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Found 7 results

  1. Hello! I downloaded a few Ruth/Cantu L-1011 repaints from https://library.avsim.net/search.php?SearchTerm=ruth+tristar&CatID=fsxacrp&Go=Search In the instructions, it never says which model should I use the textures on. I downloaded the "original" with the LTU repaint. (https://flyawaysimulation.com/downloads/files/4478/fsx-ltu-lockheed-l1011/) It doesn't work correctly, the textures I downloaded from Avsim are way darker than they should be (see screenshot) Then I downloaded the "FSX/P3D/FS2004 Lockheed L1011-1 Tristar FSX Native Base Pack" from Simviation. The textures are completely black this time I really don't know what to do now. Which model should I use for success? Maybe I misunderstood something, but I hope somebody can help me here. Thanks in advance! -CsCsanad
  2. /images/notams/notams18/perf0531.jpgThe package, designed by Perfect Flight to work with all versionsof Flight Simulator X, recreates some short and middle-range flightscovered by Delta Air Lines and adds more value and enjoyment to yourdesktop simulation experience. Product FeaturesFleet. The fleet includes twoo variants of the Lockheed L-1011 Tristar in different Delta Air Lines paint scheme with FMC, extra options, high resolution textures for the VC panel, realistics stereo sounds of Rolls Royce engines.Missions Pack - The Missions pack features Flight briefing, Cabin preparation (Frequencies, Autopilot etc.), Step by step Check Lists Procedures (pre-start, taxi, before t/o, after t/o, descend, landing, parking) with prompt menu. Crew announcements, speed calls and restriction, Captain speaking, GPWS and much more! Fly for hours and hours of very enjoiment in a large range of scenarios.Custom Settings - Fully customizable with our esclusive Special Feature that lets you to use a plane of your choice (instead of the included fleet) and to edit weather, time, date and season for each approach/mission. You does not need of external program or make complicated actions such adjustment, modification or file editing. Just install the special feature, choose the plane, weather, time, date and season direct from the FSX Free Flight Menu, then choose the desired mission and fly with your favorite aircraft and settings without losing the Success messagePES (Passengers Entertainment System) - Missions also features the exclusive PES(Passengers Entertainment System), wit five new and unreleased soundtrack. The PES is fully customizable with your own sound tracks.Complete documentation. Product includes Airport info and charts for all destination and an usefull User Guide /images/notams/notams18/perf0531.pngMissions FeatureInteractive briefingPre-start checklistCockpit and cabin preparation (frequencies, autopilot, etc.)Taxi checklistCaptain speaking taxi announcementFlight attendant taxi briefingBefore takeoff checklistTakeoff calls (60, 80, V1, Vr, V2, gear up, flaps up)After takeoff checklist10000 feet warningsFlight Attendant announcement18000 feet warnings (altimeter)Altitude alertDescent checklistLanding checklistFlight attendant landing briefingGPWS (2500, 1000, 500, 400, 300 200, MA, 100, 50, 40, 30, 20, 10)After landing checklistFlight attendant after landing briefingParking checklist Purchase Perfect Flight - FSX Missions Delta L-1011 Tristar
  3. Lockheed L-1011Publisher: Captain SimReview Author: Meng YuSuggested Price: $39.99/images/fsc/wbicons/pilot-shop-buy.pngFrom the opening scene in "Lost" tothe movie "Passenger 57", the Lockheed L-1011 has seen its share ofrepresentation in popular culture. Yet, such representations don'tnearly do enough justice as to how intricate an aircraft the L-1011really is. The L-1011 represents Lockheed's last ventures into the commercialaviation market, following iconic airliners such as the Constellationand L-188 Electra. Dubbed the "TriStar", it was arguably one of themost advanced airliners of its time, and the first to be certified forILS Cat IIIc operations, allowing the TriStar fly in zero visibilityconditions. Whilst taxiing in zero visibility may prove...interestingfor the pilots, as an auto-taxiing system was curiously not installedin the TriStar, this certification does illustrate the technologicalmarvels the engineers at Lockheed were able to accomplish. /images/reviews/csl1011/t/ext1__1_.jpg /images/reviews/csl1011/t/ext1__2_.jpg /images/reviews/csl1011/t/ext1__3_.jpg /images/reviews/csl1011/t/ext1__4_.jpg /images/reviews/csl1011/t/ext1__5_.jpg Alas, for all the technological accomplishments, only 250 exampleswere constructed (compared to 446 DC-10s built). This was due in partto developmental issues surrounding the Rolls Royce RB-211 engines,with Rolls Royce almost going bankrupt during development. By the timeLockheed considered switching to a more basic General Electric engine,it was too late as the TriStar's airframe has already been configuredto accept RB 211s. As a result, Lockheed lost many potential customersfor the Tristar to the DC-10, and only eight planes remain operationaltoday. However, thanks to the wonders of flight simulation, we are able toexperience flying this aircraft with this Captain Sim add-on. Eventhough it may be slightly dated, it remains as one of the fewrepresentations of the TriStar currently available and on first look,arguably the best looking. InstallationHaving gotten the product from theFS Pilot Shop,installation was rather straightforward: download a zip file, unpackit and follow the installer's instructions. Owners of previous CaptainSim products will find this process highly familiar as the installerisn't all that different from that of other products, such as their737 and 757. If you're unable to connect to the internet using the system you'reinstalling the L-1011 Captain on, Captain Sim has an offlineactivation featurehere,though this process may be slightly troublesome as it would involvetransferring a text file between two computers. Nonetheless, it'sgreat that a solution is available to users should they encounterissues with their internet connection. ExteriorUpon installing the aircraft, it may be found under themanufacturer "Lockheed" or publisher "Captain Sim", with uniformthumbnails showing which livery they represent. Captain Sim hasincluded eleven liveries, including two Air Canada ones. Airlinesrepresented by these liveries include British Airways, Delta, AllNippon Airways and Cathay Pacific. Should your favorite airline notbe represented in this selection, Captain Sim promises over 49 freeliveries(found here),which are well hidden on Captain Sim's web site. /images/reviews/csl1011/t/liveries__1_.jpg /images/reviews/csl1011/t/liveries__2_.jpg /images/reviews/csl1011/t/liveries__3_.jpg /images/reviews/csl1011/t/liveries__4_.jpg /images/reviews/csl1011/t/liveries__5_.jpg Some of the liveries that come bundled withthe L-1011 Captain. The L-1011 Captain features the initial production model (L-1011-1)of the L-1011, and includes a myriad of animations, ranging from thenose cone down to the engine cowlings. Captain Sim has also includedemergency escape slides should you be feeling adventurous or simply"land" yourself in a sticky situation. Moreover, Captain Sim has alsogone to the lengths to model black smoke for the TriStar's engines,which I'm tempted to argue is an accurate representation of just howenvironmentally friendly the TriStar really was. /images/reviews/csl1011/t/ext2-1.jpg /images/reviews/csl1011/t/ext2-2.jpg /images/reviews/csl1011/t/ext2-3.jpg /images/reviews/csl1011/t/ext2-4.jpg /images/reviews/csl1011/t/ext2-5.jpg More external views of the L-1011. Note theblack smoke on takeoff.Besides the fluff, we still retain the basic animations includingwing flex, wingtip vortices and of course, the flight attendant that'spresent on all of Captain Sim's airliners, with an added bonus ofremovable pilot models. All in all, I'd say that Captain Sim hasreally put the choice in your hands with however you want your planeto look, leaving no detail to spare. /images/reviews/csl1011/t/anim-1__1_.jpg /images/reviews/csl1011/t/anim-1__2_.jpg /images/reviews/csl1011/t/anim-1__3_.jpg /images/reviews/csl1011/t/anim-1__4_.jpg Animations on the starboard and port sides ofthe aircraft....and a shot of Captain Sim's flightattendant.All textures on the aircraft are also in 4x resolution, wherebythey are "four times as high as regular high