A trijet is a jet aircraft powered by three jet engines . In general, passenger airline trijets are considered to be second-generation jet airliners , due to their innovative engine locations, in addition to the advancement of turbofan technology. Trijets are more efficient than quadjets , but not as efficient as twinjets , which replaced trijets as larger and more reliable turbofan engines became available.
130-734: The Lockheed L-1011 TriStar (pronounced "El-ten-eleven") is an American medium-to-long-range, wide-body trijet airliner built by the Lockheed Corporation . It was the third wide-body airliner to enter commercial operations, after the Boeing 747 and the McDonnell Douglas DC-10 . The airliner has a seating capacity of up to 400 passengers and a range of over 4,000 nautical miles (7,410 km ; 4,600 mi ). Its trijet configuration has three Rolls-Royce RB211 engines with one engine under each wing, along with
260-572: A Lockheed L-1011 TriStar on the same route, prompting TWA to spend $ 2.6 million on each 767 they owned to retrofit them to ETOPS-120 specs. It was followed by Singapore Airlines in June with an Airbus A310 . In April 1986, Pan Am inaugurated transatlantic revenue service using A310s, and within five years Airbus ETOPS operators numbered more than 20. In 1988, the FAA amended the ETOPS regulation to allow
390-553: A "60-minute rule", restricting twin-engine aircraft to a 60-minute diversion area (at single-engine cruise speed). There was some additional flexibility beyond this limit with special approval. Meanwhile, the International Civil Aviation Organization (ICAO) recommended a 90-minute diversion time for all aircraft, which was adopted by many regulatory authorities and airlines outside the US. During
520-526: A 777-200ER. On May 28, 2014, the Boeing 787 received its ETOPS-330 certificate from the FAA, enabling LAN Airlines (now known as LATAM Airlines) to switch to the 787 from the A340 on their Santiago–Auckland–Sydney service a year later. Until the rule change in North America and Oceania, several commercial airline routes were still economically off-limits to twinjets because of ETOPS regulations, unless
650-462: A Mach/IAS cruise control, an automatic Rough Air Mode that detects turbulence and adjusts the engine power setting accordingly, and a descent mode that figures out the optimum location to start a descent by "back computing" from a preselected point, allowing "on-altitude and on-speed" arrival. The L-1011 also featured a highly advanced autopilot system and was the first widebody to receive FAA certification for Cat-IIIc autolanding , which approved
780-441: A certain amount of single-engine flying time away from the nearest suitable airport. For example, if an aircraft is certified for 180 minutes, it is permitted to fly any route not more than 180 minutes' single-engine flying time to the nearest suitable airport. The following ratings are awarded under current regulations according to the capability of the airliner: However, ratings for ETOPS type approval are fewer. They are: Until
910-616: A fourth US airline, Pacific Southwest Airlines. The L-1011-100 (FAA certification L-1011-385-1-14) was the second production model of the L-1011 and first flew in 1975 and featured a new center fuel tank and higher gross weights that increased the aircraft's range by nearly 930 miles (1,500 km). Launch orders for the L-1011-100 were placed by Saudia and Cathay Pacific , for two each, in May 1974. Deliveries began in June 1975. The variant
1040-401: A low-bypass turbofan and not the newer high-bypass turbofans which were quieter and more powerful. Boeing decided that a redesign was too expensive and ended its production instead of pursuing further development. The Lockheed Tristar's tail section was too short to fit an existing two-spool engine as it was designed only to accommodate the new three-spool Rolls-Royce RB211 engine, and delays in
1170-577: A new trijet called the MD-XX, which were lengthened versions of the MD-11 . The MD-XX Long Range aircraft would have been capable of traveling distances up to 8,320 nautical miles (15,410 km) and had a wingspan of 65 metres (213 ft). The project was canceled in 1996, one year before McDonnell Douglas was acquired by Boeing. Boeing ended production of the MD-11 after filling remaining customer orders since
1300-672: A new wing design and entered serial production from 1984 as the Tu-154M . With the exceptions of the Dassault Falcon 7X , Falcon 8x , and Falcon 900 business jets, no manufacturer currently produces three-engine airliners. Modern engines have extremely low failure rates and can generate much higher shaft power and thrust than early types. This makes twinjets more suitable than they were before for long-haul trans-oceanic operations, resulting in eased ETOPS restrictions; modern wide-body twin-engine jets usually have an ETOPS 180 or (in
1430-515: A new, twin-tail trijet design, whose tail engine appears to use a "straight" layout similar to the MD-11, but it is unknown if and when this will be developed or produced. However, the proposed Boeing X-48 blended wing body design, Lockheed's N+2 design study, and Aerion AS2 supersonic business jet were also supposed to have three engines. The AS2 programme was cancelled in May 2021 when Aerion Corporation shut down. Boom Technology 's planned Overture supersonic transport (SST) airliner
SECTION 10
#17327808163451560-472: A re-engining on the L-1011-1 and L-1011-100, which used the original RB211-22B. The conversion allowed the L-1011 to match the performance of the long-range McDonnell Douglas DC-10-30. Although it could be applied to all L-1011 models, the upgrade was only undertaken by Delta on six late-model L-1011-1 aircraft. The L-1011-500 (FAA certification L-1011-385-3) was the last L-1011 variant to enter production. It
1690-563: A refuelling stop at Gander, Newfoundland , in order to safely complete their journey. Aloha Airlines operated 180-minute ETOPS–approved Boeing 737-700 aircraft on nonstop routes between the Hawaiian Islands and the western U.S. and also Vancouver, Canada. The use of the smaller 737-700 enabled Aloha to serve routes that could not support larger jet aircraft with an example being the Honolulu – Burbank nonstop route. Prior to
1820-568: A round intake, whereas the later models have a small vertical fin between the bottom of the middle engine intake and the top of the fuselage. The two L-1011 aircraft delivered to Pacific Southwest Airlines were configured with internal airstair doors that led into an entry hall in what was normally the forward lower baggage hold. This was to allow operations from airfields that did not have terminal buildings with jet bridges . These two aircraft were later in service with Aeroperú and Worldways Canada . The L-1011-1 (FAA certification L-1011-385-1)
1950-409: A routing of Havana – Port au Prince – Ciudad Trujillo – San Juan, Puerto Rico . In 1948–52 New Zealand National Airways Corporation scheduled a DC-3 to fly from Apia (Western Samoa) to Aitutaki, a 5 + 1 ⁄ 2 -hour flight covering 685 airportless nautical miles between Tafuna (Pago Pago) and Aitutaki. In 1963 Polynesian Airlines started flying a Percival Prince Apia to Aitutaki; in 1964
