Country of origin:

United States of America

Description:

Long-range commercial transport

Power Plant:

Three 50,000 lbst Rolls Royce RB.211.524B turbofans

Specifications:

(L1011-500)

History:

The Lockheed L-1011 Tristar (Model 193) was designed as a competitor for the Douglas DC-10, the manufacturer being approached by American Airlines to build an airliner smaller than the Boeing 747 but able to operate from its main bases at Dallas and New York to London and South America. In the event American ordered the DC-10 and the Tristar was ordered by TWA and Eastern Airlines. The entry into production was delayed due to the engine manufacturer, Rolls Royce, filing for bankruptcy. This situation was not overcome until the US Government guaranteed a loan to get the engine into production.

The first L-1011 – there being no prototype as such – (N1011 – c/n 193A-1001) flew on 16 November 1970 powered by three Rolls Royce RB.211-22F turbofans providing 36,500 lbst. The first of the type to enter service was delivered to Eastern Air Lines on 26 April 1972. By June 1968 orders for 176 aircraft had been placed, and total production was 250 aircraft, although the break even point was 500 aircraft. This was Lockheed’s last commercial airliner and eventually the Company merged with McDonnell.

Production took place at the Company’s Palmdale facility in California. Largest operator was Delta Air Lines, Cathay Pacific being the largest non-US operator. The latter two were also the last main operators of the type, most aircraft after retirement being sold for scrap. The type has basically concluded its career in service. Main operator towards the end of its career was with the Royal Air Force, these aircraft being converted for service as tankers and transports after retirement from British Airways and Pan American Airways. Two became K Mk 1 pure tankers; four became KC.1s which could be converted from tanker to freight operations; two became C Mk 2s and the C Mk 2A became a freighter. Obtained by the RAF to extend the transport and tanker roles following the Falklands War, they were based at Brize Norton, UK and operated by No 216 Squadron, examples occasionally visiting this region.

The RAF aircraft saw service during the 1991 Gulf War operating from Saudi Arabia, during the 1999 operations in Kosovo, and joined VC-10s in operations in Afghanistan, including refuelling US Navy operational aircraft. Further deployments took place to Iraq and they remained in service until replaced by the Airbus A330 MRTT. Production of the L-1011 series comprised 161 L-1011-1s, 14 L-1011-100s, 24 L-1011-200s and 50 L-1011-500s.

Variants of the series included the L-1011-1, the first production model designed for short to medium-range operations. This was followed by the L-1011-100, the first of which was flown on 25 April 1975 and had the range extended by 1,500 km (932 miles) by the addition of an extra fuel tank. The L-1011-200 was first flown on 8 October 1976 and differed from the -100 series in having Rolls Royce RB.211.524B engines, these increasing performance in hot and high-altitude conditions. The next model was the L-1011-250 first flown in December 1986, followed by the L-1011-500, first flown on 16 October 1978, which was aimed at the long-range operator, having the fuselage shortened by 4.11 m (13 ft 6 in), having more powerful engines and an increase in fuel capacity. It had a range of 9,905 km (6,154 miles). The galley was re-located to the main deck from the lower deck. It had a flight crew of three and up to 300 passengers could be accommodated in nine abreast seating.

Operators of the Tristar have included TWA, Eastern Airlines, Court Line, Air Canada, LTU, Delta Airlines, All Nippon Airways, Pacific Southwest, British Airways, Saudi Arabian Airlines, Cathay Pacific, Gulf Air, PAA, British West Indian Airways, Royal Jordanian Airlines, Air Lanka, Air Portugal, Iberia, Hawaiian Air, Caledonia Airways, Air Transat, American Trans Air, United Airlines, Air India, Blue Scandinavia, Arrow Air International, Dragon and Peach Air.

Although no Tristars were ever registered in this region, the type does have some connection. It was regularly used by airlines such at Cathay Pacific to and from Australia, nineteen seeing service, this airline finding them reliable and well liked by crews and engineering staff. However, after the introduction of the Airbus A330 it was found the Tristar was significantly more expensive to operate. As they were retired most were sold to French based Airfleet Credit Finance.

As was common at the time, touched-up photographs and models were prepared by the manufacturer showing examples of the series in Qantas, Ansett Airlines and Trans Australia Airlines liveries of the 1970s. The first of the type to visit Australia was an aircraft of All Nippon Airways (JA-8506) on 20 May 1974. At that time it made a demonstration tour of the Australian Airlines. During the infamous pilots’ dispute in Australia in 1989 Ansett Airlines and Australian Airlines combined to charter a Hawaiian Air Tristar (N763BE – Maui – c/n 193A-1082) which was used for one domestic service from Sydney to Perth on 9 September during the aircraft’s normal layover in Sydney.

As with many other airliners, parts for the L-1011 series were produced by Australian companies under offset contracts during the time the type was in production. Some have claimed that Qantas was close to ordering a small fleet of L-1011s but, as production was about to conclude, this did not come to fruition. Air New Zealand considered the L-1011 but in the event purchased the main competitor, the Douglas DC-10.

One Tristar came to Australia and did not leave. This aircraft (VR-HOF – c/n 193A-1027) was first flown on 18 March 1973 and was delivered to Air Canada (C-FTNE). It was sold to Guinness Peat Aviation in December 1986, and on-sold or leased to Air Lanka (4R-ULK). It was obtained by Cathay Pacific Airways in 1988. It was retired from service, the aircraft departing Hong Kong on 8 November 1994 and, in a flight of 8 hrs 19 mins, flying to ASTAAS at Avalon, VIC where the titling was removed. Subsequently it was noted in a hangar having parts removed and by September 1995 it was moved outside where the stripping was completed, the remains being reduced to scrap by mid-October.