resolution textures",according to Captain Sim. In the simulator, this grants the user somewonderful eye candy and ensures that the textures remain sharp evenwhen zooming into the minute details that Captain Sim has includedwith the exterior model. The high quality textures also allow the useof aircraft views, of which Captain Sim has provided several, to be anenjoyable experience, with no pixilation in my experience. One issue I did face though, was the comparatively limited numbersof liveries of this particular add-on compared to other Captain Simadd-ons. However, I do agree that one issue with recreating anaircraft that saw limited production and use by limited airlines doesresult in, well, limited liveries. Additionally, the free liveries onCaptain Sim's web site do augment the included liveries very well. Additionally, the virtual cabin is also modelled. Upon zooming intothe aircraft when in the exterior view, one can observe the cabinthrough the windows. Some passengers stare at you, others seem to beminding their own business. This provides additional realism comparedto other add-ons which simple feature a fully textured window insteadof modelling the cabin. /images/reviews/csl1011/t/cabin-1.jpg The cabin as viewed from the entrance.However, such eye candy inevitably takes its toll on performance ofthe product. With my laptop, I was able to achieve an average of about28 fps with the aircraft using default scenery. For a computer thatwas originally purchased in 2012 as a last-generation model, I'd saythat frame rates are rather acceptable, and those with more powerfulcomputers should have no issue with obtaining much higher frames thanI have. InteriorThe aircraft continues to impress when stepping into the interior,with excellent visuals and additional quirks. As owners of otherCaptain Sim products will surely know, the cockpit of Captain Simaircraft typically have clickable miscellaneous items. In this case,this includes interactive armrests, adjustable seat height(unfortunately this does not appear to have any effect on theviewpoint) and sun visors. One point to note is that clicking theemergency exit hatch from within the cockpit somehow opens the mainpassenger door instead. Upon opening the emergency hatch using theanimation control panel, clicking the now open hatch still toggles themain passenger door. I believe this to be a bug with the aircraft. /images/reviews/csl1011/t/extras__1_.jpg /images/reviews/csl1011/t/extras__2_.jpg /images/reviews/csl1011/t/extras__3_.jpg /images/reviews/csl1011/t/extras__4_.jpg /images/reviews/csl1011/t/extras__5_.jpg From maps to moving seats and even an escapehatch....that controls the passenger door?Various lighting options also allow the user to customize howtheir cockpit will look when flying at night, with options forinstrument lights, glare-shield lights or overhead domelighting. Textures in the virtual cockpit are once again of very highresolution, which is handy when transitioning to the aircraft as youare able to read the labels on every switch. Unfortunately though,documents on the engineer's table are not readable, as are thereference information on the cockpit door. /images/reviews/csl1011/t/lighting__1_.jpg /images/reviews/csl1011/t/lighting__2_.jpg /images/reviews/csl1011/t/lighting__3_.jpg /images/reviews/csl1011/t/lighting__4_.jpg /images/reviews/csl1011/t/lighting__5_.jpg /images/reviews/csl1011/t/lighting__6_.jpg The cockpit at night... you can make howeverbright, dim or red you like!Beyond the visuals, Captain Sim has created a suite of customgauges, including a fully functioning engineer's panel, which reallyallows the pilot to have an understanding just how complicated anaircraft the L-1011 really is. Included in the package is also a fullyfunctioning autopilot, with autoland capability, much like the realTriStar does. /images/reviews/csl1011/t/interior-1.jpg /images/reviews/csl1011/t/interior-2.jpg /images/reviews/csl1011/t/interior-3.jpg /images/reviews/csl1011/t/interior-4.jpg The beautiful interior of the L-1011TriStar.The cockpit also features a fully functioning Inertia NavigationSystem (INS), allowing for navigation using GPS waypoints. However, Ido find it somewhat disappointing that Captain Sim has not published acomprehensive tutorial for the INS, as this is a somewhat difficultsystem to utilize for newer users and an integral part of makingflights with the add-on. A Captain Sim exclusive feature is that of the weather radar,positioned to the left of the captain's dashboard and the right of thefirst officer's. This appears to be a similar, if not the same, gaugeto theCaptain Sim - Weather Radaradd-on, available in the FS Pilot Shop for 15 dollars. Due to systemperformance reasons, I was only able to test the weather radar ratherbriefly, but the weather radar does indeed work, although it has tofirst be switched on using the controls on the center console, beforethe pilot range knobs have any effect. Personally, I find such afeature a neat add-on that distinguishes this L-1011 product from theothers. /images/reviews/csl1011/t/wxradar-1.jpg The weather radar that comes with the L-1011Captain.A feature that some may find disappointing is the omission of avirtual cabin, unlike on add-ons such as the 767 Captain. Whilst it istrue that the loss of such a feature does bar the user from performingcertain actions such as playback of a landing using the interior view,I feel that the loss of this feature many not be a deal breaker formany, as the efforts of the development team can now focus on morepertinent components, bringing overall development costs down. Additionally, I wish there was a panel state control utility andfuel management utility directly in the simulator. Currently, the onlyway to obtain a cold and dark panel is to load one of Captain Sim'sprovided flights, which spawns you in at Seattle Tacoma airport'srunway in the old Air Canada livery. Fuel is managed via the defaultFSX or P3D fuel load manager, which can be confusing as the number 2tanks in the FCOM below are simply represented by "External 1" and"External 2". Whilst somewhat functional, this method seems rathercrude, and the need to reload the simulator to both relocate to anappropriate airport and switch to a desired livery is quite asignificant bit of trouble to go through, especially for a 40 dollarproduct. /images/reviews/csl1011/t/fcom-1.jpg Tank 1 and 3 are labelled "Left" and "Right"respectively, whilst the 4 tanks (2L (I), 2L(O), 2R (I) and 2R (O))are labelled "External 1" and "External 2".All things considered, I feel that the Captain Sim development teamhas done a great job with the virtual cockpit, being able to achieve abalance between comprehensiveness and performance, whilst not skimpingat all on minor details, including the audio test panel, and variouslighting options. Whilst the omission of a virtual cabin may beoff-putting to some, I personally feel that this was a correctdecision on the part of Captain Sim, as this allows for betterperformance and allows for lowered costs on the final product. Infact, despite being roughly seven years older than the 767 Captain (whichdoes include a complete virtual cabin), the L-1011 Captain stillmanages to beat the 767 Captain in terms of price. Flight DynamicsCorrectly modelling the flight dynamics on an FSX add-on is arguablythe most important and arduous task. In this case, the Captain Simdevelopers likely faced even greater challenges considering thecomplexity of the systems on the L-1011, coupled with the severelylimited numbers of operational L-1011s. In an interview with thedevelopers, a Captain Sim representative has stated that they heavilyutilized aircraft manuals, videos as well as ex-TriStar pilots to helpthem accurately model the flight dynamics of this aircraft. To test the systems and flight dynamics, I took the aircraft on atest flight around Hong Kong International airport (VHHH). As per the manual,I accelerated to approximately 180 knots (V2 + 20, using an assumed V2speed of 160 knots) to 1000 feet, then used the autopilot's verticalspeed mode to accelerate to 240 knots (V2 +70) whilst climbing at arate of 1000 feet per minute. Upon reaching 240 knots, I switched tothe autopilot's IAS mode, which pitches the nose to climb at a presetspeed. At this time, the autothrottles remain off, and climb power wasused. /images/reviews/csl1011/t/climbout__1_.jpg /images/reviews/csl1011/t/climbout__2_.jpg /images/reviews/csl1011/t/climbout__3_.jpg /images/reviews/csl1011/t/climbout__4_.jpg The L-1011 in all her smoky glory...This rate of climb was maintained until 3000 feet AGL, whereby thevertical speed mode was used to accelerate to 250 knots, after whichthe IAS mode was used once again. I climbed to an altitude ofapproximately 10,000 feet where I used the heading mode on theautopilot to make a series of turns to line back up with therunway. During descent, the vertical speed mode on the autopilot was usedonce again, until the point of approach, where the A/L mode wasarmed. The aircraft was able to capture the glideslope and theautopilot entered the "alpha" mode, which sets the VREF speedautomatically and slows down to it. The Direct Lift Control (DLC) system was also seen in action as theflaps were lowered beyond 33 degrees, with the spoiler panels 1through 4 raising to 7 degrees up, as per the flight crew operatingmanual of the L-1011. Upon proper configuration of the aircraft forlanding, I simply sat back and watched the TriStar gracefully landitself on the runway. After touchdown, the spoilers automaticallyextend fully up as per the Auto Ground Spoilers (AGS) system, with theautoflight system aligning the plane with the centerline of therunway. The autothrottle system also automatically disconnects, andreverse thrust can be manually applied. /images/reviews/csl1011/t/dlc__1_.jpg /images/reviews/csl1011/t/dlc__3_.jpg The Direct Lift Control system inaction, note the deployed spoilers. The FCOM page outlines the spoilernumbers circled in red.Upon slowing down, I took over manual control of the aircraft, andtaxied off the runway. Spoiler panels 1 through 4 do not retract untilthe flaps are raised to below 30 degrees, a phenomenon corroborated byvarious videos of landing TriStars. The spoiler panels in the videosclearly depict the spoiler panels remaining in the up position untilthe TriStar exits the runway. I later retried the landing manually, a rather difficult feat. TheDLC system does take some getting used to, and the L-1011 requirescontinuous pilot input to stay on the glideslope and to keep theaircraft above stall. The reduced pitch movements due to DLC alsocauses pilots new to the aircraft to over-control the aircraft onapproach. Unlike modern airliners too, the aircraft seems to have alonger delay between advancing the throttles and seeing tangible speedincreases in the landing configuration, which is yet another thing tolook out for if you're flying this aircraft manually. Overall, I'd say that this aircraft is definitely a handful to flymanually, and I have certainly gained much respect for the real-worldpilots of this aircraft. Nonetheless, despite the quirks, I find thisaircraft to be a delight to fly and I would certainly recommend anyonewho likes a challenging aircraft to give the TriStar a go. DocumentationWhilst Captain Sim did do an excellent job at modelling a wonderfulaircraft so far, I am tempted to argue that they did a poor job ofdocumenting what they have created. There are no manuals included withthe install or download, though three manuals can be found on the CaptainSim web sitehere.Three manuals are included: the User Manual, which explains theinstallation process, the Aircraft and Systems Manual, which gives adetailed account of various gauges, switches and knobs of theaircraft, and the Normal Procedures Manual, which outlines theclimb-out path, approach path and various other situations. These manuals provide a good picture of what the aircraft iscapable of, and which systems are modelled in the aircraft, but failto explain how to use the product. The Captain SimYouTube channelhas a brief engine start guide, but Captain Sim itself provides nochecklists, nor a step-by-step tutorial flight for novice users. Assuch, when starting this review, I find it extremely difficult to getin the air and navigate properly. For beginner pilots, this lack ofdocumentation will no doubt be a letdown. Fortunately, the flightsimulation community has come up with several getting started guides,and videos on how to use this TriStar, although for a product withsuch a price tag, I would expect the developers to better document howto fly such a complicated aircraft. Freighter Expansion ModelCaptain Sim has also included a Freighter model of the L-1011-1,available as aseparate expansion package.This package comes with the L-1011 freighter model, complete with asingle Arrow Cargo livery. /images/reviews/csl1011/t/freighter__1_.jpg /images/reviews/csl1011/t/freighter__2_.jpg The L-1011-1 F, in the Arrow Cargo livery.In reality, Lockheed did not manufacturer any L-1011 Freighters,and the freighter versions of the L-1011 we see today were allconverted from passenger variants. However, due to the complexity ofthe aircraft, such conversions was not very common, and only fewL-1011s were ever converted. As such, this further compounds the "limited operators" issue,resulting in the single Arrow Cargo livery being packaged with thefreighter expansion package. The main value this expansion adds to the L-1011 Captain is that ofan extra exterior model, with modified animations to suit a freighter,including side loading cargo doors with a cargo loader. The cargoloader is especially interesting as it's a fully animated loader,complete with actual moving cargo containers and the ability to slidethe cargo containers around once loaded using the loader menu,removing the need to reload the aircraft if one were to use the ACEconfiguration tool. A slight downside to this system is that only one cargo container canbe loaded at a time, and the loading process itself is very handson. Perhaps an improvement that can be made in future products wouldbe the ability to set the cargo load and have the loader automaticallyget to work. /images/reviews/csl1011/t/cargo-loader__1_.jpg /images/reviews/csl1011/t/cargo-loader__2_.jpg All in all, I would say that whilst this expansion certainly isn'tboring or a letdown -- in fact the freighter was beautifully modelledand the cargo loader is very interesting -- I do struggle to see theappeal of this expansion to an average user, unless one is a collectoror simply prefers flying cargo over passengers. Final WordsTo sum up, I would say that the L-1011 Captain is an excellentproduct that is, in my opinion, worthy of its price. It works welleven on modest computer systems and gives the user a lot of choiceregarding what he or she likes their aircraft to look like. However, asthe TriStar did in reality, we see comparatively fewer liveries forthis package as there simply weren't that many operators of thisaircraft type. As I'm not a pilot, I'm perhaps not qualified to say if thisaircraft handles realistically as I have no experience flying such anaircraft. However, I would say that the flight model of the aircraftis believable for an aircraft of this era and size, and several of myown observations, such as my difficulties on approach, do corroboratewith pilot reports of difficulty in initially adjusting to the DLCsystem. All in all, I'm pretty impressed by the L-1011 Captain Package,although I have to comment that even a year or so after its initialrelease, there are still some things that are left to be desired aboutthe package as a whole. I would say that if you're looking for aL-1011 to fly, the L-1011 Captain provides a compelling choice againstits competitor's offerings. /images/reviews/csl1011/captain-1011.jpgMeng Yu Purchase Captain Sim L1011 Back Pack For FSX Purchase Captain Sim L1011 Freighter Expansion