2080-591: A serious disadvantage. Rolls-Royce went on to develop the high-thrust RB211-524 for the L-1011-200 and -500, but this took many years. The resultant delay in Lockheed and Rolls-Royce offering a high gross variant with a longer range, coupled with the TriStar's delayed introduction, meant that only 250 TriStars were sold compared to some 400 DC-10s. Lockheed needed to sell 500 airliners to break even, but in 1981,
2210-557: A short-enough tug to push or pull the plane from directly underneath, a feature to allow operations where there wasn't enough forward space at some airports, which was more common at the time. The L-1011 was the first jetliner to have an integrated drive generator (IDG). The FMS on the L-1011, certified by the FAA in September 1977, offered many features that have since become common. The features were aimed at greatly reducing crew workload and improving fuel efficiency . Of those are
2340-418: A significant portion of the L-1011 fleet of Delta and British Airways. However, it entered service seven years after the similar DC-10-30 entered service. The TriStar 500 first flew on October 16, 1978, with the first delivery to British Airways on April 27, 1979. It entered service with British Airways on May 7, 1979, flying between London and Abu Dhabi. The last L-1011 produced was a TriStar 500, operated by
2470-441: A similar three-engine configuration and dimensions. Despite their similarities, the L-1011 and DC-10's engineering approach differed greatly. McDonnell, who had recently taken over Douglas Aircraft, directed DC-10 development on a "very firm budget, and cost overruns were unacceptable – even at the expense of safety", and the conservative approach meant reusing Douglas DC-8 technology. By contrast, Lockheed would "take
2600-559: A third engine center-mounted with an S-duct air inlet embedded in the tail and the upper fuselage . The aircraft has an autoland capability, an automated descent control system, and available lower deck galley and lounge facilities. The L-1011 TriStar was produced in two fuselage lengths. The original L-1011-1 first flew in November 1970 and entered service with Eastern Air Lines in 1972. The shortened, longer range L-1011-500 first flew in 1978 and entered service with British Airways
2730-707: A trijet aircraft) and Boeing worked on new widebody twinjet designs that would become the A330 and 777, respectively. The MD-11's long-range advantage was brief as it soon was threatened by the A330's four-engine derivative, the A340 , and the 777. The only other notable trijet development during the 1980s was in the Soviet Union , where the Tupolev Tu-154 was re-engined with the Soloviev D-30 engine as well as
SECTION 20
#17327808163452860-578: A twin-aisle interior with a maximum of 400 passengers and a three-engine layout. The TriStar was originally conceived as a "jumbo twin", but a three-engine design was ultimately chosen to give the aircraft enough thrust to take off from existing runways. Also, before the establishment of Extended Operations standards by the FAA in the 1980s, commercial jets with only two engines were not allowed to fly more than 30 minutes away from an airport, making trans-oceanic flights impossible. The main visible difference between
2990-468: A year later. The original-length TriStar was also produced as the high gross weight L-1011-100, the up-rated engine L-1011-200, and the further upgraded L-1011-250. Post-production conversions for the L-1011-1 with increased takeoff weights included the L-1011-50 and L-1011-150. The L-1011 TriStar's sales were hampered by two years of delays due to developmental and financial problems at Rolls-Royce ,
3120-441: Is located between the wing halves. Each center tank half acts as additional capacity to its adjacent inboard wing tank; filling it by way of ejector pumps . When the center tank is filled, it is used to crossfeed all three engines in flight (by way of the ejector pumps and crossfeed valves) until the center tank is empty and the remaining tanks are equalized. The nose landing gear had two attachment points forward and aft, allowing
3250-416: Is often less important than for scheduled-route operating airlines, trijets may still be of interest due to their immunity from ETOPS and the ability to take off from shorter runways and therefore have access to more airports. As a result, a sizeable number of trijets, such as the newly built Dassault Falcons , are in use by private operators and corporate flight departments. Airbus filed a patent in 2008 for
3380-532: Is positioning the central engine. This is usually accomplished by placing the engine along the centerline, but still poses difficulties. The most common configuration is having the central engine located in the rear fuselage and supplied with air by an S-shaped duct ; this is used on the Hawker Siddeley Trident , Boeing 727 , Tupolev Tu-154 , Lockheed L-1011 TriStar , and, more recently, the Dassault Falcon 7X . The S-duct has low drag, and since
3510-406: Is usually calculated to include an extra margin to account for a possible engine failure, trijets are better able to take off from hot and high airports or those where terrain clearance near the runway is an issue. Unlike twinjets, trijets are not required to land immediately at the nearest suitable airport if one engine fails. (This advantage is also shared with quadjets.) This is advantageous if
3640-612: The 727 , Tu-154 , DC-10, and MD-11, have found second careers as cargo aircraft, as well as in limited charter, governmental, and military service. However, because of the average age of trijets and the COVID-19 pandemic , most non-private operators have chosen to retire quadjets and trijets and replace them with more efficient and cost-saving twinjets. Today, the only widely used trijet is the MD-11, mostly operated by UPS Airlines and FedEx Express in cargo service. For smaller private and corporate operators, where maximum fuel efficiency
3770-459: The 777 's General Electric GE90 . During the 1980s, McDonnell Douglas was the only Western manufacturer to continue development of the trijet design with an update to the DC-10 , the MD-11 , which initially held a range and payload advantage over its closest medium wide-body competitors which were twinjets, the in-production Boeing 767 and upcoming Airbus A330 . McDonnell Douglas had planned
3900-512: The Airbus A340 and A380. The North Atlantic Tracks are the most heavily used oceanic routes in the world, and are largely covered by ETOPS 120-minute rules, thereby removing the necessity of using 180-minute rules. However, North Atlantic diversion airports are subject to adverse weather conditions that affect their availability for use. As a result, the JAA and FAA have given 15% extension to
4030-582: The Boeing 747-8 and the terminology updated to EDTO (Extended Diversion Time Operations). While the earliest jet engines were sometimes unreliable, widespread use of later engines such as the Pratt & Whitney JT8D (e.g. McDonnell Douglas DC-9 and Boeing 737 ) led to major advances in reliability and safety. As jet engines started to deliver more power than piston engines while increasing reliability, aircraft whose size previously required four piston engines could now be built using only two jet engines. By
Lockheed L-1011 TriStar - Misplaced Pages Continue
