POWER UNIT

(APU)

Providing ground self sufficiency and emergency in-flight power, the APU system is operable up to an altitude of 30,000 feet under all flight conditions within the aircraft operational envelope. A pneumatic compressor and a generator are shaft-driven by the APU, which operates at constant speeds so that the generator does not require a constant-speed unit. The generator serves as a backup source of power for the electrical system, while its pneumatic power is used to provide full ground air-conditioning, engine starting, and to drive air-turbine hydraulic pumps. As a backup source of in-flight power, the APU can either replace a failed power source or supplement the capability of existing power sources by permitting alternate operating modes. However, the availabil-

Saudia's L-lOll-lOO HZ-AHA taxiing at Palmdale in April 1975 prior to a test flight. Notice the longer ll-degree afterbody of the Rolls-Royce RB.211-22 engine. (Lockheed, Dave Steinbacher Collection)

28

AIRLIlfERTECH

ity of the APU as a backup source of power is not essential for normal flight and the airplane may be dispatched with the APU inoperative. HYDRAULIC SYSTEM

A major safety feature for the TriStar is its four complete hydraulic systems, which is unique to the L-IOll among airline transports. Hydraulic power is supplied by four 3,OOO-psi systems that are completely independent. Four systems, identified as A, B, C, and D have no interchange of hydraulic fluid. All four systems have engine-driven pumps as the principal power sources, one on each wing engine and two mounted on the aft (number 2) engine. In addition, systems Band C each have an electrically-powered AC motor-driven pump and a turbine-driven pump which can be powered by bleed air from any of the engines, the auxiliary power unit, or a ground supply. By means of two hydraulic motor-driven pumps (power transfer units), systems A and D can be pressurized from systems Band C. This arrangement of the four systems and the flight controls provides a high degree of redundancy to absorb single, double, and triple hydraulic system failures. It also provides the necessary redundancy to meet automatic landing performance standards for category III all-weather operations. System D is used exclusively to power the flight controls. Systems A and C have valves which give priority to the flight controls, should there be an excessive demand from the other hydraulic services. System B powers the flight controls and brakes, and can do so even in the event that all engines fail or become inoperative during flight. The auxil-

.

,;

New (August 1976) SO,OOO-pound-thrust Rolls-Royce RB.211-S24 engines on TriStar One during a test flight out of Palmdale. Just above the British-built engine is the historic London Bridge at Lake Havasu City, Arizona. The bridge had been relocated to Lake Havasu as a tourist attraction. (Lockheed, Dave Steinbacher Collection)

The aft lower fuselage. A retractable tail bumper in the left side of the photo is on all the L-1011s except for the shorter Dash SOOs. The Auxiliary Power Unit (APW exhaust is the semi-round outlet in the center of the photo just below the horizontal stabilizer. The APU inlet is the two-piece rectangular door in the center bottom of the fuselage. (Jim Upton)

LOCKHEED

j

~

~-i~n rl~~TAI

29

accumulator. The brakes are normally supplied from system B, with C as an alternate source, and are protected from power loss by means of two accumulators and check valves in each system. FLIGHT CONTROLS

First RB.211-06 engine in the test cell at Rolls-Royce. The first engine had composite Hyfil fan blades that were changed to titanium blades for the production engines. The lighter Hyfil fan blades did not need a shroud, but they did not pass the bird ingestion test. (Rolls-Royce) iary hydraulic power system, consisting of a Ram Air Turbine (RAT) combined with a hydraulic pump, can supplement the normal B system. This RAT system is an independent hydraulic power source utilizing DC electrical power from the battery bus for deployment, control, and monitoring, and provides hydraulic power for flight control during an all-engine-out condition. The RAT is stowed within the fuselage in the unpressurized area below the wing box just forward of the hydraulic service center. Normal deployment is achieved automatically

30

by an electrical logic circuit, which detects a three-engine-out condition, or if all hydraulic pumps are turned off when the aircraft is airborne. Manual deployment is available for flight or ground service using a guarded switch. For landing gear emergency operation either pilot can operate a hydraulic bypass valve and release landing gear doors and up-locks so that the gear can free-fall and lock down. If the emergency release malfunctions, a positive hydraulic driving force is available from the stored energy in the alternate brake

The L-1011, which first flew in 1970, contained automatic control features that were advanced for commercial transports at that time, most are still considered advanced today. The primary flight control system was not, strictly speaking, an automatic control system. However, to obtain required performance and safety, a number of automatic features were incorporated into it. Essential to the primary flight control system, and the other automated systems, were reliable sources of hydraulic and electric power. The primary flight control system includes controls for horizontal stabilizer, rudder, ailerons, and spoilers. Elevators, driven mechanically by the stabilizer, improve the effectiveness of the horizontal stabilizer. A high-lift system consists of leading-edge slats and Fowler-type trailing-edge flaps. The horizontal stabilizer, positioned by hydraulic servo actuators, is powered by four independent hydraulic sources, anyone of which is sufficient for control of the aircraft. The rudder surface is powered by three of the hydraulic sources and the aileron servos are powered by all four hydraulic sources, so arranged that the left and right-hand ailerons are each operated by a different combination of power sources. Three sets of wing spoilers outboard, mid-span, and inboard in each wing - are actuated by servo actuators powered by three of the hydraulic systems. Various combinations of these spoilers can be operat-

