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weight and performance calculations for the Lockheed L1011-1 Tristar
Lockheed L1011-1 Tristar
role : wide-body airliner
importance : ****
first flight : 16 November 1970 operational : April 1972 (Eastern Airlines)
country : United States of America
production : 160 aircraft
general information :
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 a fourth US airline, Pacific Southwest Airlines.
primary users : Eastern, Delta, TWA
accommodation:
flight crew : 3 cabin crew : 8
flight crew consist of pilot, co-pilot and flight engineer
passengers : seating for 256 in two class : 28 business class and 228 economy class
seats ( 32 -in pitch) exit limit : 400 passengers, high density seating for 384
passengers
engine : 3 Rolls Royce RB211-22B turbofan engines of 187.1 [KN] (42061.0 [lbf])
dimensions :
wingspan : 47.34 [m], length overall: 54.17 [m], length of fuselage : 54.17 [m]
height : 16.87 [m] wing area : 321.1 [m^2] fuselage exterior width : 5.97 [m]
weights :
empty weight : 109045 [kg]
operating empty weight : 109044 [kg] max. structural payload : 38373 [kg]
Zero Fuel weight (ZFW) : 147417 [kg] max. landing weight (MLW) : 162390 [kg]
max.take-off weight : 195050 [kg] weight fuel : 70760 [kg] (90140 [litres])
performance :
Never-exceed speed : 0.95 [Mach] (1035 [km/hr]) at 9145 [m]
critical Mach speed : 0.88 [Mach]
max. cruising speed : 964 [km/hr] (Mach 0.91 ) at 10670 [m] (33 [%] power)
economic cruising speed : 890 [km/hr] (Mach 0.84 ) at 10670 [m]
service ceiling : 12800 [m]
range with max fuel and Max.TOW : 8080 [km] (ATA domestic fuel reserves
- 370.0 [km] alternate)
18 January 1974, Sir Kenneth Keith (left), 57, chairman of Rolls Royce Ltd. And Mr.Daniel Jeremiah Haughton , 62, chairman of the board of Lockheed Aircraft Corp. address a press conference at a London hotel. They are exhibiting a model of the Lockheed Tristar – claimed to use less fuel per passenger than smaller aircraft.
description :
cantilever low-wing monoplane with retractable landing gear with nose wheel
Wings : primary two-spar box-type fail-safe wing structure of high-strength aluminium
alloy with Fowler-type double slotted trailing edge flaps with full-span slotted LE
flaps (slats) ,with spoilers airfoil : Lockheed average thickness/chord ratio : 10.0 [%],
sweep angle 3/4 chord: 35.0 [°]
2 engines attached to the wings 1 in the tail, landing gear attached to the wings, useful
load inside the fuselage, fuel tanks in the wings
Fuselage : Pressurized conventional semi-monocoque fail safe structure of circular
cross-section built mainly of high-strength aluminium alloy
calculation : *1* (dimensions)
wing chord at root : 10.46 [m]
wing chord at tip : 3.12 [m]
taper ratio : 0.298 [ ]
mean wing chord : 6.78 [m]
calculated average wing chord tapered wing with rounded tips: 6.99 [m]
wing aspect ratio : 6.98 []
Oswald factor (e): 0.670 []
seize (span*length*height) : 43262 [m^3]
calculation : *2* (fuel consumption)
oil consumption : 7.3 [kg/hr]
fuel consumption (econ. cruise speed) : 7452.8 [kg/hr] (9494.0 [litre/hr]) at 34 [%] power
distance flown for 1 kg fuel : 0.12 [km/kg] at 10670 [m] height, sfc : 38.9 [kg/KN/h]
total fuel capacity : 90140 [litre] (70760 [kg])
calculation : *3* (weight)
weight engine(s) dry : 16233.0 [kg] = 28.92 [kg/KN]
weight 104.4 litre oil tank : 8.87 [kg]
oil tank filled with 3.5 litre oil : 3.2 [kg]
oil in engine 6.9 litre oil : 6.2 [kg]
fuel in engine 30.6 litre fuel : 22.45 [kg]
weight fuel lines : 125.0 [kg]
weight engine cowling : 1459.4 [kg]
weight thrust reversers : 842.0 [kg]
total weight propulsion system : 18700 [kg](9.6 [%])
***************************************************************
Accommodation cabin facilities:
typical 2-class cabin layout for 256 passengers : economy : pitch : 81.3 [cm] 32.0 [-in]
( 2+5+2 ) seating in 29.3 rows
weight passenger seats : 1561.0 [kg]
weight cabin crew seats : 40.0 [kg]
