Topic Author
Posts: 445
Joined: Sun Apr 17, 2005 7:00 am

L1011-250 Payload Range

Thu Feb 13, 2020 7:15 am

Hello all...

I have a few questions about the L1011. I see the listed ranges of the various models on Wiki and a.net, but nowhere else. Does anybody have a link to more in-depth details on the performance? I have always been surprise that the original models had a range of only 2,600nm...that's hardly US transcon.

I also see that the listed range of the L1011-500 is 5345nm. DC-10-30 range is listed at 5200nm with a fuselage similar in capacity/volume as the DC-10. Then, there is the L1011-250. It's an upgraded L1011 for the -1's and -2's, the longer fuselage variants, but with the more powerful engines and lengthened wings of the -500, along with a higher MTOW. Wiki says that the performance matched the DC-10-30, which would place the L1011-250 at near L1011-500 payload/range.

But it seems that only Delta bought the mods, and only for 6 aircraft. Why only Delta? Why only 6 aircraft? What was the performance of this aircraft with the mods? I know the unfortunate fable of the L1011, but why didn't other carriers modify their L1011's to -250 spec? Were the -1's and -2's good enough for the mission? Or was it all too late?

Some enjoyable L1011 videos...

RB-211 smokey start-up...rumble starting at 1:30...what a glorious sound!!!

Nice TWA L1011 flight STL-PHX trip in '91
Posts: 3641
Joined: Tue Nov 22, 2005 11:04 pm

Re: L1011-250 Payload Range

Fri Feb 14, 2020 6:56 pm

There was no -2. The original was the -1, then came the -100, with increased weights which also had RB211-22B but had a centre tank. Soon after came the -200 which was similar to a -100 with -524 engines.
I worked for Gulf Air, and we bought new -100 aircraft, and later new -200 aircraft. The -100 were converted to -200 around 1978 by exchanging the engines and some small mods to accomodate them (mostly sensors and the FMS) Then we acquired some second hand -1. On the GF network with flights up to about 6 hours, they all worked, but the -1 were limited, mostly the lack of a centre tank.
Then I worked for TWA, and we flew ARN to JFK, usually with -100, but someyimes with -1 aircraft. The -1 could do trans atlantic just!!.
I expect Delta had a special case for the -250. We didn't need it.
Posts: 3856
Joined: Fri Apr 12, 2013 2:27 pm

Re: L1011-250 Payload Range

Sat Feb 15, 2020 2:04 am

My relocation was that DL used the -250 on the North Atlantic and maybe ATL HNL before they purchased additional -500 from Air Canada. Don't bet your pay check on this. Did fly the -250 between HNL and LAX on a few occasions. The -250 had a slightly different nav set up so you had to reassemble your thought process before proceeding.
Max Q
Posts: 7998
Joined: Wed May 09, 2001 12:40 pm

Re: L1011-250 Payload Range

Sat Feb 15, 2020 2:25 am

The -250, with the original long body and the frisbee fairing was the best looking of all the Tristar’s I think

I believe it had the same Max gross weight and engine thrust as the -500 series?
The best contribution to safety is a competent Pilot.

User avatar
Posts: 2378
Joined: Fri Feb 18, 2000 7:48 am

Re: L1011-250 Payload Range

Sat Feb 15, 2020 3:12 am

The -250s were all -1 airplanes with the large center tanks and heavyweight gear of the -500 (there were no -500 wingtips installed). Engines were the -524B4s that were also used on the -500 and -200 airplane. From memory 510k was the max gross weight IIRC. Less range than the -500 and DC-10-30. ATL-HNL (ship 737)and ATL-LGW, FRA,SNN,DUB,MAN,CDG were all frequent -250 destinations.

ElpinDAB wrote:
I know the unfortunate fable of the L1011, but why didn't other carriers modify their L1011's to -250 spec?

Modifying an -1 airplane to -250 standard required many structural modifications and a couple months of downtime.
This plane is built to withstand anything... except a bad pilot.

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