In early 1966, Lockheed began a study into the future requirements of the short- to medium haul airliner market. Later that same year American Airlines issued requirements for an aircraft with optimum payload-range performance over the Chicago to Los Angeles route.

During initial studies Lockheed focused on a twin turbofan design, but discussions with U.S. domestic carriers resulted in an aircraft powered by three Rolls Royce RB211-22B engines. This choice of engines later proved to be a mixed blessing.

Construction of the first L-1011-1 started in March 1969. This first aircraft was rolled out in September 1970, with the first flight on 16 November 1970. The Rolls-Royce RB211 engines proved to be very quiet and fuel efficient. Lockheed could boast the TriStar was stage III compliant in 1970! However the RB211 engines also proved to be particularly burdensome on the company producing them: Rolls-Royce. So much so that Rolls-Royce was only saved from bankruptcy by a bail-out from the British government. These engine related problems caused serious delays in the L-1011 program. Delays which some say the TriStar never really recovered from.

By February 1972 five test aircraft had logged well over 1,000 hours in test flights. In April 1972 the FAA certified the TriStar for passenger service, the first of which occured on 26 April 1972 by Eastern Airlines. In spite of the fact that the company that had originally issued the requirements (AA) that lead to the L-1011-1 opted for the rival DC-10-10 by McDonnel Douglas, quite a number of airlines chose the TriStar. Among them Delta, Eastern, Air Canada, PSA and TWA.

The TriStar's design features include a quadruple redundant hydraulic system ensuring that a loss of hydraulic power to all systems at the same time can never occur. These and many other safety features made the L-1011 a more expensive aircraft than it's great rival the DC-10. Considering the excellent safety record of the L-1011, it was money well spent. The L-1011 also features galleys below the floor of the main cabin, and optional built-in airstairs (not chosen by any airline as far as I know) and an optional lounge below the main deck (only 2 built, for PSA).

During the 70's variants of the original L-1011-1 were created, including the -100 ("Extended Range") version which features a higher take-off weight and an additional center fuel tank. Another variant is the -200 ("Hot or High"). Similar to the -100, it replaces the RB211-22B engines for RB211-524's. In November 1979 test flights began of the L-1011-500, a true "Long Range" version. This was the first L-1011 which could surpass the DC-10-30 in range at maximum takeoff weight. The -500 is shorter than the other L-1011 versions and has extended wingtips. The L-1011-500 was delivered to airlines such as Pan Am, British Airways, Delta and TAP. On 17 June 1981 the L-1011-500 became the first aircraft to receive FAA certification for operation in category IIIA conditions using a fully digital autopilot system.

After a production run of 250 aircraft, Lockheed delivered the last L-1011 (a series -500) to the Algerian government in August 1984. Although the TriStar is now being phased out by most airlines, many continue to fly today.

Project Freeware would like to thank Manfred Moldenhauer (SCASM), Trevor de Stigter (M98toBGL), Oscar Everitt and Maneul Medel for their excellent programs and patience in answering our questions concerning SCASM. Without them this aircraft couldn't have been built as it is now.

To install this aircraft into FS98 or FS2000, simply unzip the files into your main FS98 or FS2000 directory.  The files will automatically place themselves in the "Aircraft" folder.  To use this aircraft in FS98, you must have the converter and patches installed that are provided from Microsoft.

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