weight flight crew seats : 63.0 [kg]
weight 2 jumpseats in the cockpit :14.0 [kg]
high density seating passengers : 384 [pax] at mainly 10 -abreast seating in 43.8 rows,
pitch 79.2 [cm] 31.2 [-in]
pax density, normal seating : 0.84 [m2/pax], high density seating : 0.56 [m2/pax]
weight 7 lavatories : 196.6 [kg]
weight 3 galleys : 301.4 [kg]
weight elevator galley : 145 [kg]
weight overhead stowage for hand luggage : 89.6 [kg]
Thai Sky Airlines L1011-385-1 Tristar 1
weight 3 wardrobe closets : 25.6 [kg]
weight 3 movie screens : 138.1 [kg]
weight 61 windows (47x38cm) : 54.6 [kg]
weight 6 (1.93 x 1.07 [m]) Type A main entry doors : 339.9 [kg]
weight 3 (main door size : 1.75 x 1.78 [m]) freight doors (belly) : 241.5 [kg]*
total belly baggage/cargo hold volume : 110.4 [m3]
underfloor belly hold can accommodate : 16 LD3 containers
and : 19.8 [m3] bulk cargo
cabin volume (usable), excluding flight deck : 452 [m3]
passenger compartment volume : 295 [m3]
passenger cabin max width : 5.77 [m] cabin length : 41.44 [m] max cabin height : 2.41
[m] floor area : 215.4 [m2]
weight cabin facilities : 3210.3 [kg]
safety facilities:
weight 2 type I emergency exits (0.61 x 1.52 [m]): 50.9 [kg]
evacuation time with 384 passengers : 54 [sec]
weight 12 hand fire extinguisher : 36 [kg]
weight cockpit voice recorder (CVR) and flight data recorder (FDR): 20.0 [kg]
weight oxygen masks & oxygen generators : 166.4 [kg]
weight emergency flare installation : 10 [kg]
weight 6 emergency evacuation slides : 347.3 [kg]
weight safety equipment & facilities : 631 [kg]
fuselage construction:
fuselage aluminium frame : 19233 [kg]
floor loading (payload/m2): 178 [kg/m2]
weight rear pressure bulkhead : 446.3 [kg]
fuselage covering ( 806.3 [m2] duraluminium 2.87 [mm]) : 6164.0 [kg]
weight floor beams : 5230.7 [kg]
weight cabin furbishing : 3239.7 [kg]
weight cabin floor : 3046.5 [kg]
weight (sound proof) isolation : 628.7 [kg]
weight empty 252 [litre] potable water tank : 22.3 [kg]
weight empty waste tank : 24.7 [kg]
weight engine mount in tail : 94 [kg]
weight fuselage structure : 38129.3 [kg]
Avionics:
weight VHF radio and Selcal : 9.0 [kg]
weight flight and service attendants intercom : 5.0 [kg]
weight dual cloud-collision radar : 25.0 [kg]
British airways Lockheed L1011-1 cockpit G-BBGQ
weight VOR/ILS,RMI,DME,radio altimeter, ASI, time clock : 20.0 [kg]
weight Avionic Flight Control System : 33.0 [kg]
weight artificial horizons, compass, alti-meters : 7 [kg]
weight ground proximity warning system (GPWS) : 6 [kg]
weight engine monitoring gauges & control switches : 21 [kg]
weight reserve ADI, ASI, alti-meter, compass, engine temp.and rpm indicators :
15 [kg]
weight avionics : 151.0 [kg]
Systems:
Air-conditioning and pressurization system maintains sea level conditions up to
6400 [m] and gives equivalent of 2440 [m] at 12200 [m]. pressure differential : 0.58
[bar] (kg/cm2) pressurized fuselage volume : 624 [m3] cabin air refreshment time :
3.1 [min]
weight air-conditioning and pressurization system : 341 [kg]
weight APU / engine starter: 93.5 [kg]
weight lighting : 84.5 [kg]
weight four independent 207 bar hydraulic systems : 182.9 [kg]
weight three engine-driven 90kVA 400 Hertz electricity generators : 64.0 [kg]
weight three 24V 25Ah nickel-cadmium batteries : 35.6 [kg]
weight controls : 22.4 [kg]
weight systems : 824.1 [kg]
total weight fuselage : 42946 [kg](22.0 [%])
***************************************************************
total weight aluminium ribs (1379 ribs) : 6529 [kg]
weight engine mounts : 187 [kg]
weight 6 wing fuel tanks empty for total 90140 [litre] fuel : 5048 [kg]
weight wing covering (painted aluminium 3.88 [mm]) : 6730 [kg]
total weight aluminium spars (multi-cellular wing structure) : 8289 [kg]
weight wings : 21548 [kg]
weight wing/square meter : 67.11 [kg]
weight thermal leading-edge anti-icing : 52.1 [kg]
weight high & low speed ailerons (14.86 [m2]) : 499.9 [kg]
weight fin (51.10 [m2]) : 1718.5 [kg]