Control Surface Arrangement RUDDER

Flight Station Affangemenr

OUTBOARD LEADING EDGE SLATS

Flight station arrangement of the L-I011 accommodates five people. In addition to the flight crew of three, there are two observer seats. (Lockheed, Chuck Mercer Collection)

The advanced flight control system on the TriStar is backed up by four complete hydraulic systems, a feature unique in airline transports even today. (Lockheed, Chuck Mercer Collection) ed, either symmetrically or asymmetrically, for roll assist, direct lift control, and in-flight and ground air-brakes. Flaps and slats are each powered by two independent hydraulic sources and each has an asymmetry detection and protection system. Both high-lift systems are driven through gearing and spanwise-oriented torque tubes, which in turn, drive screw jacks. Hydraulic power redundancy will permit continued flight, using normal operating speeds and proce-

I.

dures, after loss of one hydraulic source. Loss of a second source would create an abort condition, although continued safe flight and landing are possible even after loss of three sources. The flying stabilizer concept provides increased control effectiveness and eliminates mis-

trim and runaway trim problems that have contributed to a number of accidents in the past. Four hydraulic actuators controlled by two separate dual hydraulic servo modules position the stabilizer. Two cable control paths connect the control columns to the servos. With powered controls and the L-1011 flight control design, troublesome stabilizer trim jacks are not required.

Vertical tape instruments were an optional item for the L-I011. Many pilots who flew with the tape instruments preferred them, as you could see at a glance the relative conditions ofall three engines. Compare this center panel to the panel in the photo of the Delta cockpit on page 71. (Lockheed, Dave Steinbacher Collection)

LOCKHEED

L-li~n TI!~rAI

31

Flight deck of the Orbital Sciences L-l011-100. Flight instruments are duplicated on the pilot's and co-pilat's side with the engine instruments in the center console. Optional tape type engine instruments were available on the L-l011, which some airlines specified. (Jim Upton)

Flight engineer's station on Orbital Sciences L-l011-100, msn 1067. Circuit breaker panel is on the right, with all the aircraft systems indicators and push button switches and controls located on the panel directly ahead. (Jim Upton) flIGHT STATION

The flight station is a critical area of the total aircraft, since it is an interface between man and machine. The L-IOll's flight station, in terms of crew comfort, visibility, instrumentation, and logically placed and easily employed controls, was a significant advance over existing designs of the era. The captain's and first officer's main instrument panels were designed in accordance with Federal Aviation Regulations which specify the conventional "T" arrangement for the primary flight instruments. The other required instruments are grouped about these in accordance with priority requirements. All flight and navigational instruments are included for operation on airways throughout the world, with standby units where required. The weather radar displays, located at the extreme outer ends of the main instrument panel, or lower left corner of pilot and co-pilot panels, are readily adapted for use with other displays. All illumination in the flight station area, other than color-coded signallights, employs white unfiltered sources. All flight station instru-

32

AIRLINER TECH ...

ments and system displays and controls installed on the pilot's and flight engineer's control and instrument panels are integrally lighted. Optional tape instruments were available by customer choice.

LANDING GEAR SUBASSEMBLIES

FUEL SYSTEM

The L-lOll-l fuel system consists of four wing tanks acting as a three-tank system. Each inboard tank supplies its adjacent wing pylon-mounted engine and the two outboard tanks collectively supply the center engine through a flow equalizer. A cross-feed system allows fuel from any tank to be used to supply any engine. Tank-to-tank fuel transfer is provided to permit maximum loading flexibility. Pressure fueling is accomplished through two stations, one outboard of each wing engine nacelle. The refueling system can accept 94,000 pounds of fuel in approximately 10 minutes, using four refueling nozzles at 50-psi fueling pressure. Overwing gravity fill capability is also available for locations where pressure fueling is not available. In order to provide for minimum replacement times, all major fuel system components are replaceable from outside the aircraft, generally without the need for defueling or entering the tanks. In the event of a complete electrical failure, the system can deliver sufficient fuel by gravity to maintain safe flight. The cross-feed system is arranged so that all fuel can be made available to any engine.