4160-689: The Boeing 767-400ER . Cathay Pacific eventually became the largest non-U.S. operator of the type by acquiring many of the Eastern Air Lines examples when Eastern went bankrupt, operating as many as 21 aircraft. Cathay Pacific retired its L-1011s in October 1996 and replaced the type with the Airbus A330-300 . TWA withdrew its last TriStar from service in 1997. To secure the Japanese market, Lockheed secretly bribed several members of
4290-461: The Boeing 777 was rated ETOPS-120. European airlines operating the 777 had to demonstrate one year of trouble-free 120-minute ETOPS experience before obtaining 180-minute ETOPS for the 777. Effective February 15, 2007, the FAA ruled that US-registered twin-engine airplane operators can fly more than 180-minute ETOPS to the design limit of the aircraft. In November 2009, the Airbus A330 became
4420-488: The COVID-19 pandemic in the early 2020s, Boeing and Airbus have since ended all production of the 747 and A380 , respectively (and both being the two largest commercial aircraft in the world). At the same time, the increasing prominence of new-generation ultra-long-range wide-body twinjets like the Boeing 777 and 787 , and Airbus A330 and A350 over the last decade has shifted the favor from quadjets to twinjets for international long-haul travel. The cornerstone of
4550-470: The Federal Register in 2007: This final rule applies to air carrier (part 121), commuter, and on-demand (part 135) turbine powered multi-engine airplanes used in extended-range operations. However, all-cargo operations in airplanes with more than two engines of both part 121 and part 135 are exempted from the majority of this rule. Today's rule [January 16, 2007] establishes regulations governing
4680-487: The Future Strategic Tanker Aircraft program. 216 Squadron was officially disbanded on March 20, 2014, and flew its last sorties with the TriStar on March 24, 2014. In the early 1990s, Orbital Sciences began to use a converted L-1011-100 named Stargazer to launch Pegasus rockets into orbit around Earth. This venture effectively rendered the small Scout rocket obsolete. This aircraft
4810-480: The Hawker Siddeley Trident (1962) and the Boeing 727 (1963). Both were compromises to meet airline requirements; in the case of the Trident, it was to meet BEA's changing needs, while the 727 had to be acceptable for three different airlines. Although collaboration between the manufacturers was considered, it did not come about. Early American twinjet designs were limited by the FAA 's 60-minute rule , whereby
4940-500: The International Civil Aviation Organization (ICAO) for twin-engine commercial passenger aircraft operations. They are a safety measure intended to ensure that in the event of a single engine failure, an aircraft will still be able to reach a diversion airport using the remaining operational engine. This may be at a reduced speed and/or height, and usually applies to flights over water or remote lands, typically routes previously restricted to three- and four-engine aircraft. In 1936,
5070-473: The -200 series and operated a sizable fleet until 1998. A total of 24 L-1011-200 aircraft were built new, with the first delivered to Saudia on May 28, 1977. Like other TriStar improvements, a conversion program has also been offered. The L-1011-250 was an upgrade developed for late-model L-1011-1 aircraft and all L-1011-100 and L-1011-200 aircraft. The more powerful engines, lengthened wing, active-load-control ailerons and other systems that had been developed for
5200-547: The 120-minute rules to deal with such contingencies, resulting to ETOPS-138 (i.e. 138 minutes) to allow ETOPS flights with such airports closed. By the mid-2010s, virtually all North Atlantic plane routes were dominated by twin-engine aircraft. During the Cold War , routes between Europe and East Asia were prohibited from flying over Soviet Union or China since both airspaces were previously heavily military-controlled. Virtually all flights between Europe and East Asia flew over
5330-529: The 1950s, Pan Am twin-engine Convair 240s flew across the Caribbean from Barranquilla, Colombia to Kingston, Jamaica , Avensa Convair 340s flew from Maracaibo, Venezuela to Montego Bay, Jamaica , KLM Douglas DC-3s flew Curacao to Ciudad Trujillo while KLM Convairs flew Aruba to Kingston with Delta Air Lines operating Convair 340 flights nonstop between New Orleans and Havana as well as nonstop between Havana and Montego Bay and also on
Lockheed L-1011 TriStar - Misplaced Pages Continue
5460-607: The 1960s, American Airlines approached Lockheed and competitor Douglas (later McDonnell Douglas) with the need for an airliner that could carry 250 passengers on transcontinental routes. Lockheed had not produced civilian airliners since 1961 with the L-188 Electra . In the 1950s the Electra was designed for turboprop propulsion, which Lockheed had successfully used on the C-130 Hercules military transport. Even after
5590-588: The 60-minute rule. Trijets and quadjets dominated international long-haul flights until the late 1980s. Airbus A300 twinjets, the first twin-engine wide-body aircraft, had been flying across the North Atlantic, the Bay of Bengal, and the Indian Ocean under a 90-minute ICAO rule since 1976. When the FAA director J. Lynn Helms in 1980 was approached about the possibility of an exemption, his response
5720-530: The 727, as its central engine bay would require an extremely expensive redesign to accommodate quieter high-bypass turbofans, and it was soon supplanted by Airbus with their A320 and Boeing with their 737 and 757 . Further advancements in high-bypass turbofan technology and subsequent relaxation in airline safety rules made the trijet and even the quadjet nearly obsolete for passenger services, as their range and payload could be covered more efficiently with large twinjets powered with purpose-designed engines such as
5850-578: The 737-700 operation, Aloha Airlines had operated 737-200 aircraft to various Pacific islands utilizing 120 minute ETOPS. Other new-generation ETOPS aircraft include the Airbus A220 series, the Embraer E-Jets series and the ATR 72 . By the mid-2010s, the widespread successes of ETOPS-reliant narrow-body aircraft have diminished the global market share of double-deck wide-body jets. At the onset of
5980-540: The A300 and A310 , and Boeing 767 . The success of ETOPS aircraft like A300 and Boeing 767 made the intercontinental trijets obsolete for passenger use, production of which was largely ended by the late 2000s with Boeing cancelling the McDonnell Douglas MD-11 program in the same period. The rules have also allowed American legacy carriers ( United Airlines and Delta Air Lines in particular) to use
6110-526: The A300 and 767 twinjets. Thus trijet designs such as the DC-10 and L-1011 TriStar represented the best compromise with medium- to long-range and medium size that US airlines sought for their domestic and transatlantic routes. As a result of these trijet wide-bodies, as well as the popularity of the Boeing 727, in their heyday of the 1980s trijets made up a majority of all such US jet airliners. From 1985 to 2003
6240-518: The Boeing 757 on "long and thin" transatlantic routes between their major hubs and secondary European cities that cannot generate the passenger demand to justify the use of a widebody airliner. The practice has been controversial, because although the 757 has adequate range to cross the Atlantic Ocean comfortably, strong headwinds caused by the jetstream over the winter months can result in westbound flights being declared "minimum fuel", forcing
