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L1011: What's So Special About The Aircraft?  
User currently offlineCdfmxtech From United States of America, joined Jul 2000, 1341 posts, RR: 27
Posted (13 years 3 days 7 hours ago) and read 3105 times:

Having never worked the aircraft as a technician, or flown it in the past 10 or so years - Someone remind of of what was so special about this aircraft. I used to like its look - 'till I discovered the DC10.

I here everyone so disappointed about its retirement....so what did it mean to u. I know I don't want to see the day when 737s and 757s are retired...but I probably won't see that in my lifetime - but then again who knows!!



17 replies: All unread, jump to last
 
User currently offlineNorthwestMSP From , joined Dec 1969, posts, RR:
Reply 1, posted (13 years 3 days 7 hours ago) and read 2967 times:

I don't know why people think the L-1011 is so special. Maybe because it's been around a long time??? I think what's even sadder is when the last 747 ever built is retired.

User currently offlineDL_Mech From United States of America, joined Feb 2000, 1937 posts, RR: 9
Reply 2, posted (13 years 3 days 6 hours ago) and read 2971 times:

I can only compare the L-1011 to the MD-11, but most people that have worked the 10 and 11 say they are somewhat similar......For Me...

The L-1011 has the best manuals.....The FIM has diagrams and schematics everywhere, while the MD-11's is practically non-existant. I do like the Douglas LAMM manuals though......

The L-1011 is easy to work on....Everything has a Cannonplug on it (Douglas has lots of screw terminals on electrical stuff) and fuel probes can be changed without getting in the tank (they pull out of the top of the wing). Gear changes on the L-10 take a week...The MD-11 takes us three weeks.

To be fair to the MD-11, Honeywell did a nice job on the cockpit and C&D interiors did a nice job on the PSU's and ceiling panels. L-1011 ceiling panels are a real pain....

#2 engine access......I'm not gonna go there...

Wing Spar cracks......I'm not gonna go there either...

The L-1011 is one of the best landing aircraft out there....The Direct Lift Control uses the spoilers to kill lift on the wing during approach while maintaining a constant pitch angle. The four hydraulic systems were required for the FAA to certify the flying stabilizer...I doubt that the Lockheed engineers ever imagined that that fourth system would ever save an airplane.....

As far as looks go, I think both planes are about the same.

L-1011 spares are getting hard to come by these days, so the plane gets a poor reliability reputation because most of the spare parts are Sh##.




This plane is built to withstand anything... except a bad pilot.
User currently offlineJETPILOT From United States of America, joined May 1999, 3130 posts, RR: 29
Reply 3, posted (13 years 3 days 5 hours ago) and read 2951 times:

Locheed overbuilt everything on that plane.

As said you have to love the DLC and the "all flying" stab.

The autoland was state of the art at the time it was certified.

It is also considered the safest plane in the skies.

JET


User currently offlineConcorde1518 From United States of America, joined May 2001, 746 posts, RR: 0
Reply 4, posted (13 years 3 days 3 hours ago) and read 2926 times:

I like everything about it, it's looks, performance capabilities, comfort (in my opinion) and cockpit. The DC-10 is just a little too bland for me. Next to Concorde, it is my favorite airplane.

User currently offlineCdfmxtech From United States of America, joined Jul 2000, 1341 posts, RR: 27
Reply 5, posted (13 years 2 days 17 hours ago) and read 2896 times:

What is the flying stabilizer...never heard of that term??

User currently offlineFlight152 From United States of America, joined Nov 2000, 3394 posts, RR: 6
Reply 6, posted (13 years 2 days 16 hours ago) and read 2896 times:

A Flying stablizer is an all moving one.

With regards to the L1011, its saftey record speaks for itself.


User currently offlineBoeingfan From United States of America, joined exactly 13 years ago today! , 385 posts, RR: 1
Reply 7, posted (13 years 2 days 14 hours ago) and read 2890 times:

Speed, capacity and lower cabin noise level was the claim to fame for the L-1011. For its time the L 1011, had very advanced avionics and controls.

The L 1011 differed from the DC 10 in that the no. 1 and 3 engines where hung on the wing further out toward wing tips than the D10. (Supposedly for cabin noise?)

In later years we referred to them as "hanger princess's" if there was a hanger, they made a bee line for it. They were pretty "rattly" on take off towards the end of her era. But a very good aircraft for its time.

Seriously a very comfortable passenger aircraft with an elevator to the lower galley.


User currently offlineNorthwestMSP From , joined Dec 1969, posts, RR:
Reply 8, posted (13 years 2 days 12 hours ago) and read 2872 times:

The 747 was more of a breakthrough than the Lockheed Tristar ever was! She's known as the Queen of the Skies for a reason.  Laugh out loud

User currently offlineCdfmxtech From United States of America, joined Jul 2000, 1341 posts, RR: 27
Reply 9, posted (13 years 2 days 12 hours ago) and read 2866 times:

Newflash Flight152:
Most planes that have a stabilizer ie 737, 757 that is trimable.