A VISUAL DOWNLOCK INDICATOR

E SHOCK STRUT ASSEMBLY

I TRUCK POSITIONER

B DOWN LOCK SPRINGS

F STEERING ACTUATORS

J BRAKE ASSEMBLY

C RETRACT ACTUATOR

G TOROUE ARMS

K TOWING PADS

D TAXI LIGHTS

H TRUCK BEAM

Tricycle landing gear configuration on the L-10ll has a steerable nose gear assembly with dual independent rotating wheels. The left and right main landing gear assemblies have dual tandem wheels. (Lockheed, Tom Doll Collection)

CONDITION:

CONDITION: UP AND LOCKEO

GEAR UP INBOARD DOOR OPENING

ALL OOOAS CLOSED MECHANICAL INDICATOR FLUSH

~~:=::::~~STEP

CD

SEOUENCE DURING GEAR CYCLE

CONDITION: OOWN AND LOCKED

INBOARO DOOR CLOSED HINGED ODOR OPEN MECHANICAL INDICATOR UP

STATlC GROUND L 1 N E - _ - - ' - - - - ' - _ - - - - ' - - - - - - - ' ' -

.Main Landing Gear Exrensiao Cycle

LANDING GEAR

Main landing gear extension cycle shows how the inboard door opens and then closes after the gear is extended to reduce drag with the gear down. (Lockheed via John Whittenbury)

Landing gear geometry was selected to allow for operation from existing medium-size airports. L-lOlls are capable of a ISO-degree turn on a lSO-foot-wide runway. No

form of directional steering or swiveling is necessary on the main gear, since the structure is designed to withstand short-radius turning and towing maneuvers. For tight

LOCKHEED

maneuvering, the nose wheel steering mechanism can be disconnected manually, allowing the nose gear to swivel through 360 degrees. To increase maneuvering flexi-

33

bility, the nose gear was also designed with both fore and aft-direction tow bar attachments and the height and location of the nose gear is such that a low-profile tractor can maneuver beneath the fuselage without ever extending beyond the airplane nose, a benefit in tight situations. Main gear arrangement also provides a simple retraction geometry, swinging inboard toward the centerline. The wide track permits a large centerline hydraulic service center between the left and right-hand wheel wells, with stand-up headroom for service accessibility. Nose gear arrangement provides a simple retraction geometry with only one actuating cylinder and an up-lock. The doors are linked to the gear. ELECTRICAL

DIFFERENTIAL LOG MAIN FIELD

AOTOASPRAY COOLING RING

The Integrated Drive Generator (lDG) is an advanced concept in power generating equipment that was introduced to the industry as a result of its use on the L-I011. Four IDGs on the L-lOll provide electrical power plus backup. Advantages to the IDG compared to generators of the era include weight savings of almost half, 12,000 rpm operating speed versus 6,000 or 8,000 rpm for generators and increased reliability. (Lockheed, Chuck Mercer Collection)

The L-1011 was the first aircraft equipped with the Integrated Drive engines and the fourth generator is AVIONICS Generator which was developed driven at constant speed by the auxilLockheed's previous experience specifically for this application. The iary power unit. The latter can be in advanced technology automatic simplified constant speed drive to operated in flight, but is primarily for each generator incorporates a ground use. It uses the same circuit flight control systems set the stage self-contained oil system that is used as that for external power and can for the L-1011 Avionics Flight Confor oil-spray cooling of the generator supply all services on the aircraft. trol System design. For example, windings and for lubrication of the The three engine-driven generators the all-axis flight system of the single generator bearing and splines. also have this capability, but are nor- SR-71 pioneered the development This oil lubrication/ cooling system mally operated in parallel so that the of multi-redundant fail-operative allows for a generator design with a active generators equally share the flight controls. All weather landing relatively small rotor-diameter and electrical loads. However, each of experience (Cat II and Cat III) was high rotational speed (12,000 rpm these generators can operate inde- built up on the Lockheed C-141, compared to 6,000 or 8,000 rpm for pendently, and has its own AC bus, C-5, and Jetstar. This experience established at Lockheed a belief in the older-type generators). In turn, transformer-rectifier, and DC bus. The electrical load center is flight automation as a means of this results in a significant reduction in weight. The L-1011 generator located below the deck in a pressur- improving performance, reliability, weighs 55 pounds compared to ized area just forward of the wing and flight safety. Flight control approximately 95 pounds for a typi- and there is adequate space for a automation reduces crew workload, cal air-cooled, 8,000-rpm generator. technician to stand while inspecting permitting close monitoring of Electrical power at 120/208 volts and servicing the distribution equip- other important systems, particuand 400 Hertz is derived from four ment. Ground access is provided larly during conditions of high identical generators. An integrated through a hatch and flight access stress such as final approach and -drive generator (IDG) is mounted on can be gained through the under- landing under reduced visibility conditions. the gearbox of each of the three floor galley.

34

AIRLINER TECH

--,--~-------~~---~----_ .. ---

Avionics Flight Control System (AFCS). The AFCS provides manual or automatic modes of control throughout the total flight envelope from takeoff to landing rollout. The following four subsystems make up the Avionics Flight Control System. Autopilot/Flight Director System (APFOS). The APFOS provides automatic pitch and roll control to stabilize the aircraft and maintain selected altitude, attitude, and heading in flight. In this fully-automatic mode the flight director may be used in a monitoring capacity. In other operational modes the flight director may be used for flight guidance. Stability Augmentation System (SAS). In-flight stability and control of the L-1011 is augmented through use of a SAS that provides yaw damping. Two computers are used for improved reliability and