weight rudder (11.89 [m2]) : 383.7 [kg]
weight variable-incidence tailplane (flying stabilizer) (94.85 [m2]): 3578.8 [kg]
weight elevators (24.19 [m2]): 439.22 [kg]
weight flight control hydraulic servo actuators: 72.1 [kg]
Delta Airlines L1011-1 N1732D coming in for landing
weight trailing-edge double slotted flaps (49.80 [m2]) : 1425.5 [kg]
weight leading edge slats made of aluminium alloy honeycomb (33.43 [m2]) : 601.5 [kg]
weight spoilers (19.4 [m2]) : 319.8 [kg]
total weight wing construction : 35874 [kg] (32.9 [%])
*******************************************************************
tire pressure main wheels : 12.41 [Bar] (nitrogen), ply rating : 23 PR
tire speed limit : 389 [km/hr]
total tyre footprint : 1.05 [m2]
Runway LCN at MTOW (0.76m radius of rigidity) : 48 [ ]
Aircraft Classification Number (ACN), MTOW on rigid runway and medium subgrade
strength (B) : 61 [ ]
Can only operate from unpaved runways with reduced weight and reduced tyre
pressure
wheel pressure : 21455.5 [kg]
weight 8 Dunlop main wheels (1270 [mm] by 534 [mm]) : 1386.3 [kg]
weight 2 nose wheels : 173.3 [kg]
weight hydraulic disc wheel-brakes : 147.4 [kg]
weight Duplex anti-skid units : 9.0 [kg]
weight oleo-pneumatic shock absorbers : 196.6 [kg]
weight wheel hydraulic operated retraction system : 1956.6 [kg]
weight undercarriage struts (four-wheel bogies) with axle 5816.0 [kg]
total weight landing gear : 9685.1 [kg] (5.0 [%]
*******************************************************************
********************************************************************
calculated empty weight : 107205 [kg](55.0 [%])
weight oil for 10.1 hours flying : 83.1 [kg]
weight lifejackets : 115.2 [kg]
weight 5 life rafts : 160.0 [kg]
weight catering : 279.0 [kg]
weight water : 223.2 [kg]
weight crew : 891 [kg]
weight crew lugage,nav.chards,flight doc.,miscell.items : 88 [kg]
operational weight empty : 109044 [kg] (55.9 [%])
********************************************************************
weight 256 passengers : 19712 [kg]
weight luggage : 4096 [kg]
weight cargo : 14565 [kg] (cargo+luggage/m3 belly : 160 [kg/m3])
zero fuel weight (ZFW): 147417 [kg](75.6 [%])
weight fuel for landing (2.0 hours flying) : 14973 [kg]
max. landing weight (MLW): 162390 [kg](83.3 [%])
max. fuel weight : 179804 [kg] (92.2 [%])
payload with max fuel : 164 passengers+luggage 15246 [kg]
published maximum take-off weight : 195050 [kg] (100.0 [%])
calculation : * 4 * (engine power)
power loading (Take-off) : 347 [kg/KN]
power loading (Take-off) 1 PUF: 521 [kg/KN]
max. total take-off power : 561.3 [KN]
calculation : *5* (loads)
manoeuvre load : 1.8 [g] at 9000 [m]
limit load : 2.5 [g] ultimate load : 3.8 [g] load factor : 1.2 [g]
design flight time : 2.18 [hours]
M.A.Carl Kotchian president of Lockheed aircraft corp. presents a model of the Lockheed L1011 in a hotel in Paris 20/10/67
design cycles : 16075 sorties, design hours : 35044 [hours]
max. wing loading (MTOW & flaps retracted) : 607 [kg/m2]
wing stress (2 g) during operation : 163 [N/kg] at 2g emergency manoeuvre
calculation : *6* (angles of attack)
angle of attack zero lift : -2.06 ["]
max. angle of attack (stalling angle, clean) : 15.73 ["]
max. angle of attack (full flaps) : 19.93 ["]
angle of attack at max. speed : 1.43 ["]
calculation : *7* (lift & drag ratios
lift coefficient at angle of attack 0° : 0.17 [ ]
lift coefficient at max. speed : 0.29 [ ]
lift coefficient at max. angle of attack (clean): 1.47 [ ]
max. lift coefficient full flaps : 2.17 [ ]
drag coefficient at max. speed : 0.0537 [ ]
drag coefficient at econ. cruise speed : 0.0515 [ ]
induced drag coefficient at econ. cruise speed : 0.0120 [ ]
drag coefficient (zero lift) : 0.0394 [ ]
lift/drag ratio at econ. speed : 5.37 [ ]
calculation : *8* (speeds
take-off decision speed (V1) : 244 [km/u] (132 [kt])
lift-off speed (VLOF) : 270 [km/u] (146 [kt])
take-off safety speed (V2) : 286 [km/u] (154 [kt])
steady initial climb speed (V4) : 312 [km/u] (168 [kt])
