Scooter From United States of America, joined Jun 1999, 837 posts, RR: 2 Reply 1, posted (1 year 10 months 2 weeks 4 days 17 hours ago) and read 2433 times:
Actually, I think I just found the answer by browsing the photo database - looks like it was nearly always the L-1011-3.
474218 From United States of America, joined Oct 2005, 6340 posts, RR: 10 Reply 3, posted (1 year 10 months 2 weeks 4 days 12 hours ago) and read 2150 times:
It would have been an L-1011-500.
There seem to be some confusion on what to call them?
Quoting UALWN (Reply 2): I would have said it was a -5.
Quoting Scooter (Reply 1): looks like it was nearly always the L-1011-3.
aa61hvy From United States of America, joined Nov 1999, 13975 posts, RR: 59 Reply 4, posted (1 year 10 months 2 weeks 4 days 12 hours ago) and read 2146 times:
Quoting UALWN (Reply 2): I would have said it was a -5.
Agreed. I was always under the impression that DL used the 500 for DFW-HNL/ATL-HNL ATL-Europe flights
From wiki:
L-1011-500
The L-1011-500 (FAA certification L-1011-385-3) was the last L-1011 variant to enter production. The L-1011-500 was a longer-range variant first flight tested in 1978. Its fuselage length was shortened by 14 feet (4.3 m) to accommodate higher fuel loads. It also utilizes the more powerful engines of the -200 series. The -500 variant was popular among international operators and formed a significant portion of the L-1011 fleet of Delta and British Airways
474218 From United States of America, joined Oct 2005, 6340 posts, RR: 10 Reply 6, posted (1 year 10 months 2 weeks 4 days 11 hours ago) and read 2051 times:
Quoting aa61hvy (Reply 4): Didn't realize Lockheed shortened the body by 15 feet for the 500.
They didn't! The basic L-1011-1 fuselage was shortened by 100 inches forward of the wing (fuselage station 739 to 839) and 62 inches aft of the fuselage (fuselage station 1543 to 1512) to create the L-1011-500. That is a total of 162 inches or 13 feet 6 inches.
Viscount724 From Switzerland, joined Oct 2006, 21464 posts, RR: 24 Reply 7, posted (1 year 10 months 2 weeks 4 days 9 hours ago) and read 1994 times:
Quoting aa61hvy (Reply 4): The -500 variant was popular among international operators and formed a significant portion of the L-1011 fleet of Delta and British Airways
The L-1011-500 wasn't a very significant portion of the BA L-1011 fleet (6 of 23 aircraft). And they were only operated for 3 to 4 years before being sold to the RAF in 1983. BA later leased 2 -500s from Sri Lankan (then Air Lanka) for 3 years (1985-88).
The shortened fuselage and resulting reduced passenger/cargo capacity made the L-1011-500 less attractive economically than the DC-10-30.
Scooter From United States of America, joined Jun 1999, 837 posts, RR: 2 Reply 8, posted (1 year 10 months 2 weeks 4 days 8 hours ago) and read 1911 times:
It's odd that everyone is nearly positive it was a -500, yet there isn't a single picture of a DL L-1011-500 @ MAD in the database. Seems to be conflicting information...
aa61hvy From United States of America, joined Nov 1999, 13975 posts, RR: 59 Reply 9, posted (1 year 10 months 2 weeks 4 days 8 hours ago) and read 1880 times:
Quoting Viscount724 (Reply 7): The L-1011-500 wasn't a very significant portion of the BA L-1011 fleet (6 of 23 aircraft). And they were only operated for 3 to 4 years before being sold to the RAF in 1983. BA later leased 2 -500s from Sri Lankan (then Air Lanka) for 3 years (1985-88).
timz From United States of America, joined Sep 1999, 6466 posts, RR: 8 Reply 11, posted (1 year 10 months 2 weeks 4 days 8 hours ago) and read 1849 times:
Dunno which period, but DL did send their -250s transatlantic, didn't they?
747400sp From United States of America, joined Aug 2003, 3301 posts, RR: 2 Reply 12, posted (1 year 10 months 2 weeks 4 days 7 hours ago) and read 1815 times:
mayor From United States of America, joined Mar 2008, 9181 posts, RR: 14 Reply 13, posted (1 year 10 months 2 weeks 4 days 5 hours ago) and read 1715 times:
Quoting timz (Reply 11): Dunno which period, but DL did send their -250s transatlantic, didn't they?