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-

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limited averaging improves tracking of the servos. Speed Control System (SCS). The SCS of the L-1011 provides the airspeed auto-throttle mode and an angle-of-attack auto-throttle mode. The airspeed mode is used for all flight conditions through initial approach and the angle-of-attack mode is used in the final approach and landing. The SCS also provides the go-around command to the pitch computers for both manual and automatic go-around and the takeoff command for manual takeoff guidance. Primary Flight Control Electronic System (PFCES). The PFCES comprises various automatic control, warning, and indication systems, and also serves as the interface between the AFCS and the L-1011's manual control system. Principal

components are the Trim Augmentation Computer, which provides manual and automatic pitch trim and Mach-trim and Mach-feel compensation; and the Flight Control Electronic System computer, providing primary flight control surface monitoring, stall warning, direct lift control, automatic ground speed brake control, altitude alert, and fault isolation monitoring. AUTOLAND

The Lockheed Autoland system uses the above four subsystems of the AFCS in addition to the Direct Lift Control. Direct Lift Control (OLC). DLC improves the approach characteristics of the airplane, whether it is under manual or automatic control. DLC deploys wing upper surface

The underfloor galley of the L-1011 in mock-up form on September 18/ 1969. Flight attendants demonstrate the spaciousness of the galley. The two lifts to the main deck are directly behind the flight attendants, one with the door open and the other with the door closed. (Lockheed Martin Corporation)

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35

ground idle and the auto-throttle disconnected to allow manual initiation of reverse thrust. As the aircraft decelerates, and the rudder loses its aerodynamic effectiveness, directional control by automatic nose wheel steering is assumed. Autobraking engages automatically. The pilot, however, applies thrust reversers manually. TWA Captain Foe Geldersma talks about the Autoland system in Chapter 4. FLIGHT MANAGEMENT SYSTEM

Nose radome open on an Eastern Airlines L-IOll. One person can accomplish opening the radome for access to the weather radar system. (Lockheed Martin Corporation)

panels to spoil the lift with no change in pitch attitude. In contrast to the elevator/stabilizer application of pitch control, the direct lift control applies lift directly and much more rapidly than a stabilizer does. Its response to glide path control commands on approach is enhanced accordingly. DLC greatly improves control to maintain the glideslope without porpoising, improves speed stability, requires minimum engine power changes, permits lowering the flare height, and reduces the sensitivity to wind variations and wind shears. DLC also results in smoother landings by reducing the variations in touchdown velocity and results in improved longitudinal touchdown dispersions. Two particularly interesting sequences of the Autoland are the landing flare and the rollout after landing. Autoland Flare Sequence. Following a Flight Management System

36

descent, at 50 feet, the Flare mode is automatically engaged. A programmed nose-up bias and a programmed retraction of the DLC spoilers cause an increase in lift to allow the aircraft to proceed down to the runway in an exponential trajectory. The automatic throttle system is programmed to reduce airspeed at a rate of approximately one knot per second. Touchdown is programmed for a nominal sink rate of two feet per second. Autoland Rollout Sequence. The rollout mode is automatically engaged at a wheel height of five feet. At this time, the wings are commanded level from any existing sideslip attitude. At touchdown, the automatic ground spoilers are deployed, dumping lift and transferring support of the aircraft weight from the wings to the wheels. A pitch down command of two degrees per second is programmed to avoid hard contact of the nose gear. The throttles are driven back to

AIRLINER TECH ..

Commercial transport flight management was pioneered by the L-1011. Its Flight Management System (FMS) totally optimized the flight path in three-dimensional space. It ties together the separate autopilot functions into a fuel conservative flight management strategy. The Lockheed FMS was certified by the FAA in September 1977. FMS provides a means for automatic, accurate control of aircraft speeds and engine thrust during climb, cruise, and descent. Comparable to going up and down hills with the cruise control on your car. The ability to control speeds precisely, particularly in areas of near neutral speed-thrust stability, offers a large potential for fuel savings while significantly reducing crew workloads. It is this full-time performance management capability of the FMS that makes it such an attractive feature for L-1011 operators worldwide. At inception, the Lockheed FMS offered the most significant advance in aircraft operation since the introduction of the autopilot. With continuing increases in fuel costs, airline operational economics required that aircraft be flown close to their maximum specific air range cruise speeds for best fuel economy. The basic problem then, which

is common to all of today's modern may be obtained by optimizing jet transports, is simply that efficient climb and descent. These modes are operation requires more time and also automated in the FMS assuring attention to thrust management than the most efficient operation of the flight crews are willing to invest. L-IOll throughout the flight profile. Simple "advisory systems" containing engine thrust maps and airplane FMS Cruise Control, MachJIAS Hold performance data were already on the market. However, those systems The general criterion for the merely informed the flight crew of cruise mode was the requirement for the optimum flight parameters for the system to operate satisfactorily any given flight condition. The flight in regions of neutral speed-thrust crew is still required to control stability, even in moderate turbuspeed manually (or use over-active lence. Furthermore, it must maintain auto-throttles) and the basic prob- the selected aircraft speed accuratelems of pilot workload, annoying thrust changes, and the associated ramifications remained. The fuel and dollar savings were so significant in this key area that Lockheed decided there must be a better way. This resulted in the development of the FMS.

