Dog Easy was his Navy call sign and just carried it wherever he went. I picked that moment to take a bite of the little brown, molasses tasting, wafer/cookie Delta used to include with meals. I swear, he walked up to the plane’s nose and rested his land on her nose-gear for a full 30 seconds before, with a last reflective look at her in the softly falling snow, joining the others inside. This L-1011 joins already completed projects such as the MD-83 N948TW, also known as Wings of Pride. To this day it was the best flight I’ve ever taken. However, I feel a careful examination and comparison of the two aircraft types would refute a few of your broader arguments (among them, that the DC-10 was a superior bird, etc. Other operators consulted on cabin layout and design and again we come to another interesting footnote in the history of the TriStar. To my amazement the captain, Doug Moore, got me strapped into the jump seat over Winnipeg and I stayed there for the night landing on (then) rwy 14 at YYZ. Thanks Ray, for the explanation, and what a great career! I was hired by Lockheed in 1968 as a Manufacturing Engineer and worked In Burbank as well as at the Final Assembly Plant in Palmdale . An Eurowings Airbus A330-200, registration D-AXGD performing flight EW-1141 from Punta Cana (Dominican Republic) to Dusseldorf (Germany), was on… I wanted to reach out and stroke it but I am not Superman. This ad, from 1974, backs that up – Photo: Lockheed-California Company. Rolls Royce engines was the ONLY one. Delta had recently started a Nagoya-Portland service using TriStar 500s so when it came time to book a trip to Boston to attend my sister’s graduation I went straight to my travel agent and said “put me on Delta!”. The only other solution would have been to hang a larger diameter engine on the wing pylons, and leave the RB-211 in the tail- not a practical task. Had an opportunity to go to Palmdale, California to the Lockheed facility where the L-1011’s were built. The -100 I believe had one bay turned into a fuel cell. Talk about quality control. My father was the EAL rep at Palmdale during the 70s. Also included in the -500 were higher thrust Rolls-Royce RB.211-524 engines that were initially rated for 50,000 lbf. Assuming funding is available they intent is for both to remain airworthy with the option to use for other sorts of missions. Thanks for sharing your considerable knowledge on the Lockheed L-1011. As a Flight Engineer I was taught, regardless of other activity in the cockpit “Someone must fly the aircraft” ! October 27, 2019. Out of all the airplanes I flew for Delta the Lockheed L1011 was my favorite especially the 500 model. My final eight yeas on the line involved a good deal of Tristar flying, but after the company removed them from the Atlantic, I elected to remain in the international arena and retire on the B-767- a nice airplane, but certainly no L-1011. Thank you for this great piece of write-up and all the beautiful responses following on this incredible and wonderful machine which I love. To the best of my knowledge, no TriStar was ever equipped with an olive green flight deck, although it would have been an interesting sight to see. Even into and out of LGA! http://www.spaceflightinsider.com/organizations/orbital-sciences-corp/orbital-atk-pegasus-launches-cygnss-hurricane-watching-satellites/. But did you know “Dog Easy” @ JFK, Can’t say I remember “Dog Easy” If we had used phonetics it would have been “Delta Echo” But, either way, can’t say I remember anyone with that nick name. -50,-250 these were after production mods. The thing that impressed me was the roominess of the cabin and the take off power (plus the attentions of a young and adventurous female passenger….). In this case I knew we were close, I could see we were floating over all that green Florida vegetation punctuated by countless numbers of ponds or lakes, but then smash, bang and a sound like metallic doors being slammed against each other. Those meal and beverage carts weighed over 250 pounds, and they were exhausted after a nine hour FRA-ATL flight. in an Ideal World, I’d like to see one jacket go for each aircraft that was built so that each want to be customized to the hull number and a choice of an airline about the specific aircraft carried at one point. MIke, yes you are spot on. TWA always managed to purchase the smallest engines for it’s fleet of aircraft, so we didn’t have the high altitude at high gross weight capability as was the experience of Delta Airlines and others. Also Delta bought lot of “used” L-1011 from Eastern. She was the first certified to Cat IIIa and b, and her auto lands were as good or better than the next generation of aircraft, such as the Boeing 757 and 767. I respectful disagree with your assertions. Most multiplex systems were made by ISC Telephonics, but Pan Am used the 747 multiplex system on their TriStars. Rome to JFK or BOS was a little iffy – depending on outside air temperature and upper level winds. Lockheed equipped the TriStar with three Type “A” entry doors on each side. ©Jon Proctor credit would be appreciated. Lockheed was aware from an early date that the L-1011 sacrificed cargo room for galley space. Essentially an IDG is a generator and CSD in one unit. I.e. This video clip depicts the complicated DC-10 slide design for over-wing evacuation. While they were OK, neither was better at a Cat III approach and landing than a Tri Star. (Any 1011 with a 50 in the model was not a factory ac it was moded. 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