6370-689: The DC-10/MD-11 advantages in longer range and/or heavier payload over the A300/A310/A330 twinjet. Since the 1990s, with further advancements in high-bypass turbofan technology, large twinjets have been equipped with purpose-designed engines such as the Boeing 777 's General Electric GE90 , allowing twinjets to perform the same tasks as most trijets and even many quadjets but more efficiently. Due to their added thrust, trijets will have slightly improved takeoff performance compared to twinjets if an engine fails. Because takeoff performance for aircraft
6500-566: The Douglas DC-10, although it showed considerable interest in the L-1011. American intended to convince Douglas to lower its price for the DC-10, which it did. Without the support of American, the TriStar was launched on orders from TWA and Eastern Air Lines. Although the TriStar's design schedule closely followed that of its competitor, McDonnell Douglas beat Lockheed to market by a year due to delays in powerplant development. In February 1971, after massive development costs associated with
6630-457: The ETOPS 330 standard), where the most direct route for some flights is over Antarctica . Since 2000, both narrow-body and wide-body trijet production has ceased for almost all commercial aircraft, being replaced by twinjets . As of 2016, the Falcon 7X, 8X, and 900 business jets, all of which use S-ducts , are the only trijets in production. Trijets that are no longer in production, such as
SECTION 50
#17327808163456760-438: The ETOPS approach is the statistics showing that the turbine assembly of a modern jet engine is an inherently reliable component. Engine ancillaries, by contrast, have a lower reliability rating. Therefore, an ETOPS-certified engine may be built with duplicate sets of certain ancillaries in order to receive the required reliability rating. ETOPS approval is a two-step process. First, the airframe and engine combination must satisfy
6890-567: The Earth's entire surface, allowing point-to-point travel anywhere in the world except directly over the South Pole . Meanwhile, the first time that ETOPS-330 approval was given to a four-engine aircraft was in February 2015, to the Boeing 747-8 Intercontinental . It is the only ETOPS-compliant aircraft allowed to run non-stop overflights over Antarctica with proper alternates , alongside
7020-468: The Electra overcame vibration problems that caused several crashes early in its career, the market for large airliners would soon shift over to jet airliners such as the Boeing 707 and Douglas DC-8 . Lockheed won contracts for jet military transports with the C-141 StarLifter , and pioneered very large jet transports with the large C-5 Galaxy with its high-bypass turbofan engines. Boeing lost
7150-524: The Japanese government to subsidize All Nippon Airways ' purchase of L-1011s; this caused a significant scandal when the bribes were uncovered. The discovered scale to what has become known as the Lockheed bribery scandal led to the arrest of Japanese Prime Minister Kakuei Tanaka , as well as several other officials. Within Lockheed, board chairman Daniel Haughton and vice chairman and president Carl Kotchian resigned their posts on February 13, 1976. Tanaka
7280-674: The L-1011 in scheduled service were Brussels Airlines (codeshare with Hewa Bora Airways ), Thai Sky Airlines , and Lloyd Aereo Boliviano , with final flights in August 2007, February 2008, and May 2008, respectively. In later years the L-1011 has been used by smaller start-up carriers, particularly in Africa and Asia. These operators mainly do their business in the ad hoc charter and wet leasing businesses. ATA Airlines (formerly known as American Trans Air) fleet included over 19 TriStars, but operations dwindled to only three L-1011-500s before
7410-422: The L-1011 incorporated an all-flying tail – a stabilator . The aft portion had a geared (anti- servo ) elevator that was linked to and moved with the stabilator, changing the stabilator's camber and improving the overall control surface effectiveness. Lockheed's main drive away from a THS was "[eliminating] mis-trim and runaway trim problems that have contributed to a number of accidents in the past." The fact that
7540-432: The L-1011-1 with an increase in maximum takeoff weight from 430,000 pounds (195,000 kg) to either 440,000 pounds (200,000 kg) or 450,000 pounds (204,000 kg). Fuel capacity was not increased. The -50 was available only as a conversion package for the L-1011-1 and was never built new. The L-1011-150 was a development of the L-1011-1 with its maximum takeoff weight increased to 470,000 pounds (210,000 kg). It
7670-475: The L-1011-500 were adapted into the baseline model. The changes resulted in increases in maximum takeoff weight to 510,000 pounds (230,000 kg) and fuel capacity from 23,600 US gal (89,335 L) to 31,632 US gal (119,735 L). This variant also used the upgraded RB211-524B4I engine, which could be easily retrofitted to the existing RB211-524B powerplants of the L-1011-200, but it required
7800-511: The Las Vegas Sands. The TriStar 500 has an overall length of 164 feet 2 inches (50.04 m) and wingspan increased to 164 feet 4 inches (50.09 m) (early TriStar versions originally had the TriStar 1 wing with a span of 155 feet 4 inches (47.35 m)). Trijet The Dassault Falcon 7X /8X and the Dassault Falcon 900 are the only trijets still in production. One consideration with trijets
7930-418: The MD-11 would have competed with the 767 and 777. A study to remove the MD-11's tail-mounted engine (which would have made it a twinjet) never came to fruition as it would have been very expensive, and the MD-11 had very little in common in terms of design or type rating with other Boeing airliners. In contrast to McDonnell Douglas sticking with their existing trijet configuration, Airbus (which never produced
SECTION 60
#17327808163458060-524: The RB211's development, in turn, pushed back the TriStar's entry into service which affected sales. The McDonnell Douglas DC-10 and related MD-11 use an alternative "straight-through" central engine layout, which allows for easier installation, modification, and access. It also has the additional benefit of being much easier to re-engine. However, this sacrifices aerodynamics compared to the S-duct. Also, as
8190-457: The RB211, Rolls-Royce went into receivership . This halted L-1011 final assembly and Lockheed investigated the possibility of a US engine supplier. However the engineering was finalized at that stage in the TriStar's development and its S-duct, which was designed to fit the smaller cross-section of the triple spool RB-211 engine that would have reduced drag, was too small in diameter to accommodate an existing double spool engine. One option presented
8320-562: The Soviets started negotiations to buy 30 TriStars and license-produce up to 100 a year. The talks collapsed as US President Jimmy Carter made human rights an important consideration in US foreign policy. The TriStar was also listed by the Coordinating Committee as embodying advanced technology forbidden for sale to potential enemies, which presented a serious obstacle to the export deal. The last three airlines to operate