ly, without excessive throttleactivity. Excessive throttle activity can be annoying to the flight crew, may disturb passengers, may increase maintenance costs, and could compromise the engine manufacturer's warranty. Throttle motion is barely perceptible to the flight crew under nearly all operating conditions. FMS Climb and Cruise FMS provides EPR (Engine Pressure Ratio) and turbine gas temperature (TGT) limiting for engine pro-

FMS Design Criteria At the outset Lockheed decided that the FMS must be a fully automatic system, coupled to, and also an integral part of, the L-IOll AFCS. The objective was to have FMS operate as a logical extension of the basic AFCS. The computer accepts information from the engines, the Central Air Data System, and the navigation receivers. It processes this information through a predetermined program and supplies control signals to the autopilot and auto-throttle systems. General aircraft and engine performance data are stored in the computer memory. A Control and Display Unit is the interface between the flight crew and the computer. It consists of a Cathode Ray Tube with selection controls to display, in a conversational format, the information available from the computer. Although for most stage lengths the principal fuel saving is achieved during cruise, significant savings

Unusual tail view of the L-I011 shows the gentle contour from the inlet to the number two engine. Maintenance work on the number two engine only requires low stands. (Lockheed, Doug Triplat Collection)

LOCKHEED

37

Delta L-1011-250 at Atlanta has the "Frisbee fairing" at the inlet to the number two engine. This diverter fairing change reduced noise in the aft cabin. It was named after Lockheed Engineering Vice President, Lloyd Frisbee, who directed the change. (Jim Upton)

tection at all times. FMS relieves the crew of much of the time-consuming responsibility of engine monitoring, particularly in turbulence where conditions are certainly less than stable. The importance of the MIN COST and MIN FUEL options is obvious. For the first time an optimum mach number for the most efficient cruise performance is con-

tinuously calculated, displayed, and accurately controlled while simultaneously reducing crew speed/thrust management workload to virtually nil. Rough Air Mode A significant feature of the system was the automatic rough air

mode. The FMS system senses rates of change of mach/indicated airspeed and altitude, and when a preset level is exceeded for a given time period, the rough air mode is activated. The system then positions the throttles to the required EPR for the commanded flight condition and maintains this throttle setting until the turbulence decreases below the threshold level. FMS Descent

Doors on the L-1011 move in and roll up, leaving a clear path for entry and exit by eliminating the hinged doors which are always in the way once they are open. Lockheed designed all doors in pressurized areas to be pressurized to the closed position, a safety advantage over other transport aircraft. The lower open door in the photo is normally the access door to the underfloor galley for loading food carts. (Jim Upton)

38

AIRLINER TECH

The descent mode is programmed for a flight idle descent, with the aircraft arriving at any predetermined geographical destination (Lat-Long, waypoint, etc.) on-altitude and on-speed. This is accomplished by "back computing," from the end of descent point to determine the optimum beginning of descent point based on computer stored aircraft performance parameters and the altitude and existing winds at cruise. The benefits of the many advanced systems on the Lockheed L-IOll have made it a favorite with the airlines that operate it, the pilots that fly it, and the passengers that ride it.

TESTS

& C.. .-.·.ITIFICATION

TESTING STARTED BEFORE THE FIRST FLIGHT efore a new civil aircraft can be put into service, it must meet the airworthiness requirements of the FAA for the United States, and the CAA for Europe. A brief overview of some of the requirements follows. Testing on the L-1011 started many months before the first flight. The exhaustive flight test program utilized the first five aircraft built and was a year-long operation. A total of more than 1,700 hours during more than 1,500 test flights were flown.

B

FIRST FLIGHT

First flight of the Lockheed L-1011 TriStar occurred on November 16, 1970. Flight station crew consisted of L-1011 Project Test Pilot H. B. (Hank) Dees, co-pilot Ralph C. Cokely, flight engineer Glenn E. Fisher, and Flight Test Engineering Team Leader Rod C. Bray. Takeoff weight was 330,000 pounds, which included 85,000 pounds of fuel and 40,000 pounds of test instrumentation, including the water ballast.

Takeoff run was only 5,300 feet, with a lift-off speed of 152 knots. The first flight went very well, lasting two and a half hours. Ground observers were impressed with the quietness of the Rolls-Royce engines. After landing, Pilot Hank Dees remarked, "It was a lovely flight, we had good control, particularly with the flying tail. The Rolls-Royce engines ran fine. Pilots are going to like this airplane. Handling characteristics were better than our engineering simulations indicated." This last comment,

First flight take offof the Lockheed L-1011 TriStar on November 16,1970 at Palmdale, California. (Lockheed, Ron Hart Collection)

News media gathered adjacent to the U.S. Air Force Plant 42 runway at Palmdale, California, for the first flight of the Lockheed L-1011. (Lockheed Martin Corporation)

39

Below: Chase aircraft on the

first flight of the L-I011 was a company-owned twinengine Lockheed Jet Star, one of two JetStar prototypes and a company-owned North American F-86. (Lockheed)