  4. Return To Service By Joe Thompson 19 June 2008 Part Two: The Trip to Hawaii Painted Up and Ready to Go We left our TriStar sitting on the flightline at Roswell Industrial Air Center, Roswell, New Mexico. After her ferry flight down from Victorville, California, she was ready for a facelift in the paint shed. Painting an airliner is not like painting a car or a house or anything else for that matter. The environmental differences airliner paint is subjected to are enormous, and it all happens within a matter of minutes. Unlike the auto industry airliners can't be painted using water based paint. Grueling environmental parameters such as temperature changes from +60C to -60C in a matter of minutes, the intense ultra-violet (UV) radiation coupled with actual expansion and contraction of the fuselage due to pressurization and the flexing of the wings all contribute to the complexity in painting an airliner. Then throw in your normal assault by rain, hail, ice, sand, and other abrasives and you can see why painting a modern airliner is a unique skill and technically challenging. Our TriStar was first treated with a formic acid based stripping agent. Then the aircraft was left for 10-12 hrs to allow the stripper to work on the enamel paint. The old paint was then merely washed off and the bare metal surface was ready to be primed. After a wash primer was added the aircraft was coated with a white base coat. This base coat accentuated the final paint that was to be applied. Then the painters, using special electro statically charged paint guns to prevent paint loss, went to work creating the unique livery scheme that skyLIFT carries on its aircraft. The upper wing surfaces where maintenance personnel are likely to tread were painted with special non-slip enamel and the flaps were coated with a special non-abrasive surface. When she was finally rolled out of the paint shed-sans her paint masking - she truly was a extraordinary sight. Many of the local employees at KROW took time out to walk over to the TriStar and check out the new "work of art." By this juncture our crew of three had returned to Roswell from their 2 week hiatus back home on Oahu in Hawaii accompanied by other skyLIFT employees. They had carefully inspected the aircraft the day before with several skyLIFT personnel including the Assistant Operations Chief and the Fleet Manager. The paint job was deemed outstanding in all respects and the final paperwork was executed. It was now time to fly N513SL to her new home in Honolulu. Original plans called for the entire acceptance team to fly back to Hawaii on the TriStar but plans had now changed. The Operations personnel were headed to Washington, D.C. for scheduled meetings with staffers at the Airline Transport Association (ATA) to talk regulatory issues so the crew would be flying an empty aircraft back to the islands. The crew consisting of the Captain, First Officer (FO) and Second Officer (SO) - Flight Engineer, Engineer or 'Plumber' to you old timers - stood at the counter in the hangar inspecting their Transoceanic Flight Folder. Included where the master Computerized Flight Plan (CFP) and copies for each crew member, Aircraft Weight and Balance Sheet (AWABS), weather and upper winds synopsis sheets, applicable Notice to Airmen (NOTAM), Dispatch Release Form and the Pre Departure Clearance, to list a few. They reviewed each document carefully and the FO prepared a Plotting Sheet to use as a backup on the oceanic portion of the trip. The accuracy of all listed waypoint (WPT) positions, and if applicable, their I.D. and frequency was confirmed. The SO started preparing the Fuel Log. All of this material had come from skyLIFT's Dispatch Center in downtown Honolulu. The Pre-Departure Clearance looked something like this: O *****PREDEPARTURE CLEARANCE***** O SKL 513 DEPARTING ROW TRANSPONDER 0554 O EQUIP L1011/5 SKED DEP TIME 1625Z O FILED FLT LEVEL 390 O ROUTING O -CLEARED AS FILED- O ROW J65 TCS DCT GBN J2 MZB DCT FICKY R578 DEREC DCT UPP O JULLE4 HNL O MAIN 10,000 EXP REQ ALT 10 MIN AFT T/O This told the crew that their flight plan that had been submitted by the skyLIFT was accepted by the Air Route Traffic Control Center (ARTCC) computer. The crews don't plan their routes of flight. These are generated by Dispatch personnel. The Aircraft Dispatcher (does not have to be a pilot), who is certificated by the FAA, has joint responsibility with the captain for the safety and operational control of flights under their guidance. They analyze and evaluate meteorological information to determine potential hazards to safety of flight and to select the most desirable and economic route of flight. They also compute the amount of fuel required for the safe completion of flight according to type of aircraft, distance of flight, maintenance limitations, weather conditions and minimum fuel requirements prescribed by Federal Aviation Regulations (FAR's). Dispatchers also prepare flight plans containing information such as maximum allowable takeoff and landing weights, weather reports, field conditions, NOTAMS and many other informational components required for the safe completion of flight. Major airlines have two groups of dispatchers, those that work only international flights and those that handle domestic ones. The crew noted that after leaving Roswell they would pick up Airway Juliet 65 that passed through the Chisum (CME) VOR just northwest of the Roswell Airport. They would fly this airway to Truth or Consequences (TCS) VOR then leave established airways and fly direct (DCT) 272 NM to the Gila Bend (GBN) VOR, just southwest of Phoenix. From over GBN they would join airway Juliet 2 and fly this to San Diego. This airway terminates over the Mission Bay (MZB) VOR. From there the TriStar would fly off shore 224 NM to a point named FICKY which lies on the boundary of the US Air Defense Identification Zone (ADIZ) and the Oakland Oceanic Control Area (CTA). FICKY is the eastern most reporting point on airway Romeo 578 that would take them to Hawaii. Over this point they would be handed off by Los Angeles Center to Oakland CTA who would monitor their transit along R578 to Hawaii. From FICKY they would fly west southwestward along R578 through report points with names like FOOTS, FEARS, and FONZA and eventually to FITES, which lies 130 NM northeast of Hilo, Hawaii. At FITES they would be handed off by Oakland CTA to Honolulu Center who would control them the remaining 340+ miles to their destination of Honolulu. From FITES they would fly to the western terminus of R578 - intersection DEREC - then direct to the Upolu Point (UPP) VOR on the northwest tip of 'The Big Island', Hawaii. Over UPP they would start their arrival route (Standard Terminal Arrival Route or STAR) procedures that would funnel them along various tracks to position them for their final approach into Honolulu International Airport (PHNL / HNL). From Roswell to FICKY would cover 865 NM. The distance along the R578 Airway within the Oakland CTA would be an additional 1,816 NM and then the remaining 343 miles to Honolulu gave them a total distance to fly of 3,024 NM. Preflight and Checklist Time to shove off. With their bags in hand they said good-bye to newly made friends at Roswell and walked out in the morning sunshine to their aircraft. They all mounted the ladder pushed up to the forward left passenger door (L1) and once inside the expansive cabin made their way to the cockpit, where they stowed their personnel gear in the locker provided under the portside jumpseat. At this juncture certain critical switch positions were checked and then as the Captain and FO settled in the SO returned to the tarmac to conduct his exterior preflight walk around. After donning a pair of well worn leather gloves and arming himself with his trusty flashlight he started in the nose wheel well and progressively made his way around the nose of the aircraft, down the forward right fuselage side, around the right wing, then under the wing and inside the right wheel well. From there he continued down the after right fuselage side, around the tail and forward again up the left side of the aircraft repeating the checks he had made on the right side. Once completed he returned to the cockpit. The Captain and FO had completed their 'nest building' by the time he returned. This ritual is repeated thousands of times daily as crews settle into their flight decks for the first time and arrange their charts, sunglasses, headsets, adjust their seats and rudder pedals, and make the initial setups for their cockpit and, of course, ensure that the ubiquitous cup of coffee was close at hand. The cockpit safety check was done with particular care since the aircraft had been sitting on the ramp, outside the control of skyLIFT personnel for several weeks. Manuals were checked, circuit breaker (CB) positions were reviewed, Fire Pull Handles were checked as well as ensuring the HF radios were OFF and the Master Radio was LATCHED. (One of the idioms about cockpit switch nomenclature on the TriStar is the use of the term LATCHED and UNLATCHED. For brevity in our story the reader should infer that LATCHED means the switch, value, etc. is in the ON or CLOSED position