8450-548: The TriStar and its similar trijet competitor, the McDonnell Douglas DC-10, is the central tail engine configuration: the DC-10's engine is mounted above the fuselage for simplicity of design and more economical construction, while the TriStar's engine is mounted to the rear fuselage and fed through an S-duct (similar to the Boeing 727 ) for reduced drag and improved stability. Lockheed engineers were able to maintain straight-through engine performance by limiting
8580-438: The TriStar for completely blind landings performed by the aircraft's autopilot in zero- visibility weather. The L-1011 used an inertial navigation system to navigate; this included aligning the navigation system by entering current coordinates of longitude and latitude. It also had a unique direct lift control (DLC) system, which allowed for smooth approaches when landing, without having to use significant pitch changes while on
8710-402: The TriStar to reuse the fuselage and wing for a twinjet design though these never materialized due to Lockheed's lack of funds. Additionally in the late-1990s Boeing, which had taken over McDonnell Douglas, considered removing the tail engine from the MD-11 to make it a twinjet but instead cancelled MD-11 production altogether. Trijets are more efficient and cheaper than four-engine aircraft, as
8840-612: The U.S.) given the current aircraft range restrictions and, in the case of the early and mid-2020s, the reinstatement of selected routes by airlines between the Western Hemisphere and Eastern Hemisphere bypassing Russia due to its ongoing war with Ukraine . For decades, narrow-body aircraft like the Airbus A320 series, and the Boeing 737 series and 757 have continuously operated flights as approved for ETOPS operation, alongside earlier wide-body aircraft such as
8970-790: The United States, often with a tank stop in Anchorage , Alaska . They flew near the North Pole with a very large distance to usable airports, for which only three- and four-engine wide-body aircraft were permitted for safety reasons by international aviation authorities. Some flights between Europe and Oceania still largely pass through stopovers in Asia (either in the Middle East or Southeast Asia ) or North America (either in Canada or
9100-623: The aircraft is not near one of the operator's maintenance bases, as the pilots may then continue the flight and land at an airport where it is more suitable to perform repairs. Additionally, for trijets on the ground with one engine inoperative, approval can be granted to perform two-engine ferry flights. Prior to the introduction of ETOPS , only trijets and quadjets were able to perform long international flights over areas without any diversion airports. However, this advantage has largely disappeared in recent years as ETOPS-certified twin-engined aircraft are able to do so as well. Another major advantage of
9230-563: The airline. Engines must have an in-flight shutdown (IFSD) rate better than 1 per 20,000 hours for ETOPS-120, 1 per 50,000 hours for ETOPS-180, and 1 per 100,000 hours for beyond ETOPS-180. Private jets are exempted from ETOPS by the FAA, but are subject to the ETOPS 120-minute rule in EASA's jurisdiction. Government-owned aircraft (including military) do not have to adhere to ETOPS regulations. There are different levels of ETOPS certification, each allowing aircraft to fly on routes that are
9360-430: The airplane-engine combination in the application. On December 12, 2011, Boeing received type-design approval from the FAA for up to 330-minute extended operations for its Boeing 777 series, all equipped with GE engines, and with Rolls-Royce and Pratt & Whitney engines expected to follow. The first ETOPS-330 flight took place on December 1, 2015, with Air New Zealand connecting Auckland to Buenos Aires on
9490-431: The approach path. DLC helps maintain the aircraft on the glideslope during final approach by automatically deploying spoiler panels on the wings. Thus, rather than maintaining the descent by adjusting pitch, DLC helps control the descent while maintaining a more consistent pitch angle, using four redundant hydraulic systems. The APU was capable of operating up to 30,000 feet; its two square-shaped inlet doors are situated on
9620-421: The basic ETOPS requirements during its type certification . This is called "ETOPS type approval". Such tests may include shutting down an engine and flying the remaining engine during the complete diversion time. Often such tests are performed in the middle of the ocean. It must be demonstrated that, during the diversion flight, the flight crew is not unduly burdened by extra workload due to the lost engine and that
9750-405: The bottom fuselage on the aircraft's centerline towards the rear of the plane. Compared to the typical three-system of its era, the L-1011 had four independent 3,000-psi hydraulic systems, A through D. Part of the production process also used a unique autoclave system for bonding fuselage panels together; this made the L-1011 extremely resistant to corrosion. TWA heralded the TriStar as one of
9880-571: The case of the Boeing 777 and 787 ) ETOPS 330 rating, and even ETOPS 370 for the Airbus A350 . As such, having more than two engines is no longer considered necessary, except for very large or heavy aircraft such as the Boeing 747 , Airbus A380 (over 400 seats in a mixed-class configuration), Antonov An-124 , and An-225 , or for flights through the Southern Hemisphere, primarily to and from Australia (which has not yet adopted
10010-419: The company announced production would end with the delivery of the 250th and last L-1011 on order in 1984. The TriStar's failure to achieve profitability caused Lockheed to withdraw from the civilian aircraft business. The TriStar's rivalry with the DC-10 has been seen as a "case study in what can happen when two manufacturers attempt to split a market that simply could not support both aircraft". Lockheed lacked
10140-589: The company's shutdown in April 2008. The TriStar has also been used as a military tanker and passenger/cargo aircraft. The British Royal Air Force had nine aircraft of four variants. The aircraft were six ex- British Airways and three Pan Am L-1011-500s. All of the aircraft served with No. 216 Squadron , and were based at RAF Brize Norton . The TriStar was replaced in RAF service by the Airbus A330 MRTT under
10270-487: The curve of the S-duct to less than a quarter of the radius of the engine intake diameter. The S-duct design also reduced the total empty aircraft weight. The research undertaken during the design of the L-1011 indicated that losses of using an S-duct were more than compensated for by the above savings. A further major difference between the L-1011 and the DC-10 was Lockheed's selection of the Rolls-Royce RB211 as
10400-404: The data collected, the reliability of the particular airframe-engine combination is measured and statistics published. The figures must be within limits of type certifications. Of course, the figures required for ETOPS-180 will always be more stringent than ETOPS-120. Unsatisfactory figures would lead to a downgrade or, worse, suspension of ETOPS capabilities either for the type certificate holder or
10530-577: The design, operation and maintenance of certain airplanes operated on flights that fly long distances from an adequate airport. This final rule codifies current FAA policy, industry best practices and recommendations, as well as international standards designed to ensure long-range flights will continue to operate safely." and Several commenters … recommended use of the acronym "LROPS"—meaning 'Long Range Operations'—for three- and four-engine ETOPS, to avoid confusion, particularly for those operations beyond 180 minutes' diversion time. The FAA has decided to use