Above: A Lockheed-owned North American F-86 chase aircraft flies formation on the number one flight test L-I011 during the first flight. Chase aircraft provide the capability to examine and monitor the test aircraft externally during critical tests. (Lockheed, Sal Chavez Collection) about pilots liking the airplane, has been born out by many L-IOll pilots the author has spoken with. BEFORE FIRST FLIGHT

Long before first flight, there were many activities going on to assure that the L-1011 was ready to fly and to start the test program that would lead to certification by the U.S. FAA and the UK CAA. Wind tunnel testing was done at Lockheed to verify the basic design and finetune many of the TriStar details. At Rolls-Royce in England, testing of the RB.211 proceeded on the ground in test cells, and in the air flying on a Vickers VC-IO Flying Test Bed, with

First flight crew descends the boarding ladder after a very successful first flight of the L-I011. Front to rear are Pilot Hank Dees, Co-pilot Ralph Cokely, Flight Engineer Glenn Fisher, and Flight Test Team Leader Rod Bray. (Lockheed Martin Corporation)

40

AIRLINERTECH ..

Wind tunnel model of the L-l011 where many aircraft configurations were evaluated. Thousands ofhours went into wind tunnel testing to arrive at the final build configuration for the TriStar. (Lockheed, Dave Steinbacher Collection) two of its Conway engines on the left side, replaced by a single RB.211 engine. Individual engines were also run on a test stand at Lockheed's Palmdale plant prior to installation on the aircraft. Aircraft systems and component testing went on at the individual manufacturer's facilities, as well as at the Lockheed laboratories. Two structurally complete aircraft were built and tested on the ground, prior to first flight. One was a static structural vehicle and the other was a fatigue structural test vehicle. STATIC TEST AIRCRAFT

The purpose of the static tests were fail-safe tests that included purposely failing structure under load. The static test airframe consisted of the fuselage, the left wing, the left and right horizontal stabilizer, the upper portion of the left main gear, and the left wing pylon and center engine support structures, holding dummy engines. The static test airframe was tested to design ultimate loads (150 percent of limit load). For the fail-safe tests, 18 cuts, or simulated failures, combined into four tests were made on the static airframe. These simulated failures were done at 100 percent of limit

L-1011 landing gear drop test rig at the Lockheed Rye Canyon research and development facility. Many drop tests simulating various loads on the landing gear were run prior to the aircraft ever leaving the ground. (Lockheed Martin Corporation)

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1-1~n Tli~TAI

41

flight loads for the maximum design conditions, in addition to fail-safe pressurization loads. To satisfy a Lockheed requiremen t, beyond the certification requirements, 10 ultimate load static tests and an ultimate pressure test were conducted after the failsafe tests. FATIGUE TEST AIRCRAFT

The purpose for the fatigue test program was to ensure that any possible structural problem would be found, and corrected, long before a similar problem could occur on an aircraft in service. A second purpose of the program was to develop inspection techniques and schedules to be used on operational aircraft.

Control room for the engine thrust stand at Lockheed Plant 10 in Palmdale. RB.211 engine performance was checked and recorded by Lockheed and Rolls-Royce engineers. (Hans VanWijk)

Engine thrust stand at Lockheed Plant 10 in Palmdale was used for checkout of the Rolls-Royce RB.211 engines before installation on the L-l011s. (Lockheed, Ron Hart Collection)

42

AIRLINER TECH

The second airframe off the production line, msn 1000, was used for fatigue tests. This was essentially a complete airframe, less the flight station, which was tested separately. It included wings, stabilizers, flight control surfaces, the upper structural portion of the nose and main landing gear, pylons that held the wing-mounted dummy engines, and the structure for the center engine. A total of 1,696,000 load cycles, simulating 84,000 flights, were applied to the fatigue test airframe. The first 52,000 flights included all loadings, including pressurization. The last 31,500 flights omitted fuselage pressurization, while wing loads were increased from 10 percent to 20 percent over the basic spectrum. This amounted to an equivalent of 115,000 flights. A specific number of load cycles applied by hydraulic jacks to the fatigue test airframe equates to the loads seen in one flight of the aircraft. Fatigue monitoring gauges were installed at strategic locations on the airframe structure. Data from these readings could be correlated with

Oscillograph data recorder in the main data acquisition center of the L-1011. Flight test engineer Jim Jennings annotates the test condition on the chart during a July 1971 flight. (Ronald Hart)

Flight test aircraft number one (msn 1001) and number two (msn 1002) in formation flight during flight test out of Palmdale. (Lockheed, Jim Fitzgerald Collection) similarly installed gauges in operational aircraft to compare actual usages with that applied to the fatigue test aircraft. FLIGHT TEST TASKS BY AIRCRAFT

L-1011 Number One (msn 1001) did the bulk of the performance and propulsion system testing. Included were takeoff and landing performance, cruise performance, and flying qualities. These tests were done at various center-ofgravity conditions, speeds, and altitudes and at different weights, including maximum gross weight takeoff and landings. L-1011 Number Two (msn 1002) was the primary propulsion and AFCS test aircraft, doing a lot of the early in-flight development of the Lockheed Autoland system. L-1011 Number Three (msn 1003) was tasked with the certification testing of the Lockheed Autoland system, as well as the evaluation and certification testing of all the major functional systems. L-1011 Number Four (msn 1004) was the test aircraft for the naviga-

LOCKHEED

L-10n rl~~TAI

tion, communications, and environmental systems. L-1011 Number Five (msn 1005) was in the airline configuration, with seats and galleys, rather than the flight test instrumentation installed on the first four aircraft. This aircraft most closely represented a standard airline configuration and was used for demonstrating the L-1011's general performance and reliability over a large number of operating conditions.