flap retraction speed (V3) at 500m (OW loaded : 187597 [kg]): 311 [km/u] (168 [kt])
climb speed (to FL150 with 69 [%] power) : 497 [km/hr] (268 [kt])
max. endurance speed (Vbe): 540 [km/u] min. fuel/hr : 6308 [kg/hr] at height : 7315 [m]
max. range speed (Vbr): 904 [km/u] (0.86 [mach]) min. fuel consumption : 8.05 [kg/km]
at cruise height : 11278 [m]
max. cruising speed : 964 [km/hr] (521 [kt]) at 10670 [m] (power:41 [%])
max. operational speed (Mmo) : 1035 [km/hr] (Mach 0.95 ) at 9145 [m] (power:57 [%])
airflow at cruise speed per engine : 382.8 [kg/s]
speed of thrust jet : 1677 [km/hr]
initial descent speed 10000 - 7315 [m]: Mach 0.72
descent speed 7315 - 3048 [m]: 519 [km/u] (280 [kt])
approach speed 3048 - 500 [m] (clean): 389 [km/u] (210 [kt])
minimum control speed (MCS) Vmca (clean): 315 [km/u] (170 [kt])
final approach speed (landing speed) at sea-level with full flaps VREF (max. landing
weight): 261 [km/u] (141 [kt])
ICAO Aircraft Approach Category (APC) : D
stalling speed at sea-level with full flaps VSO (max. landing weight): 200 [km/u]
rate of climb at sea-level ROC (loaded, 69 % power) : 868 [m/min]
rate of climb at sea-level ROC (loaded, 75% power) : 1030 [m/min]
rate of climb at 1000 [m] with 1 engine out (PUF/MTOW, 100 % power on remaining engines) : 1730 [m/min]
rate of descent from FL240 to FL100 (7315m > 3048m): 1067 [m/min] (3501 [ft/min])
rate of descent during approach with landing gear extended, with use of spoilers:
457 [m/min] (1499 [ft/min])
calculation : *9* (regarding various performances)
high wheel pressure, can only take off from paved runways
take-off distance at sea-level concrete runway : 2025 [m]
ICAO Aerodrome Reference Code : 4D
take-off distance at sea-level over 15 [m] height : 2168 [m]
FAR TO runway length requirement at MTOW, standard day at SL (ASDA): 2425 [m]
landing run (MLW) : 870 [m]
landing distance (C.A.R.) from 15 [m] at SL, dry runway : 1833 [m]
landing distance (C.A.R.) from 15 [m] at SL, wet runway : 2133 [m]
FAR landing runway length requirements at SL : 1739 [m]
max. lift/drag ratio : 9.65 [ ]
climb to 5000 [m] with max payload : 5.33 [min]
climb to 10000 [m] with max payload : 16.40 [min]
descent time from 10000 [m] to 250 [m] : 24.33 [min]
ceiling limited by max. pressure differential 14125 [m]
theoretical ceiling fully loaded (mtow- 60 min.fuel: 187597 [kg] ) : 17400 [m]
calculation *10* (action radius & endurance)
range with max. payload: 5495 [km] with 38373.0 [kg] max. useful load (67.3 [%] fuel)*
range with high density pax: 5822 [km] with 384 passengers (71.0 [%] fuel)*
range with typical two-class pax: 7334 [km] with 256 passengers (87.9 [%] fuel)*
range with max.fuel : 8450 [km] with 11 crew and 164 passengers and 100.0 [%] fuel*
ferry range : 8853 [km] with 3 crew and zero payload (100.0 [%] fuel)*
max range theoretically with additional fuel tanks total 111027 [litre] fuel :
10657 [km]*
* calculated ranges without fuel reserves
Available Seat Kilometres (ASK) : 2097374 [paskm]
useful load with range 1000km : 38373 [kg]
useful load with range 1000km : 384 passengers
production (theor.max load): 36992 [tonkm/hour]
production (useful load): 36992 [tonkm/hour]
production (passengers): 300958 [paskm/hour]
oil and fuel consumption per tonkm : 0.202 [kg]
calculation *11* (operating cost)
fuel cost per hour (9494 [litre]):5696 [eur] (32 [pax-km/litre fuel])
fuel cost per seat 1000km flight (312 [pax] 2-class seating): 18.93 [eur/1000PK]
oil cost per hour: 30 [eur]
crew cost per hour : 1500 [eur]
list price 2023 : 284 [mln USD]
average flying hours in 1 year : 2460 [hours] technical life : 14 [year]
real average service life : 15 [years]
depreciation - 16 [years] to 10% residual value
economic hours (expected total flying hours) : 39360 [hours]
financing interest per flying hour : 2598 [EUR]
write off per flying hour : 4132 [EUR]
time between engine failure : 17017 [hr]
can continue fly on 2 engines, low risk for emergency landing for PUF
