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The History of Commercial Aviation

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Douglas DC-3

The Lockheed L-1011's three-engine design incorporates an engine in the tail of the plane.

When the jet age arrived, venerable aviation pioneer Lockheed Aircraft had no commercial jet to offer. But when American Airlines requested in 1966, the development of a high-capacity, medium-range jet, Lockheed started design on what would become the L-1011 TriStar. Rival airplane manufacturer Douglas Aircraft also sought to meet the requirements with its DC-10. Both companies ended up producing remarkably similar planes.

The TriStar's name derived from Lockheed's tradition of stellar aircraft names such as Orion, Constellation and Electra. It also reflected the fact that the new jet was equipped with three engines. Although originally conceived as a "jumbo twin," additional thrust from the third engine, set in the tail, was deemed necessary to be able to take-off from existing runways.

Problems with the L-1011's engines repeatedly set back production of the jet. Lockheed chose Rolls Royce's new RB211 turbofans to power the L-1011. Development costs for the new turbofans, however, drove Rolls Royce into bankruptcy before any planes could take to the air. This delay forced Lockheed to endure severe financial strain. In the end, both Rolls Royce and Lockheed appealed to their respective governments for bailout loan guarantees.

In 1983, Lockheed ended production of the L-1011, which would be its last entry in the commercial airliner market.

Once the engines were operational, the L-1011 went on to become one of the most sophisticated planes of its era. It featured "ahead-of-its-time" avionics and was highly praised for its economy and efficiency. Although some pilots criticized the cockpit's instrument and dial layouts, they nonetheless appreciated the L-1011's superior handling. The L-1011 was the first airliner to feature all electric, or "fly-by-wire," controls. Technological advances alone, however, could not sell the new jumbo jets - especially amid the shrinking market into which it was launched.

The steep decline in air travel in the 1970s caused Lockheed and Douglas to fight a bitter war for sales of their nearly identical planes. The Douglas DC-10, while considered by many to be less advanced, gained advantage by simply beating the L-1011 to market. Lockheed had hoped to secure sales to American Airlines, whose request launched the L-1011's design, but American eventually passed on the L-1011 in favor of the Douglas DC-10. Several carriers did purchase the Lockheed, but significantly fewer than the DC-10. The first L-1011 went into service for Eastern Airlines in 1972. L-1011 production ended in 1983, ending Lockheed's involvement in the commercial aircraft industry. As of 2001, only about 70 L-1011s remain in service. Nearly half are set for replacement by newer Boeing and Airbus aircraft.

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