Flight test engineer at work during a July 1971 test flight on the L-1011. Slide rules were still in use by engineers for making calculations. (Ronald Hart)

43

LOCKHEED L·l011·1001INTERIOR

•

n

(j) REMOTE AVIONICS STATION (j) (j) (j) (j) (j) (j) (j) (j)

AUTOMATIC FLIGHT CONTROLS CENTER FLUTTER AND LOADS CENTER MAIN DATA ACQUISITION CENTER WEIGHT ENGINEER STATION MLG WATER FOG AND PUMP ACOUSTIC CHAMBER WATER BAUAST TANKS 12000' EACH) FIXED BAUAST Ii!J FIXED BALLAST - AFT ® WATER BALLAST TANKS 12000' EACHI @ ELECTRICAL LOAD BANK

FWD AND AFT

Diagram showing the interior arrangement of L-1011 msn 1001, the number one flight test aircraft. Flight test equipment and instrumentation fill the aircraft. (Lockheed) FLIGHT TEST TRISTAR ONE

The interior of L-I011 msn 1001, the first flight test aircraft, was completely different than any aircraft in the airline-delivered configuration, as the accompanying diagram and photos show. The special pallet area "A," in the forward cabin area, was set up to make easy installation changes for special flight test instrumentation for specific testing. This 500-squarefoot area had floor attachments for pallets holding a variety of test equipment and included electrical power, cooling air, and interface wiring with the main on-board data center (diagram item 4). Items I, 2, and 3 on the interior diagram show locations of control and display equipment for the flight test engineers running the particular tests. The main data acquisition center (diagram item 4) located in the center of the aircraft contains the instru-

44

mentation recording and processing equipment, along with displays, strip chart recorders, and plotters, for real time flight test monitoring and data analysis (also see photo). The weight engineer station (diagram item 5) has displays for

monitoring fuel used for contimious calculation of aircraft weight and center of gravity. The main landing gear water fog and pump (diagram item 6) was used for brake cooling, after tests like rejected take-offs (RTOs). The acoustic chamber (diagram item 7) located near the wing trailing edge was used for developing and evaluating noise reduction treatments, including sidewall structure, window, trim, and seat configurations. The ballast system was located under the cabin floor and included fixed ballast (diagram items 9 and 10) and 2,OOO-pound water ballast tanks (diagram item 11). The system had the capability of pumping water back and forth between the forward and aft locations to change the center of gravity in flight for various test conditions. The electrical load bank (diagram item 12), located in the aft cargo compartment, was used for applying electrical loads to the aircraft generators, simulating actual and greater loads than will be seen in service.

Flight test data center on L-1011 msn 1002. The data center is in the main cabin of the TriStar in place of a normal passenger interior. Real time recording and data analysis takes place here. Flight test instrumentation wire bundles that go to the various sensors can be seen in the overhead. (Jim Fitzgerald)

AIRLINER TECH --..

-~---------~-----~._-_.

-

Engine flying test bed used by Rolls-Royce for testing of the RB.211 turbofan engine before it flew on the L-l011. This was a Vickers VC-l0 aircraft with a Rolls-Royce RB.211 engine mounted on the left aft fuselage pylon in place of the normal two Rolls-Royce Conway engines. (Lockheed Martin Corporation)

Rolls-Royce VC-l0 engine flying test bed with the RB.211 engine on the left side. First flight with the RB.211 was on March 6, 1970. (Rolls-Royce)

ROLLS-ROYCE ENGINE TESTING

A number of facilities were used for RB.211 engine testing by RollsRoyce. Five test stands were used for basic engine performance. Two open-air test stands were built at the Rolls-Royce Hucknall Flight Establishment for testing RB.211 engines, with actual aircraft intakes covering both wing installation and Lockheed TriStar rear fuselage installation S-duct. Intake cross-flows could be simulated and noise measurements were made over a wide range of positions around the test stand. A special test facility was creat-

ed at the National Gas Turbine Establishment for testing the RB.211

under altitude conditions so that performance of the engine could be assessed under simulated climb and cruise conditions. Initial flight tests of the RB.211 were carried out on a flying test oed Vickers VClO aircraft. One RB.211 engine was installed on the left rear fuselage of the VClO in place of the two Conway engines. The engine

Number two engine S-duct assembly built at Lockheed as a test fixture for Rolls-Royce RB.211 testing. This was used at Rolls-Royce in an outdoor test stand where cross flows could be simulated and noise measurements made over a wide range of positions around the test stand. (Lockheed Martin Corporation)