10660-402: The elevators are not moved directly led to the failure in recognizing the jamming (trailing edge up) of the left elevator aboard Delta Air Lines Flight 1080 in 1977. The L-1011-1 has four wing tanks; each inboard tank feeds the respective wing engine, and the two outboard tanks feed the tail engine via a flow equalizer. The additional center tank of the long-range variants, which is two halves,
10790-535: The engine is located much higher up than the wing-mounted engines, engine failure will produce a greater pitching moment, making it more difficult to control. The placement of the remaining two engines varies. Most smaller aircraft, such as the Hawker Siddeley Trident and the Boeing 727 , as well as the intermediate-sized Tupolev Tu-154 , have two side-mount engine pylons in a T-tail configuration. The larger widebody Lockheed TriStar and DC-10/MD-11 mount an engine underneath each wing. Preliminary studies were done on
10920-404: The engines are the most expensive part of the plane and having more engines consumes more fuel, particularly if quadjets and trijets share engines of similar power. For widebody aircraft this makes the trijet configuration more suited to a mid-size airliner compared to the quadjet layout for jumbo jets (i.e. the DC-10 versus the quadjet Boeing 747 ). However the difficulty and complexity of mounting
11050-419: The engines, the basic TriStar -200 is identical to the -100, with center-section fuel, having a MTOW of 466,000 pounds (211,000 kg), and fuel capacity of 26,400 US gallons (100,000 L) as the -100. An increase of gross weight to 474,000 pounds (215,000 kg) is possible, with the heavier aircraft offered by Lockheed as -200I or -200(Improved). Saudi Arabian Airlines (Saudia) was a launch customer for
11180-416: The extension to a 180-minute diversion period, subject to stringent technical and operational qualifications. ETOPS-180 and ETOPS-207 cover about 95% of the Earth. The first such flight was conducted in 1989. This set of regulations was subsequently adopted by the JAA, ICAO, and other regulatory bodies. The original 1985 regulations allowed an airliner to have ETOPS-120 rating on entry into service. ETOPS-180
11310-517: The few widebodies to have the option for a full-height built-in airstair . The L-1011-1 was first delivered to Eastern Air Lines on April 5, 1972. A total of 160 L-1011-1 TriStars were built before production ended in 1983, although the majority of these, 119 or 75% of the total, were completed during a four-year period from 1972 to 1975. Most sales of the L-1011-1 were to US operators, with just three airlines, Delta, Eastern, and TWA, taking delivery of 110 combined. A further two aircraft were placed with
11440-578: The first aircraft to receive ETOPS-240 approval, which has since been offered by Airbus as an option. ETOPS-240 and beyond are now permitted on a case-by-case basis, with regulatory bodies in the United States, Australia, and New Zealand adopting said regulatory extension. Authority is only granted to operators of two-engine airplanes between specific city pairs. The certificate holder must have been operating at 180-minute or greater ETOPS authority for at least 24 consecutive months, of which at least 12 consecutive months must be at 240-minute ETOPS authority with
11570-487: The first cross-country flight without the need for human hands on the controls". Lockheed discovered fairly early on that the TriStar suffered from higher than estimated structural weight, engine weight, and specific fuel consumption. To rectify this problem and to meet performance guarantees, Lockheed developed a structural kit that allowed maximum takeoff weight (MTOW) to be increased on production aircraft from 409,000 to 430,000 pounds (186,000 to 195,000 kg). However,
11700-477: The flaps diminished the braking effect of the flaps, so the thrust-spoilers were removed; instead an 11-degree afterbody was installed, which improved the specific range by 1.5%. Further improvements led to a 15-degree afterbody, enabling 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." Instead of the trimmable horizontal stabilizer (THS) found on most jetliners of its time,
11830-429: The flight path of twin-engine jetliners was restricted to within 60 minutes' flying time from a suitable airport, in case of engine failure. In 1964, this rule was lifted for trijet designs, as they had a greater safety margin. For second-generation jet airliners, with the innovations of the high-bypass turbofan for greater efficiency and reduced noise, and the wide-body (twin-aisle) for greater passenger/cargo capacity,
11960-468: The flight was a DC-3 from Faleolo (Upolu) to Aitutaki, a distance of 768 nautical miles (1,422 km; 884 mi). More recently, the January 1979 OAG showed a weekly Polynesian Airlines HS748 from Niue to Rarotonga, 585 nmi (1,083 km; 673 mi) with no airport. In 2017 ICAO issued Standards and Recommended Practices (SARPS) for ETOPS, and ETOPS were extended to four-engine aircraft like
12090-582: The forward center of gravity limit on the early aircraft being more restrictive at higher gross weights. Groups 1 and 2 aircraft (serial numbers 1002 to 1051) are upgradeable only to -50 or -150 specifications, although the Group 1 aircraft (up to serial number 1012) still maintain their operating disadvantages. All L-1011-1 aircraft from serial number 1052 onwards are Group 3 aircraft and are fully upgradeable to all variants up to -250 specification. Costs at Rolls-Royce were controlled and its efforts largely went into
12220-586: The late 1960s, most large civil airliners were jet-powered, relegating the piston engine to roles such as cargo flights. With the JT8D reliably powering the three-engine Boeing 727 , the 60-minute rule was waived in 1964 for three-engine aircraft, which in turn opened the way for the development of wide-body , intercontinental trijets such as the Lockheed L-1011 TriStar and McDonnell Douglas DC-10 . By then, only twin-engine jets were restricted by
12350-460: The mid-1980s, the term EROPS (extended range operations) was used before being superseded by ETOPS usage. In 1997, when Boeing proposed to extend ETOPS authority for twins to beyond 180 minutes, Airbus proposed to replace ETOPS by a newer system, referred to as Long Range Operational Performance Standards (LROPS), which would affect all civil airliners, not just those with a twin-engine configuration with more than 180 minutes ETOPS. The FAA stated in
12480-471: The military contract, but its private-venture 747 captured what would become a much larger civilian airliner market for wide-body airliners. Having experienced difficulties with some of its military programs, Lockheed was eager to re-enter the civilian market with a smaller wide-body jet, and its response was the L-1011 TriStar. Douglas Aircraft answered American Airlines with the DC-10 , which had
12610-441: The most advanced technology of the day and when that technology was lacking, Lockheed created it" for the L-1011 in order to give it lower noise emissions, improved reliability, and higher efficiency over first-generation jet airliners. The TriStar name was selected in a Lockheed employee naming contest for the airliner. The advanced technology that went into the TriStar resulted in a high purchase price. The TriStar's design featured