Yes, don't forget about the -250.....they were converted from -100s, specifically for the TATL routes, out of ATL. Not sure if I got this right, but they may have been in service before we ever got any -500s.
"A committee is a group of the unprepared, appointed by the unwilling, to do the unnecessary"----Fred Allen
Max Q From United States of America, joined May 2001, 3289 posts, RR: 19 Reply 14, posted (1 year 10 months 2 weeks 4 days 5 hours ago) and read 1697 times:
A superb Aircraft, it is much missed.
Am I correct in thinking Delta converted their own Tristars to the -250 standard ?
The best contribution to safety is a competent Pilot.
mayor From United States of America, joined Mar 2008, 9181 posts, RR: 14 Reply 16, posted (1 year 10 months 2 weeks 3 days 20 hours ago) and read 1519 times:
Quoting TriStar500 (Reply 15): Yes, six -1's were converted to the -250 standard soon after the production line had closed.
There were also two -200s, leased from TW, to be used on the first TATL routes. Later a DL -100 was converted to a -200.
"A committee is a group of the unprepared, appointed by the unwilling, to do the unnecessary"----Fred Allen
474218 From United States of America, joined Oct 2005, 6340 posts, RR: 10 Reply 17, posted (1 year 10 months 2 weeks 3 days 8 hours ago) and read 1350 times:
Quoting mayor (Reply 16): There were also two -200s, leased from TW, to be used on the first TATL routes. Later a DL -100 was converted to a -200.
TWA never owned or operated the L-1011-200, all their L-1011's were powered by RB211-22b engines therefore either L-1011-1 or -100's. s/n 1108 and 1109 (N81028 and 31029) were leased by TWA to Delta and both were L-1011-100's.
Delta converted one L-1011-1 to a -200 (RB211-524 engines) that being s/n 1151 (N724DA).
mayor From United States of America, joined Mar 2008, 9181 posts, RR: 14 Reply 18, posted (1 year 10 months 2 weeks 3 days 6 hours ago) and read 1289 times:
Quoting 474218 (Reply 17): TWA never owned or operated the L-1011-200, all their L-1011's were powered by RB211-22b engines therefore either L-1011-1 or -100's. s/n 1108 and 1109 (N81028 and 31029) were leased by TWA to Delta and both were L-1011-100's.
I stand corrected........One of my books says L1011-200 and the other says L1011-100...I can remember clearly, when I was working that it was stated that they were -200s.......oh, well.......I guess there was a difference between the -1 and the -100.
"A committee is a group of the unprepared, appointed by the unwilling, to do the unnecessary"----Fred Allen
FlyASAGuy2005 From United States of America, joined Sep 2007, 6515 posts, RR: 11 Reply 19, posted (1 year 10 months 2 weeks 3 days 6 hours ago) and read 1281 times:
Quoting aa61hvy (Reply 4): Didn't realize Lockheed shortened the body by 15 feet for the 500.
Yep, basically the little aft "mini cabin" is missing. Non-reved back there many times on ATL-MCO. God that garlic lasagna was DISGUSTING; 'stank' up the whole cabin.
CAM2:"Lightning coming out of that one." CAM1: "What?"
Max Q From United States of America, joined May 2001, 3289 posts, RR: 19 Reply 20, posted (1 year 10 months 2 weeks 3 days 5 hours ago) and read 1244 times:
Pretty unusual, an Airline themselves extensively modifying one of their Aircraft.
That said, I think the -250 is the best looking Tristar of all, with the long body and the fairing beneath the # 2 engine inlet.
The best contribution to safety is a competent Pilot.
474218 From United States of America, joined Oct 2005, 6340 posts, RR: 10 Reply 21, posted (1 year 10 months 2 weeks 2 days 20 hours ago) and read 1148 times:
Quoting mayor (Reply 18): .......I guess there was a difference between the -1 and the -100.
The L-1011-100 is a -1 with RB211-22b engines that has one (1) wet bay (for fuel) added to the center wing box along with structural and other modification that allow increasing the MTOW from 430,000 lbs to 466,000 lbs.