LOCKHEED 45

was supported from a special topmounting beam, cantilevered from the fuselage in a manner similar to that for the two Conways, but other than that, the powerplant installation was representative of the TriStar wing installation. INTERESTING TESTS

Wake Vortex. Evaluation of wake vortex characteristics ofa wide-body jet was an interesting test done with NASA in 1977 and 1980. Lockheed L-1011 msn 1001 had eight Sanders smoke generators installed under the wing for vortex visualization. Flight test engineer Jim Fitzgerald reported that they looked like weapons beneath the wings, prompting a lot of new names for the commercial TriStar. NASA Dryden Research Center conducted measurements of the wakes using a highly instrumented NASA Cessna T-37 as a vortex probe aircraft, and on the ground, using a laser Doppler velocimeter. In-Flight Thrust Reversal. Thrust reversal is only used on the

Glass cockpit for the L-10ll. The Electronic Flight Instrument System was installed and tested on flight test L-lOll msn 1001 in November 1981, but did not go into production L-10lls. (Lockheed, Jim Fitzgerald Collection) ground for reducing landing roll and will not operate in flight. The FAA, however, required a test which was operating the thrust reversal in flight to simulate a failure of the protection system that prevents thrust reversal from operating in flight. Jim Fitzgerald, the flight test engineer who rewired the system to operate in

flight, was on-board for the test and described it as "a whole lot of shaking going on, but aircraft control was maintained with no problem." Ground and flight testing culminated in the FAA certification for the Lockheed L-1011 TriStar on 14 April 1972 and by the CAA in the United Kingdom on 30 June 1972.

Deflated tires at the end of the 100 percent Rejected Takeoff test.. Fuse plugs blow to prevent the tires from exploding. (Lockheed, Jim Fitzgerald Collection)

Fog spray being applied to the brakes at the end of the 100 percent Rejected Takeoff test. Notice the trailing static cone hanging from the tip of the tail. The trailing static cone is used for a clean static pressure source for an accurate flight test airspeed source. (Lockheed, Jim Fitzgerald Collection)

46

----

~_.-- -~-'

---

..

--

AIRLINE

ERATIONS

THE ORIGINAL rom an airline operation standpoint, the wide-body L-1011 with its dual aisles had several unique features including the underfloor galley and options such as below deck lounges and built-in airstairs. Passenger accommodations could range from 256 in a 20/80 mix of first and economy class, up to 400 passengers in a one class, all economy configuration. Trans World Airlines and Eastern Airlines were the first to order the Lockheed L-1011 TriStar. On March 29, 1968 Eastern ordered 50 aircraft, TWA 44, and Air Holdings Ltd. (a British firm, which would in turn market L-1011s worldwide) ordered 50 aircraft, bringing the total initial order to 144 aircraft, worth 2.16 billion dollars! A few days later Delta became the fourth customer ordering 28 aircraft.

F

-~ - ~ ~ - - - ~ - - - - - - - - - - -

18 AIRLINES

The remammg original cus- April 1977 transatlantic service starttomers for the Lockheed L-1011 TriS- ed after modifying its L-1011-1s to tar were Air Canada, AirLanka, Alia, the longer-range L-1011-100s ANA, British Airways, BWIA, AirLanka. The SriLankan Airline Cathay Pacific, Court Line, Gulf Air, ordered two L-1011-500s in March LTV, Pan Am, Pacific Southwest, 1980, which were delivered in Saudia, and TAP. August and September 1982. Several Aero Peru. Although not an orig- used TriStars were later added to its inal customer, Aero Peru obtained fleet and Air Lanka became Sritwo L-1011s, msn 1064 and msn Lankan Airlines and still had 1079, that were former Pacific South- L-1011s operational in early 2000. west Airlines aircraft. Both were conAlia Royal Jordanian Airlines. verted to Dash 100s at Lockheed and Alia ordered a total of nine L-1011leased by Aero Peru on December 14, 500s, including one for the Jordanian 1978 and November 7, 1979, respec- Royal Flight. First delivery was msn tively. They were operated by Aero 1217 in September 1981. Peru until mid-1982. All Nippon Airways. ANA had a Air Canada. This Canadian air- total fleet of 20 TriStars. Its first line took delivery of its first L-1011-1 L-1011-1 (msn 1053) was delivered on January 14, 1973 and began ser- in December 1973. Its lOlls were vice from Toronto to Miami in Febru- used primarily on the high density ary 1973. Routes included the higher domestic routes. Osaka to Tokyo density domestic destinations and in was one of its busiest routes.

Aero Peru, msn 1064, at Lockheed Palmdale in December 1978. One of two L-I011s leased by Aero Peru that were former Pacific Southwest Airlines aircraft. (Jim Fitzgerald)

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Air Canada L-I011, msn 1021, at Lockheed Palmdale in December 1972 with snow in the desert. This was Air Canada's first L-I011, delivered January 4, 1973. (Lockheed, Doug Triplat Collection)

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