conversely UNLATCHED indicates OFF or an OPEN position). The Gear Handle and Flap/Speedbrake Handles were confirmed down and the Stabilizer Trim was set to Zero. Other checks ensued and eventually the Battery was switched ON from which flowed additional checks. Since ground power was available the Auxiliary Power Unit (APU) was not started. And with no Flight Attendants aboard the cabin safety checks would have to be done by the FO and SO. Soon each crewmember began checks on their individual instrument panels. Each started at a designated spot on their panel and then flowed in a standardized pattern checking instruments, switches, caution & warning lights and a whole host of other things. Before long they had arrived at the beginning to the BEFORE START section of the aircraft checklist. All items prior to this had been accomplished from memory or various crib sheets that are not part of the actual aircraft checklist. The L-1011 checklist is sectioned into the various regimens of a flight from BEFORE START thru to TERMINATION. Company policy required that the Captain call for all Checklist during ground operations so at this point the Captain announced, "'Before Start' checklist gentlemen." On the checklist each item had a notation to indicate who was responsible for the item, e.g. The checklist also included items in a box with reverse print that indicated they were critical to the Safety of Flight. Other items in a box without the reverse print indicated that those items required a Challenge - by the person reading the checklist - and a verbal Response by the person(s) responsible for that specific item. At skyLIFT the FO normally reads the BEFORE START checklist with the Captain and SO responding to each item as they are read; the entire BEFORE START section is Challenge & Response, so the FO began: "Exterior / Interior Preflight".................SO - "Complete" "Logbook".........................................SO - "Checked" "Circuit Breakers"...............................SO - "Checked" When the FO read "Oxygen Mask / Regulators / Interphone" everyone, including the FO, since the item was marked ALL, responded with "Checked." This challenge and response interrogation went on for several minutes. After the Preliminary items were dispensed with next up was the Overhead Panel starting with the INS MODE SELECTORS. The glareshield was checked next followed by the Captain's and FO's Instrument Panel. Now everyone focused attention on the Center Instrument Panel and after that was the Center Console. The NAVIGATION SYSTEM SETUP was the first item on the center console check and required quite a bit of time to complete. The Captain, who was the PF for this trip, was responsible for the programming of the navigation computers with the navigation and aircraft performance data extracted from the CFP. To ensure the accuracy of this critical preflight setup the PF is responsible for the ground setup of the Flight Management System (FMS) and the #1 and #2 Inertial Navigation System (INS) computers. The SO is responsible for the loading of the data in the #3 INS using the FO's copy of the flight plan. When the set-up is completed by both crewmembers the entire process is then checked by the PNF (the FO in our case) for accuracy. The FO takes the Master CFP and verifies that each NAV data line is correctly entered. As he cycles thru the FMS/INS units performing this task he draws a circle around each waypoint (WPT) signifying that the navigation data associated with that specific WPT has been properly entered and verified. After additional items are checked on the center panel, the crew finally arrives at the section devoted to the SO's Panel. The last item on the BEFORE START checklist is the Departure Briefing by the Captain, so using the "WARTS" memory aid he briefs the departure and covers: W - Weather and Wind Conditions A - Abnormal Procedures and Abort Considerations R - Runway Considerations T - Terrain, Transition Altitude and Taxi Considerations and finally S - SID (Standard Instrument Departure) When the Captain was finished the FO stated: "'Before Start' checklist Complete." The Captain then called for the BEFORE PUSH BACK checklist and the ritual began again. Things happened more rapidly now. The INS Mode Selector switches were placed in the NAV position and the Captain reached to the eyebrow panel just above the top edge of the windshield and pushed in the anticollison light switch. On the top and bottom of the newly painted fuselage, four red lights began to pulsate on and off. The Parking Brake was released and the push began, first straight back a few feet then a ninety degree turn so they would be facing northeast, parallel to the active runway, which was 21. The brake was reset and it was time for engine start. The SO set the fuel panel and secured PACKS 1 & 3 and placed PACK 2 online. Then Captain directed, "Start Engine number two." Due to how the various ships systems (hydraulics, electrical, pneumatics, etc.) are supported by the individual engines the preferred starting sequence for the TriStar is engines 2-1-3. If a delayed start is executed the number 1 or 3 engine is the last to be started but since the active runway was only a couple hundred yards away from their ramp position they would start all three engines together this morning. The Captain reached above his head to the Engine Start sub-panel in the middle of the overhead panel and pushed the ground start switch for engine two. He also started the elapsed timer on his clock at the same time - the time was 1704 Zulu. A few seconds later the SO called, "Oil Pressure" and the corresponding light on the Pilots Annunciator Panel went out. As the engine gained rotational speed the SO saw that the N2 gauge on his engineers panel was rising and he announced, "N2 Rotation", and when the N3 engine instrument indicated 25% the Captain reached to his right, just aft of the throttles, and flipped the center Fuel & Ignition Switch up to the ON position. Less than 10 seconds elapsed before the huge RB211 engine sitting in the tail lit off. The N1 pressure instrument indicated a rise and the Captain called, "N1 Rotation." The Captain now watched the Ground Start 'Value Open' pushbutton switch on the overhead panel and when the 'Value Open' light went out he declared, "Starter Cut Out." With N3 indicating 55% the Captain called, "Ground Start Release" and as the engine continued to spin up and stabilize the SO latched the HI Pressure Flowbar switch on his panel and checked various gauges to ensure that the engine was operating within acceptable limits. The engine was allowed to stabilize at ground idle and then the entire process was repeated for engine number one and finally number three. Soon the large amounts of smoke that typically follow the starting of the RB211 engines were replaced by the sweet smell of kerosene as it wafted out of the engine exhausts, blurring the space behind each engine with a shimmering cone of heat. People standing on the ramp were seen cupping their ears due to the close proximity of the engine noise. She may have been dubbed 'The Whisperliner' but up close she was plenty loud. With engine start came the next portion on the checklist which was another Challenge & Response section. The Captain calls "After Start" and then he starts down the appropriate checklist items. Captain - "Engine Instruments" ...............FO - "Checked" Captain - "Engine Anti-Ice" .....................FO calls "OFF" and this response is immediately mimicked by the SO too since it was a dual response item. Captain - "Pitot / Alpha Heat" ..................the FO reaches above his head to the overhead panel and activates the appropriate switches on the Air Data Sensor Heat sub-panel then states "On". This is a dual response item also so the SO confirms the switch positions and echoes "On." Now the Captain calls for "Windshield Heat" and the FO again reaches up pushes four switches to activate the heat on the front windshield along with the side windows, and indicates, "On." The remainder of the AFTER START checklist was done silently by the SO. At this juncture the ramp attendant saluted the Captain who then called for the TAXI checklist. With an All Up Weight (AUW - the total weight of the aircraft sitting on the ramp just prior to taxi) of slightly over 354,000 lbs, well below the Max Takeoff Weight of 510,000 