The -200 has the same modifications as the -100 but uses RB211-524 engines. -200 MTOW is 474,000 lbs.
The -250 has additional structural modifications and three (3) wet bays added to the center wing box, with the MTOW increased to 510,000 lbs.
The -150 has one (1) wet bay like a -100 but the structural modifications are different and is for early build L-1011's (below s/n 1052).
There are also -40's and -50's that had minor structural and landing gear modifications that allowed increasing of the MTOW to 440,000 or 450,000 lbs.
Quoting Max Q (Reply 20): That said, I think the -250 is the best looking Tristar of all, with the long body and the fairing beneath the # 2 engine inlet.
That is called the "frisbee fairing" it was added to reduce the noise in the aft cabin. It was originally available as a service bulletin modification (only TWA bought it). Later it was added in production. All the -500's had it and all other models from s/n 1169.
FlyASAGuy2005 From United States of America, joined Sep 2007, 6515 posts, RR: 11 Reply 22, posted (1 year 10 months 2 weeks 2 days 18 hours ago) and read 1062 times:
Quoting Max Q (Reply 20): Pretty unusual, an Airline themselves extensively modifying one of their Aircraft.
Didn't UA and DL also upgrade most to all of their DC-8s to -71s?
CAM2:"Lightning coming out of that one." CAM1: "What?"
mayor From United States of America, joined Mar 2008, 9181 posts, RR: 14 Reply 23, posted (1 year 10 months 2 weeks 2 days 17 hours ago) and read 1020 times:
Quoting FlyASAGuy2005 (Reply 22): Didn't UA and DL also upgrade most to all of their DC-8s to -71s?
DL did all but one of their own stretch eights to -71s as well as some for UPS and others. I think all of UA's were done outside the company, probably by Cammacorp, the maker of the conversion.
"A committee is a group of the unprepared, appointed by the unwilling, to do the unnecessary"----Fred Allen
ATA L1011 From United States of America, joined Feb 2001, 1361 posts, RR: 7 Reply 24, posted (1 year 10 months 2 weeks 2 days 17 hours ago) and read 1015 times:
Quoting aa61hvy (Reply 4): Agreed. I was always under the impression that DL used the 500 for DFW-HNL/ATL-HNL ATL-Europe flights
Well from DFW to HNL the -250 primarily operated that rte (DL 17 originating in ATL and 16 from HNL), I recall a rare sub of a -500. The -500 did do most of the ATL-HNL runs had a stop, the one direct which was Flt 53 was operated with the -500. ATL Eurpoe was a combination of -250's and -500's.
Treat others as you expect to be treated!
25 474218: Delta's -500 entered service in 1979. The first -250's entered service in 1987. On 30 August 1985 Delta and Lockheed signed a contract where Lockheed
26 aa61hvy: Good to hear from you old friend. The one time I took a DL L1011 on DFW-HNL it was a 500. I guess I was lucky.
27 ATA L1011: From you to man, hope you have been well!. Yes you were lucky, I use to work that FLT faithfully almost always full.
28 tristarcrazy: The -500's were used on ATL/DFW-HNL until the late 80's in three class service. The -250's didn't start coming on line till '86 and two class service
30 mayor: Time for a tuneup on my memory clock, I guess.
31 ATA L1011: Yeah well I'm referring to 92 on when I started FLT 17 was -250 exclusively, a 500 sub happened every now and then. FLT 53 from the Late 90's was ATL
32 FlyASAGuy2005: Atlanta was a different airport back then. I'm not sure we will ever see widebodies on D again; ever.
33 ATA L1011: I know I know, times have really changed. The 90's were a great era for us as enthusiast, older types like DC-10, Tristar, 742, 727 operating along s
34 474218: I can't remember things either, but I have a lot of left over reference material. In November 1999, I flew ATL-MIA on DL it was scheduled to be a -1
35 ATA L1011: Yikes, thats crazy. That happened to me once before in the Tristar days, I was non rev'n from LA to ATL. Scheduled to be a -1 booked at about 280 pas
36 tristarcrazy: Wasn't it about '98 when they remove the -500's from int'l flying and just flew them domestic? I flew a -500 from DFW-ATL and ATL-LAX. They had change
37 ATA L1011: I think you are correct, if I'm recalling correctly it was by the end of the 1998 they were all gone from Intl routes.
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