workhours per day : 9.06 [hr]
average flight hours till crash : 2.95 [mln hr] (1200 service years)
safe flight hours till fatality : 25123 [hr] (10.2 service years)
reservation pax liability/flying hour : 5.13 [SDR*] (6.41 [eur])
insurance cost per hour : 443 [eur] insurance rate : 1.0 [%]
engine maintenance cost per hour : 653.6 [eur]
wing maintenance cost per hour : 324.0 [eur]
fuselage maintenance cost per hour : 339.31 [eur]
tire life (time till worn out) : 102 [cycles]
maintenance cost per hour (excluding engines): 3628 [eur]
direct operating cost per hour: 18687 [eur], DOC per km : 21.00 [eur]
DOC per seat 1000km flight (312 [pax] 2-class seating): 62.09 [eur/1000PK]
DOC per seat 1000km flight (high density seating): 50.44 [eur/1000PK]
DOC per kg cargo for a 1000km flight : 0.51 [eur/kg] (= DOC/tonkm)
passenger service charge (depart at Schiphol): 11.34 [eur]
security service charge (depart at Schiphol): 10.08 [eur]
airport take-off fee / passenger : 3.73 [eur/pax]
airport landing fee / passenger : 3.73 [eur/pax]
retour ticket price 1000km trip : 200.14 [eur/pax]
price retour ticket Schiphol-Barcelona : 234.29 [eur/pax]
The prototype Lockheed L-1011 TriStar parked inside the production hangar at Plant 10, Palmdale, California. (Lockheed Martin)
accidents with fatalities > see the accident file .
Lockheed president A.C. Kotchian.
Development of the L-1011 began in the late 1960s, during Kotchian's presidency, and was started without any firm orders. In 1971, the United States government provided a $250 million loan to help bail the firm out of mounting development costs for military programs and for the L-1011. In testimony before the United States Senate in 1976, Kotchian described how he had met with government officials in Japan and made a payoff of 500 million yen , the equivalent of US$1.7 million, part of a total of US$12 million in payments to Japanese politicians and businessmen that led to the sale of 21 L-1011 aircraft by Lockheed, then worth US$430 million. Prime Minister of Japan Kakuei Tanaka was ultimately convicted of accepting a bribe, one of many notable Japanese politicians who were involved in the scandal.
In his Senate testimony, Kotchian disclosed that Lockheed paid $1.1 million in the early 1960s to a Dutch official later identified as Prince Bernhard , husband of Queen Juliana of the Netherlands in his role as inspector general of the Military of the Netherlands . After the revelations, the prince stepped down from his military position.
In a 1977 profile in The New York Times , Kotchian reflected his bitterness at the Lockheed directors who ousted him as chief operating officer and vice chairman in March 1976 based on his $38 million of what the board called "questionable payments". Kotchian described that he felt that https://en.wikipedia.org/wiki/Carl_Kotchian - cite_note-3 (source Wikipedia)
Literature :
Lockheed L-1011 TriStar | This Day in Aviation
Jane’s commercial transport aircraft page 177
Lockheed L-1011 TriStar - Wikipedia
https://contentzone.eurocontrol.int/aircraftperformance/default.aspx?
confidence rating regarding source data : medium - all information is only available from news, social media or unofficial sources
DISCLAIMER Above calculations are based on published data, they must be
regarded as indication not as facts.
Calculated performance and weight may not correspond with actual weights
and performances and are assumptions for which no responsibility can be taken.
Calculations are as accurate as possible, they can be fine-tuned when more data
is available, you are welcome to give suggestions and additional information
so we can improve our program. For copyright on drawings/photographs/
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(c) B van der Zalm 18 November 2023 contact : info.aircraftinvestigation@gmail.com ac jetpax 2020.py python 3.7.4
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