lbs, they would use a 'Flaps 14' setting this morning. After testing the Maneuvering Direct Lift Control (MDLC) which is only installed on the Dash 500 models, the FO placed the flap handle on the center pedestal to the "4" degree detent. He noted the Leading Edge (LE) indicator light illuminate indicating that the 14 slats - 3 inboard and 4 outboard on each wing - were deploying and once the light went out and the LE EXT light came on to show they had extended, he then moved the flap handle past the 4 degree detent to its final setting of 14 degrees. He watched the flap indicator tape on the flap gauge inch downward until it read "14" and he declared, "Slats - 14 Degrees - Green Light." The SO monitored the upper right corner of his overhead panel and when all 14 slat lights on the Slat Monitor Gauge illuminated he said, "14 Green." Now the Captain advanced the throttles of the big jet to a breakaway level and once she started to move forward he retarded the power to sustain a slow taxi to the active, which was not very far away. Roswell Tower had cleared them to the active and in less than two minutes they sat at the approach end of Runway 21. The remainder of the TAXI checklist had been completed with altimeters set and crosschecked, speed bugs and takeoff Engine Pressure Ratio (EPR) bugs slewed to the desire settings, the stabilizer trim set to the appropriate setting for the conditions and finally the flight controls tested from 'Tops' to 'Bottoms.' The Captain now called for the BEFORE TAKEOFF checklist which is again a Challenge & response operation. Items such as shoulder harnesses, Starter Switch position, Continuous Ignition, Antiskid, annunicator panels and a critical recheck of the Flap/Slat position were all accomplished quickly. They were ready to go. The FO keyed his microphone, "Roswell Tower, One Three Sierra Lima ready at runway 21 for departure to the northwest." "One Three Sierra Lima, wind two seven zero at seven, cleared for takeoff, right turn after departure at pilots discretion". "One Three Sierra Lima cleared for takeoff, thanks for everything and Aloha!" The Captain pulled the TriStar onto the active runway and activated the landing lights. He then flipped the small switch located under the nose wheel steering yoke near his left knee to engage the rudder pedal steering and then said, "Here we go" as he advanced the throttles to a vertical position. Engine readings were confirmed by both the FO and SO. The FO, being the Pilot Not Flying (PNF), then called "Green Light - Power Set - Engine Instruments Checked." 'Green Light' referred to the green ENG 2 FAIL lights on either side of the glareshield panel had illuminated. These lights indicate that the system to detect a failure of the tail mounted engine during takeoff had properly armed during throttle application. This is a 'Safety of Flight' issue and if these lights do not come on the takeoff must be aborted. The Captain continued advancing the throttles to their takeoff target position, retaining his hand position on the tops of the throttles. The huge aircraft gained speed rather rapidly with only the fuel load aboard to weigh her down. At 80 kts Indicated Airspeed (KIAS) the FO declared, "Airspeed on the Rise." When the calculated V1 speed was reached the FO called out, "V1." They were now committed to a takeoff. If anything happened after this point in the takeoff roll they would continue the takeoff and deal with the problem once airborne. The Captain now removed his right hand from the throttles and placed it on the control yoke. The acceleration was now incredibly swift and in a matter of seconds the FO called out "Vr" to signify to the Captain they had reached their computed speed to rotate off the runway. The Captain relaxed the forward pressure he had held on the control yoke to this point and began a smooth continuous backward pull on the control column. The runway forward of the aircraft disappeared from view as the nose pitched skyward. The Captain made sure he didn't exceed 11 degrees of pitch up on the deck angle to avoid striking the tail on the runway and he maintained this attitude until they were airborne. Then the FO called out "V2" to signify that they had reached the speed necessary to safely climbout in the event they had lost an engine after the V1 speed had been reached. As the Vertical Speed Indicator (VSI) twitched upward indicating a positive rate of climb the FO called out, "Positive Rate" and the Captain commanded for the gear to be retracted. The FO moved the gear handle to the UP detent and watched the indicator lights. After confirming the gear was up and gear doors closed, he moved the lever to the NEUTRAL position and this depressurized the system. The gear now rested on the gear doors, which were being held closed by the door uplocks. The gear retraction process also retracted and stowed the tail skid and aft shock strut. At 1,000 above field elevation (AFE) the Captain called "Latch Vertical Speed 1,000." This signified to the FO to activate the Vertical Speed Mode on the Autopilot/Flight Director System (APFDS) - The Autopilot - on the glareshield to give them 1,000 feet per minute (fpm) climb gradient. At V2 + 10 kts the Captain commanded "Flaps 10." The FO moved the flap handle to the appropriate detent and verified that the flaps retracted to the desired setting. At V2+20 kts the Captain commanded "Flaps 4, Climb Power." Shortly thereafter as they reached V2+60 kts the Flaps were retracted for the last time and the Leading Edge (LE) slats were also stowed. Soon they had accelerated to 250 KIAS and then activated the autopilot's IAS function. They would climb at 250 KIAS until passing thru 10,000 mean sea level (MSL) then once again accelerate to their climb speed schedule which, for our TriStar, is 320 KIAS. Things were happening in rapid succession now. While the Captain placed the aircraft in a very shallow right bank to fly out to the northwest to intercept the outbound airway the FO switched frequencies and was now talking to Albuquerque (ABQ) Air Route Traffic Control Center (ARTCC or simply 'Center'). They cleared N513SL to 18,000 feet and confirmed to the crew they had the aircraft and its transponder code visible on radar. One thousand feet below their first assigned attitude of 18,000 feet the FO announced "Out of 17 for 18." Less than 10 seconds later ABQ Center instructed them to continue their climb to Flight Level 280. As they passed through FL180 the FO announced "Altimeters set to Two Niner Niner Two." The Captain secured the landing lights which had been kept on until this juncture. Now they would be flying in reference to the standard altimeter setting as would all other aircraft above this 'Transition Altitude' (TA). The TA is the altitude where aircraft no longer uses a local barometric pressure reading but instead use the one for a standard day at sea level. This in turn ensures that everyone above that level will be using the same base unit of measurement or datum above the earth's surface ensuring accurate vertical separation. Up to the TA the altitude is given in thousands of feet. Above the TA the altitude assignments are given as Flight Levels (FL). And to confuse things even more this TA level is different around the world. It varies from 2,000 to 18,000 feet. In the USA it's 18,000. When stating flight levels the last three numbers are generally omitted, so a Flight Level of 28,000, which was what ABQ Center just assigned our TriStar, is given as FL280. In Russia and China however these levels can really get confusing because in their airspace they use meters instead of feet as the reference datum. There you're likely to be assigned flight levels like FL282, FL315, FL348, or FL381. Soon the Captain commenced a shallow banked turn to the left to intercept the Juliet Sixty Five (J65) Hi Altitude Airway that pointed westward off the Chisum VOR just north of Roswell. The first leg of the trip would be flown using VOR/DME navigation. This would allow the crew sufficient time to compare INS & FMS navigation accuracy prior to engaging the LNAV (Lateral Navigation) function of the autopilot. Once that was done the aircraft would fly the previously inputted flight plan all the way to Hawaii. Accurate trim is essential to reduce drag and to minimize fuel consumption. It is normally accomplished once during the climb and then immediately