XFSUgimpLB41X From United States of America, joined Aug 2000, 4105 posts, RR: 38 Reply 3, posted (12 years 5 months 2 weeks 3 days 15 hours ago) and read 707 times:
Supposedly there was some spying going on between the two companies.. thus you get two very similar airplanes, and the DC-10 beat the 1011 to the market in turn killing the L1011 sales and future.
As far as the exhaust from the APU-- it looks to me like it is due to the position of the horizontal stabilizer plane. I was standing right next to it in the NW heavy maintenance hanger last week.. and it is very very close to the stabilizer. I believe it is to keep it from blowing the exhaust all over the stabilizer. This is just from eyeballing it.. somebody please correct me if i am wrong.
DC10Tony From United States of America, joined May 2001, 1012 posts, RR: 0 Reply 5, posted (12 years 5 months 2 weeks 3 days 6 hours ago) and read 671 times:
Thanks for the response, it helped.
Minuteman and JETPILOT-
The reason why I titled it "Why?" was because I knew everyone would wonder what it was and maybe I'd get a fast response if more users viewed it. How is this not a descriptive topic? I just asked a question and wanted a simple answer, what do you want, a dissertation next time?
JETPILOT From United States of America, joined May 1999, 3130 posts, RR: 30 Reply 8, posted (12 years 5 months 2 weeks 2 days 23 hours ago) and read 632 times:
The L1011 had the most advancd autopilot of its time allowing CAT III landings with 0/0 weather criteria. No other plane at the time could do that.
The L1011 alos had something called DLC (direct lift control) that enabled th aircraft to stay on the glideslope at a constant body angle while climbing or descending to maintain glidepath. This system used the spoilers to control climb or descent instead of using the stabilator. Its the only airplane to be built with DLC.
The L1011 also uses an all flying stabilator instead of an elevator to control movement around the lateral axis. No other airliner incorporates an all flying stabilator.
UA752 From United States of America, joined Jan 2001, 142 posts, RR: 2 Reply 12, posted (12 years 5 months 2 weeks 2 days 16 hours ago) and read 586 times:
Im no mechanic or anything...but Ill take a stab at this one. I believe that an all flying stabalizer(not spoiler) is where the entire hrizontil stab. moves rather than just the trailing edge. I think that this is similar to what you'd see on a fighter such as an F-14, F-16, etc. Correct me if Im wrong.
JETPILOT From United States of America, joined May 1999, 3130 posts, RR: 30 Reply 14, posted (12 years 5 months 2 weeks 2 days ago) and read 564 times:
Lots of aircraft at the time had CAT III capability. CAT III can be further broken down into CAT A,B,C,D. Only the L1011 had 0/0 CAT III A capability.
An "All Flying Stabilator" is an stablizer that moves in conjunction with the elevator when the yoke is moved foward or back. The L1011 has a conventional elevator that moves in conjunction with the stabilizer simultaneaously to control pitch. It's the only aircraft using this method.
Beechbarron From United States of America, joined May 2000, 134 posts, RR: 0 Reply 15, posted (12 years 5 months 2 weeks 1 day 23 hours ago) and read 559 times:
The L10 was just simply a much better airplane overall than the 10. Safer, better designed, more advanced, and easier to keep trimmed. Am I right? Not knocking the 10, because it did evolve into a wonderful airplane, but it had way too many teething problems that the L10 didn't.
I watched a Delta L10 on climbout from ATL driving on the interstate today. What a sight to behold. Damn, I'm gonna miss seeing them....
PhilB From Ireland, joined May 1999, 2915 posts, RR: 14 Reply 16, posted (12 years 5 months 2 weeks 1 day 22 hours ago) and read 554 times:
From December 1971 the HS Trident 3 was certified for CAT 3A both for take off and landing in BEA service, the aircraft entered service with the company on April 1 1971.
The limits at the time were defined by the UK CAA (then the only authority certifying so called "total blind landing" for civil airliners) as RVR 270 metres, decision height 12 feet. Take off RVR had to be a minimum 90 metres.
By December 1971 Lockheed had just 5 Tristars flying - due to the RB211 problems. FAA type approval (let alone CAT 3A approval) was not forthcoming for the L1011 until 14 April 1972, the type entered service on April 26 1972 with Eastern.