Lockheed L.1011 Tristar

This will add the Lockheed L.1011 Tristar airliner to the game.

Available: from 1967 to 1982

Capacity: 100 ingame passengers.

Included versions: Air Canada, British Airways (Landor), Cathay Pacific, Delta, TAAG Angola, Eastern, Aer Lingus, Garuda Indonesia, Gulf Air, LTU, All Nippon Airways, AeroPerú, Royal Jordanian, Saudia and Air Lanka.

A few words on the types history:

After Lockheed got burnt a little by the losses incurred during the L.188 Electra programme, they had abandoned the civilian airliner market. But after they were approached by various airlines about a transcontinental jet airliner to carry 250 passengers, it was decided to build a corresponding new model.

The new airliner was designed to be a little smaller than the upcoming 747, which had been found simply too large for many routes. Four engines would have been too many, and two would not have allowed the aircraft to fly long transoceanic routes due to the then present regulations requiring at least three engines. So three engines it was.

This configuration, however, is not without issues. Two engines can be attached to the wing, but the third one has to go somewhere as well and needs not only its exhaust to be clear, but also to be fed the enormous amounts of air such an engine needs. Finding a proper solution here is not easy. Douglas decided for the structurally simple, but aerodynamically and weight-wise challenging solution of installing the third engine with a straight-through duct on its competing DC-10s tail, forfeiting much rudder surface, requiring the outer engines to be built much closer to the fuselage, and incurring massive weight penalties.

Lockheed, however, went for the finest technical solutions possible in the time. They installed an aerodynamically rather challenging S-duct for the central engine, placing it in the tail cone. This allowed a much larger fin, so the outboard engines could sit much further outside on the wings, which saved massive amounts of structural weight. Also the other structures and systems were first-choice. A sophisticated flight deck, very redundant hydraulic systems, innovative flight controls including a direct lift control system using the spoilers, an all-flying horizontal stabiliser and many other things were included. The aircraft was technologically cutting edge, but also expensive. The bancruptcy of the only engine provider Rolls-Royce did not help a bit, but after some time, the issues were solved and Rolls-Royce was nationalised.

In 1972, the first deliveries were made. The aircraft proved itself very well in service, it was liked by crews and passengers alike. However, sales were not to Lockheeds liking. With ETOPS ruling coming up that allowed twin-engined aircraft to fly across oceans in much larger distance from alternate airports than previously, the type was outsold by designs like the A300 or the B767. Lockheed was able to sell 250 units before closing the assembly line, way short of the about 500 it would have needed to turn a profit. The company lost much money on the Tristar and again, this time finally, left the civilian airliner market.

The Tristar, however, is very fondly remembered by those that came in contact with it.