after reaching cruise altitude and as needed as the fuel is burned off. The Captain now checked for thrust symmetry and the SO confirmed fuel balance. Now the Captain flicked the stabilizer trim wheel located on the top of the right horn of his control yoke. As he trimmed using this thumbwheel, the large manual trim wheels located on both sides of the center pedestal by the inboard knees of the two pilots ratcheted in sync with the Captain's inputs. Then the Captain zeroed out the aileron and rudder trim and ensured the wings were level on the Attitude Direction Indicator (ADI). At this point he noted any tendency for the aircraft to turn and then zeroed out the aileron and rudder trim. The TriStar was now in perfect trim as she climbed ever higher. (This procedure is repeated upon reaching cruise altitude also. After the aircraft is accelerated to its cruise speed, the autopilot is disconnected, the aircraft re-trimmed, and the autopilot reengaged). Twenty minutes after engine start they were passing thru FL260, 26 NM north of Holloman Air Force Base, located in the south central portion of the famous White Sands Missile Range (WSMR). The FO jerked his right thumb in a gesture towards his side window and said, "Trinity Site is over there." Trinity Site is the location of the first atomic bomb test shot that was conducted in July of 1945. This site lies in the northern edge of the WSMR. Less than 10 minutes later they passed over their first navigation waypoint - the Truth or Consequences, New Mexico VOR (TCS). The Captain made the necessary heading change and then the LNAV switch on the autopilot was latched. The autopilot coupled to the INS and FMS would now fly the aircraft, but the crew would continue to crosscheck the navigation to ensure that the automation was doing what it was suppose to be doing. More than one flight crew has been rudely awakened by circumstances when they have placed all their trust in the computers and failed to detect a errant navigation system. From TCS they had filed and been approved for a direct (DCT) routing to their next waypoint which was the Gila Bend VOR located 46 NM southwest of Phoenix. This segment was 272 NM long. Now at their cruise altitude of FL390 they got a call from ABQ Center to alert them to a Delta MD-80 on the same track but below their altitude. They had the contrail in sight and soon overtook the 'Mad Dog' and left him behind as they flew westward. Not long after Phoenix was off their right wing tip. The TriStar over flew GBN at 1808Z and the INS/FMS commanded the aircraft to its new heading that corresponded to airway Juliet Two (J2). They would follow this airway 231 NM westward, skirting the US-Mexico border all the way to their Mission Bay VOR waypoint just north of Lindbergh Field in San Diego, California. Thirty-two miles east of Yuma, ABQ Center passed control of the TriStar off to Los Angles (LAX) Center. Twenty four minutes after joining the J2 airway they flew almost directly over the Marine Corp Air Station (MCAS) at Yuma, Arizona. The Captain glanced down out of his side window and remarked, "Damn, I sure pity those poor Jarheads down there. It's like living in an oven all the time." The Captain had made a couple fuel stops there in the course of his Navy career and he was familiar with how stifling hot the place could get. No one remarked. After a crew has flown together for quite a while, which this crew had, conversation is infrequent during lulls at cruise. They knew each others families and had discussed most of the normal stuff during other long-hauls to far away places. The most 'talkative' guy was the FO who was responsible for communications as the PNF. He would respond to the controlling centers call for a frequency change as they passed from the control of one sector controller to another within the same center's area of responsibility. When someone got up to go to the galley they would naturally ask the others if they wanted anything. (The Dash 500 model has the galleys located on the main deck instead of on the cargo hold level like all previous models. This allowed for the expansion of the cargo space on the short-fuselage Dash 500's.) There's a lot of water down there! As they passed over San Diego the greenery of Balboa Park was clearly visible as was Lindbergh Field and the Coronado Bridge that spans San Diego Bay. Naval Air Station (NAS) North Island was prominent on the north end of Coronado. At 1839Z they passed over the Mission Bay VOR (MZB) and crossed the beach and headed out over the Pacific Ocean. Additional navigation cross checks were completed while in range of ground based navigation aids because once off shore the navigation would be strictly up to the Inertial Navigation System. At 1902Z they were 210 NM off shore and rapidly approaching FICKY, the reporting point that marked where they would be passed to their oceanic controller. Four routes angle to the southwest from FICKY. They take you to places like Tahiti, Rarotonga, Pago Pago and Nandi. The fifth route that angles to the west southwest is R578 and would take them all the way to Hawaii. It was at this point that the LAX Center called for the last time and advised the crew that they were leaving LAX airspace and radar coverage and entering the oceanic airspace. They were told to Squawk 2000 on their transponder and report their position to San Francisco radio. The FO dialed in the new frequency and called, "San Francisco Radio, One Three Sierra Lima. Position on one three one decimal niner five." The oceanic controller replied, "One Three Sierra Lima, San Francisco Radio. Go ahead." "One Three Sierra Lima is position FICKY at one niner zero five, Flight Level three niner zero, estimating FOOTS at one niner two one, FEARS next. Mach decimal eight four, ground speed four one four, over." The TriStar had just joined the transoceanic route system and had told the controller where they were and at what time, the name of the next compulsory reporting point and when they estimated to be there, the compulsory reporting point that would follow their next report, their speed as a Mach number and their ground speed. All this data would allow the controller to maintain a manual track on the aircraft even without radar coverage and would ensure proper lateral separation of all aircraft on the same route. Upon joining the route they also tuned a VHF radio to 128.95 which was the frequency used in Pacific Remote and Oceanic areas for Air to Air communication between aircraft. So now they were listening to the active Oceanic Control frequency, the Air-Air frequency and the VHF emergency guard frequency of 121.5. And thus began the long, monotonous transit along R578 to their final destination. And even though the aircraft was under the guidance of the INS and the FMS, with electronic screens displaying all necessary navigational information in real-time, they backed all this up with paper enroute and NAV plotting charts. On the center pedestal was a folded Jeppesen 3&4P (H/L) Pacific Ocean High/Low Enroute Chart. On one side was a chart covering the pacific route system from the Canadian/US border south to the northern California Baja Peninsula and all the way westward to Hawaii. On the back was the route system around the Hawaiian Islands. Also unfolded for use was a Mid Pacific - North Pacific Plotting Chart. One side of this chart had the west coast to Hawaii route system displayed and the flip side covered the North Pacific route system from Alaska to Japan. Ten minutes after passing each waypoint along the track the crew would dutifully plot the latitude and longitude from the INS that was actually navigating the aircraft (in the case of multi-unit INS equipped aircraft). This task is known as the Post Position Plot (P.P.P.) and though it may seem to be a useless exercise given the automation of navigation systems available, it actually serves a critical purpose. It confirms that the aircraft is traveling along the cleared track, first and foremost. After each P.P.P. the PF, in our case the Captain, confirms that the aircraft is on the cleared track, that the distance and time computation to the next Waypoint (WPT) agree with the Computerized Flight Plan, confirms the coordinates of the active "TO" waypoint on the INS Control Display Unit (CDU), and confirms that the autopilot is tracking correctly. Remember that Flight Plan