So I ask once again, what is a flying stab


User currently offlineNorthwestMSP From , joined Dec 1969, posts, RR:
Reply 10, posted (13 years 2 days 12 hours ago) and read 2860 times:

I think Flight152 is referring to the elevator controls...

User currently offlineNorthwestMSP From , joined Dec 1969, posts, RR:
Reply 11, posted (13 years 2 days 12 hours ago) and read 2865 times:

A Flying stablizer is an all moving one.

I've been trying to figure this out, and I'm quite stuck.

A flying stabilizer... good grief!


User currently offlineCdfmxtech From United States of America, joined Jul 2000, 1341 posts, RR: 27
Reply 12, posted (13 years 2 days 12 hours ago) and read 2867 times:

OK...I just read something about the "All-Flying Stab".

Now on to the technical description of the L-1011 pitch control system. The L-1011 incorporates an all-flying horizontal stablizer to control movement in the pitch axis. This "all flying tail" is unique in the commercial aircraft industry. First of all, pitch control on most airplanes are usually controlled by elevators - on the L-1011 however, the primary part of the tail that controls pitch is the front part called the horizontal stablizer, the leading edge of which which move up and down - the elevators are attached to the rear spar of this movable stablizer piece - the elevators do move, yes, but not under direct pilot control. The elevators move as a direct result of stablizer movement only via a physical mechanical link: When the stablizer moves it's nose downward, the elevators deflect upward to increase the camber of the entire tail - this causes a downward moment and thus pulls the entire rear portion of the aircraft in a downward direction - this causes the nose of the aircraft to pitch up. When the pilot pushes the control wheel forward, this causes the stablizer nose to move up, causing the elevators to deflect downward, increasing the camber effect to cause a lifting moment and thus pull the tail of the aircraft upward and this in turn causes the nose to pitch down.

IF THIS IS TRUE...then does the L1011 incorporate a Stabilizer Trim system??


User currently offlineNorthwestMSP From , joined Dec 1969, posts, RR:
Reply 13, posted (13 years 2 days 12 hours ago) and read 2857 times:

Thanks! I just learned something! Big grin

User currently offlineDL_Mech From United States of America, joined Feb 2000, 1937 posts, RR: 9
Reply 14, posted (13 years 2 days 9 hours ago) and read 2849 times:

Sorry for the late reply.....Yes, the L-1011 has a stabilizer trim system......It is moved by using the thumbwheels on the control wheel, or by moving the large control wheels on the pedestal (similar to Boeing). Stabilizer trim is measured from 0-10 units, with 10 units being lots of ANU (aircraft nose up/stabilizer leading edge down) trim.


This plane is built to withstand anything... except a bad pilot.
User currently offlineCdfmxtech From United States of America, joined Jul 2000, 1341 posts, RR: 27
Reply 15, posted (13 years 2 days 8 hours ago) and read 2829 times:

DLmech

So without getting to involved with this here...ok sorry I have to
If the stab is the primary menas of pitch control, and the elevator are slaved to the operation of the....is the any kind of neutral shift mechanisms??

I mean, most aircraft that I know when trimmed by the stab will have the elev change its neutral position. So if the stab on the L10 is always moving...either by pitch control (normal) or stab trim - there has to be a way of getting the elev neutral.

I know I spit out alot there..but hopefully u know what I'm getting at


User currently offlineDL_Mech From United States of America, joined Feb 2000, 1937 posts, RR: 9
Reply 16, posted (13 years 2 days 6 hours ago) and read 2824 times:

No neutral shift here....The elevators are mechanically linked to stabilizer motion. You only see the elevators deflect upward at full ANU position. The elevators remain faired during most of the stabilizer travel. I can't seem to recall that they deflect at full AND (aircraft nose down)........


This plane is built to withstand anything... except a bad pilot.
User currently offlineMinuteman From United States of America, joined Aug 2000, 271 posts, RR: 0
Reply 17, posted (13 years 2 days 4 hours ago) and read 2812 times:

This sounds a lot like the anti-servo tabs on the Piper Cherokees I fly. Movement of the yoke causes the entire horizontal stabilizer surface to move, with a tab at the back deflecting in the same direction as the stab. (that is, a clockwise rotation of the stab will cause a similar clockwise rotation of the tab on its own axis at the back of the stab, parallel to the stab's axis).

I suspect the addition of the elevator surfaces to the "stabilator" are there in the unlikely case of a total hydraulic failure...the tabs should center the stabilator when the hyd. actuators go into a damping mode. How you control pitch after that is anyone's guess...underslung engines?

I don't know much about the L-1011, but I get the idea that the 11 was quite sophisticated systems-wise for its time (avionics, flight controls, troubleshooting, etc.)...the 777 of its time: not pushing any limits on capacity or range, but a big step for creating an ideal grocery-getter for the airlines.



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