12740-433: The next generation of twinjets like the Boeing 777 . The RB211 and its features, despite the delays in its development, provided the L-1011 with then-unmatched fuel economy and noise levels. During development the RB211 engines on the L-1011 had thrust-spoilers – target-type hot-stream reverse buckets – alongside the cold-bypass reversers. Despite capturing 25% of the total engine thrust, aerodynamic interference with
12870-510: The normal engineering and flight procedures. Pilots and engineering staff must be qualified and trained for ETOPS. An airline with extensive experience operating long-distance flights may be awarded ETOPS operational approval immediately, while others may need to demonstrate ability through a series of ETOPS proving flights. Regulators closely watch the ETOPS performance of both type certificate holders and their affiliated airlines. Any technical incidents during an ETOPS flight must be recorded. From
13000-465: The number of such planes in service had sunk from 1488 to 602. The number of twinjets, on the other hand, had more than quadrupled in the same period. Both Lockheed and McDonnell Douglas were financially weakened competing in the widebody market, which led to Lockheed ending production of the L-1011 in 1984 after producing only half the units needed to break even, while a number of fatal DC-10 crashes also slowed its sales. In 1984 Boeing ended production of
13130-543: The only engine for the L-1011. As originally designed, the RB211 turbofan was an advanced three-spool design with a carbon fiber fan, which would have better efficiency and power-to-weight ratio than any competing engine like the General Electric CF6 that powered the DC-10. In theory, the triple spool would produce the same or more power as existing double spool engines while having a smaller cross section that would reduce drag. American Airlines opted for
13260-410: The original TriStar engines, which needed considerable modifications between the L-1011's first flight and service entry. The competition, notably General Electric, was very quick to develop its CF6 engine with more thrust, which meant that a heavier "intercontinental" DC-10-30 could be more quickly brought to market. The flexibility afforded to potential customers by a long-range DC-10 put the L-1011 at
13390-468: The original models of the Airbus A300 twinjet were limited to short- to medium-range distances. During this period, different jet airliners shared engines of similar output, such as when the McDonnell Douglas DC-10 , Airbus A300 , and Boeing 767 were powered by the General Electric CF6 , the additional power from the third engine gave the DC-10 advantages in longer range and/or heavier payload over
13520-539: The plane slightly less stable and more complex to handle during takeoff and landing. (The McDonnell Douglas DC-9 twinjet and its derivatives, whose engines are mounted on pylons near the rear empennage , have similar advantages/disadvantages of the trijet design, such as the wings located further aft and a more rearward center of gravity.) The first trijet design to fly was the Tupolev Tu-73 bomber prototype, first flown in 1947. The first commercial trijets were
13650-501: The predecessor to the Federal Aviation Administration (FAA), the U.S. Bureau of Air Commerce , restricted commercial operations within United States airspace to within 100 miles (160 km) of an adequate airport. For many aircraft of that era this meant about 60 minutes with one engine inoperative. In 1953, with piston engine reliability and aircraft performance improved, U.S. authorities introduced
13780-503: The probability of the remaining engine failing is extremely remote. For example, if an aircraft is rated for ETOPS-180, it means that it is able to fly with full load and just one engine for three hours. Second, an operator who conducts ETOPS flights must satisfy their own country's aviation regulators about their ability to conduct ETOPS flights. This is called "ETOPS operational certification" and involves compliance with additional special engineering and flight crew procedures in addition to
13910-403: The resources to follow up with several proposals based on the TriStar wing and airframe, including a wide-body twinjet and a stretched quad-jet (one of the quadjet proposals consisting of two underwing engines and two rear fuselage-mounted engines). McDonnell Douglas was also financially weakened and could only develop the MD-11 , a refinement of the DC-10, instead of an all-new design to challenge
14040-480: The rest of the RB211 project, Rolls-Royce remained a government-owned company. The TriStar's internal Lockheed model number is L-093. The TriStar was manufactured in Lockheed facilities in Burbank and Palmdale, California . The prototype L1011 first flew on November 16, 1970. The L-1011 was certified on April 14, 1972, with the first airliner delivered to Eastern Air Lines on April 26, 1972. In 1972, its unit cost
14170-627: The route was specifically conducted as indivertible. There were routes traversing the Southern hemisphere, e.g., South Pacific (e.g., Sydney – Santiago , one of the longest over-the-sea distances flown by a commercial airline), South Atlantic (e.g., Johannesburg – São Paulo ), Southern Indian Ocean (e.g., Perth – Johannesburg ), and Antarctica . Before the introduction of the Airbus A350XWB in 2014, regulations in North America and Europe permitted up to 180-minute ETOPS at entry. The A350 XWB
14300-404: The safest aircraft in the world in promotional literature in the 1980s when concern over the safety record of the McDonnell Douglas DC-10 , flown by rival airlines, was at its peak. The L-1011 has been involved in five fatal accidents, only one of which was due to a problem with the aircraft. Delta Air Lines was the type's largest customer. Delta retired its TriStars in 2001 to replace them with
14430-491: The single term, 'extended operations,' or ETOPS, for all affected operations regardless of the number of engines on the airplane." Prior to 2007, the FAA used the term for Extended Range Operation with Two-Engine Airplanes but the meaning was changed when regulations were broadened to include aircraft with more than two engines. In 2017 ICAO amendment 36 to Part I of Annex 6 of the Chicago Convention replaced
14560-502: The sole manufacturer of the aircraft's engines. Between 1968 and 1984, Lockheed manufactured a total of 250 TriStars, assembled at the Lockheed plant located at the Palmdale Regional Airport in southern California north of Los Angeles . After L-1011 production ended, Lockheed withdrew from the commercial aircraft business due to its below-target sales. As of 2024, only one L-1011 is in service, as Stargazer . In
14690-414: The third engine is mounted closer to the centerline, the aircraft will normally be easy to handle in the event of an engine failure. However, S-duct designs are more complex and costlier, particularly for an airliner. Furthermore, the central engine bay would require structural changes in the event of a major re-engining (remodeling of the engine). For example, the 727's central bay was only wide enough to fit
14820-401: The third engine through the tail will somewhat negate the cost/efficiency advantage. Nonetheless, this was worth the trade-off in the 1960s to the 1990s when widebody trijets and twinjets shared engines of similar output, such as when the DC-10, MD-11, Boeing's 767, and Airbus's A300, A310, and A330 were all powered by the General Electric CF6 , and the additional power from the third engine gave
14950-433: The trijet design is that the wings can be located further aft on the fuselage, compared to twinjets and quadjets with all wing-mounted engines, allowing main cabin exit and entry doors to be more centrally located for quicker boarding and deplaning, ensuring shorter turnaround times. The rear-mounted engine and wings shift the aircraft's center of gravity rearwards, improving fuel efficiency , although this will also make
15080-424: The trijet design was seen as the optimal configuration for the medium wide-body jet airliner, sitting in terms of size, range, and cost between quadjets (four-engine aircraft) and twinjets, and this led to a flurry of trijet designs. The four-engine Boeing 747 was popular for transoceanic flights due to its long-range and large size, but it was expensive and not all routes were able to fill its seating capacity, while
15210-539: The weight problems affected the weight and desirability of early production L-1011-1 aircraft, known as Group 1 (serial numbers 1002 through to 1012). Group 1 aircraft have an Operating empty weight ( OEW ) of 252,700 pounds (114,600 kg), about 12,700 pounds (5,800 kg) higher than later aircraft, while Group 2 aircraft (serial numbers 1013 through 1051) have an OEW of 247,000 pounds (112,000 kg), some 4,700 pounds (2,100 kg) lower. These aircraft, in general, also have different center of gravity envelopes with
15340-438: Was "It'll be a cold day in hell before I let twins fly long haul, overwater routes." The Boeing 767-200ER entered service in 1984. In 1985, the FAA increased the ETOPS to 120 minutes at the single-engine cruise speed. Trans World Airlines operated the first 120-minute ETOPS (ETOPS-120) service on February 1, 1985, with a Boeing 767 -200 from Boston to Paris. The 767 burned 7,000 lb (3.2 t) less fuel per hour than
15470-525: Was US$ 20 million (~$ 111 million in 2023). To further publicize the new aircraft, an L-1011 was taken on a world tour during 1972 by famed Lockheed test pilot Tony LeVier . In a demonstration by test pilots LeVier and Charles Hall, 115 crew members, employees, and reporters embarked on the TriStar for a 4-hour, 13-minute flight from Palmdale to Dulles Airport "with the TriStar's AFCS [Automatic Flight Control System] feature engaged from takeoff roll to landing", and Lockheed touted it as "a groundbreaking moment:
15600-436: Was a longer-range variant first flight-tested in 1978. Its fuselage length was shortened by 14 feet (4.3 m) and MTOW increased to allow higher fuel loads. More powerful RB.211-524 engines, increased wingspan, active-load-control ailerons and other improved systems were features introduced by Lockheed to exploit newly available technologies in the late 1970s. The -500 variant was popular among international operators and formed
15730-420: Was also purchased by several airlines with longer-range routes, such as TWA, Air Canada, and BEA (which merged with BOAC to form British Airways ). The first two L-1011-100s (serial numbers 1110 and 1116) were delivered new to Saudia with the same fuel capacity as the L-1011-1 (FAA certification L-1011-385-1-14); these were later upgraded to L-1011-200 specification. The L-1011-50 was an upgraded version of
15860-476: Was also used in support of the X-34 and X-43 programs. NASA performed aerodynamic research on Orbital Sciences' L-1011 in 1995. In 2014, three L-1011s in the world were airworthy. As of 2019, Stargazer is the only active L-1011. The earlier versions of the L-1011, such as the -1, -100, and -150 can be distinguished from the later models by the design of the middle engine nacelles. The earlier version nacelle has
15990-417: Was available only as a conversion for the L-1011-1. The -150 involves the conversion of Group 1 and Group 2 L-1011-1 aircraft to an MTOW of 470,000 pounds (210,000 kg), an increase of 40,000 pounds (18,000 kg), about 10%, from the L-1011-1, giving the aircraft a slightly better range than the -50, but without the additional center-section fuel tank, less than the L-1011-100 aircraft. The first aircraft
16120-574: Was converted by MBB at Lemwerder in Germany during the winter of 1988–89 and was subsequently handed over to Air Transat of Canada on May 11, 1989. The L-1011-200 (FAA certification L-1011-385-1-15), the third production model of the L-1011, was introduced in 1976. Although otherwise similar to the -100, the -200 uses Rolls-Royce RB.211 -524B engines to improve its performance in hot and high-altitude conditions. Gulf Air used -200 models to replace its earlier-generation Vickers VC10 fleet. Other than
16250-454: Was eventually tried and found guilty of violating foreign exchange control laws but was not charged with bribery, a more serious criminal offense. Crucially for Lockheed, the fallout from the scandal included the loss of a contract worth over $ 1 billion. The Soviet Union at that time lacked a widebody airliner. Development of its own Ilyushin Il-86 was delayed; consequently, in the mid-1970s,
16380-436: Was first to receive an ETOPS-370 prior to entry into service by European authorities, enabling economical nonstop routes between Europe and Oceania (and thereby bypassing historical stopovers across Asia and North America ) by the late 2010s and early 2020s. This includes the high-demand London–Sydney route , in the latest development for ultra long-haul flights. The A350 XWB's current ETOPS certification covers 99.7% of
16510-549: Was only possible after one year of trouble-free 120-minute ETOPS experience. In 1990 Boeing convinced the FAA that it could deliver an airliner with ETOPS-180 on its entry into service. This process was called Early ETOPS. The Boeing 777 was the first aircraft to be introduced with an ETOPS rating of 180 minutes. In the 1990s, the Joint Aviation Authorities (JAA) demurred; on its entry into service in Europe,
16640-503: Was originally planned to use three engines, with the third engine installed in the tail with a Y-shaped duct and air intakes on both sides of the rear. However, a revised design with four engines located under a delta wing was unveiled at the Farnborough Airshow on July 19, 2022. ETOPS The Extended-range Twin-engine Operations Performance Standards (ETOPS) ( / iː ˈ t ɒ p s / ) are safety standards set by
16770-435: Was potential outsource of RB-211 production to Canadian manufacturer Orenda Engines . The British government agreed to approve a large state subsidy to restart Rolls-Royce operations on condition the U.S. government guarantee the bank loans Lockheed needed to complete the L-1011 project. Despite some opposition, not least from the then Governor of California , Ronald Reagan , the U.S. government provided these guarantees. For
16900-407: Was the first production model of the L-1011, designed for short- and medium-range flights. This variant served as the basis for subsequent variants. This type was purchased by Air Canada, ANA, Cathay Pacific, Eastern, and other operators with regional trunk routes requiring a widebody aircraft. Pacific Southwest Airlines purchased two L-1011-1 models with lower deck seating. This variant was also one of
#344655