we used in the BEFORE START checklist to setup the navigation computers in Roswell? If you'll recall the FO checked all the data entries the Captain and SO had made he circled each WPT to indicate the data was entered correctly. That Flight Plan is then used to manually indicate which WPTs have been crossed and which one is next. The circle around the WPT that the aircraft is currently flying "TO" is notated with a single diagonal line thru the circle. Once that WPT is crossed a second diagonal line is scribed thru the circle to form an "X" - this shows the WPT has been crossed. The next WPT on the Flight Plan is then immediately marked with a single diagonal slash to show that it's the next WPT they are flying "TO." When a Post Position Plot places the aircraft an unacceptable distance off the intended track then the crew must determine why and take corrective action. The first, and relatively simply explanation for why a fix does not fall on the intended track line is the track line is incorrectly drawn on the chart. In a dimly lit cockpit it's easy to misread the tiny Latitude and Longitude tick marks on a plotting chart. A secondary explanation for the error may be that the track points were accurately laid down according to the WPTs used, but the waypoints were incorrectly written down. But the third reason is the most sinister. The correct WPTs were used, the trackline was drawn on the chart correctly but you aren't where you think you are. Obviously the aircraft is not navigating along the track as it should be, but why? It then becomes the mission of the crew to determine what is causing the error and correct it. It can be a whole host of problems such as an incorrectly entered waypoint coordinate(s) in the computer, the autopilot is in HEADING instead of NAV mode, the autopilot is cross-coupled; i.e. the Captain is using the "A" channel and the FO the "B" channel and they are receiving different inputs thru the two channels. In a triple INS equipped aircraft as our L-1011-500 is, the INS in use might be in manual waypoint change instead of auto. And even though there are detailed and thorough setups and checks in place when the navigation system is initially programmed on the ramp we are dealing with humans and humans do make mistakes. Therefore the paper plot is the last resort backup to ferret out any previous 'screw-up's' by the crew. Most people take for granted the ability of modern aircraft to whisk them easily from place to place such as the west coast of the US to Hawaii; they never think about the actual route itself not to mention the overall complexity of the air route system that spider webs across the Pacific Ocean. The Central Eastern Pacific (CEP) Composite Route System (CRS) covers the area from the west coast of the US to Hawaii. This route system is arguably the longest oceanic routes in the world that are over open water with no diversion points available either left or right of the tracks. The North Atlantic Track (NAT) system has several diversion opportunities should something go wrong: Iceland, Greenland, Canada, etc. Mid Atlantic transits have Bermuda or the Azores. Very long flights across the Pacific from Australia and SE Asia have a plethora of islands available in the western Pacific and North Pacific (NORPAC) routes offer various airfields in the Aleutian Islands of Alaska and even Siberia for emergency diversion. Even long hauls from South Africa to the US have relatively short diversion options to either the African continent or South America should the need arise. However, nothing lies between the US west coast and Hawaii except water. If something should happen you either continue to Hawaii or return to the US or worse. Naturally these 'issues' are mitigated by the extremely high reliability of today's jet engines with twin engined aircraft now routinely fly extremely long legged routes. But contrary to common thinking the critical factor is not the loss of an engine and the aircraft not being able to maintain altitude but the loss of pressurization. In that case the aircraft must descend to a much lower altitude which in turn means that the fuel burn will be far greater than anticipated and that's when your problems really begin. During any flight, but especially over vast expanses of water, the prudent pilot must know at any given moment what airfield he would divert to if the need arises. To assist the pilot in this determination on oceanic routes is a point along the track known as the Equal Time Point (ETP). The ETP is just as it sounds - it's that point on the route where you are equal flying time ahead or behind you to a suitable airport (not necessarily your departure or destination; in our flight it's San Diego and Hilo, Hawaii) to land in case something goes wrong - and it's the point where the fuel expenditure to either field is also the same. In a no-wind condition it would be the exact halfway point between these two airfields but naturally that never happens. If you have a head wind then this imaginary point will be moved forward along your track and backward for a tailwind component. The operative word to keep in mind is TIME! The ETP calculated by the skyLIFT dispatcher had been clearly marked on the plotting chart by the crew but they had to adjust this point when and if they encountered winds aloft that were different from those used by dispatch in the initial calculations. There was a lot going on here and it was critical to the safety of the flight. Some of the WPTs on the CEP Composite Route System between the North American West Coast and Hawaii are non-compulsory. These are depicted on the charts as open-triangles. Compulsory WPTs are shaded triangles. When the skyLIFT Computerized Flight Plan was generated it listed both compulsory and non-compulsory WPTs. The Captain however had the discretion to load all or only the compulsory points into the INS. He chose the latter so all the WPTs on the CFP were loaded and circled however the aircraft would only make voice position reports to the oceanic controller over compulsory points. So as they passed each compulsory reporting point the FO would call the Oceanic controller and file a position report. Three hours and fifty-four minutes later the TriStar found herself over reporting point FANTO. At this point control of One Three Sierra Lima was passed from the Oakland Oceanic Controller to Honolulu Center. As they neared FITES their VOR receivers swung into action. One pointed off the right nose and indicated that their first Hawaii based navigation aid on their flight plan, Upolu Point (UPP) VOR on the northern most tip of the Big Island of Hawaii, was 190 NM away. They had another VOR tuned as a cross check to the Hilo (ITO) VOR located on the eastern coast of Hawaii. The DME readout showed 150 NM to this station and it was dead ahead. Upon reaching UPP they turned northwest and soon were descending to meet their only crossing restriction on the approach. The controller directed them to cross intersection Julle, 29 NM southeast of Honolulu, at or below 12,000' (it is normally 14,000'). As usual the active runways were 08 Right and Left. They were told to expect vectors to a visual approach to 08R which is known as the Reef Runway because it is built on a reef to seaward of the airport. This would require that they fly offshore in a westerly direction towards the Barbers Point area (southwestern tip of the island of Oahu), then get turned to the north, then back eastward towards Honolulu and the airport. Arriving at FL180, the Transition Altitude, they reset their altimeters to the pressure setting provided by the Honolulu controller. They flew between the islands of Hawaii and Maui and when southwest of Kahoolawe turned to the northwest, and continuing descending. Passing Maui the SO thought about his wife and home at Wailuku on Maui. One of the great 'perks' of airline flying, not to mention the travel and pay, is the ability with seniority and schedules, to live just about anywhere and 'commute' to your home hub. The crew of our TriStar were all very senior crewmembers, with the Captain and FO both in their mid-50's and the SO, who was actually a Professional Flight Engineer (crewmember who holds an FE rating and an airframe and powerplant mechanic (A&P) certificate but is not a pilot) was in his late 60's. He had flown side-saddle on various aircraft for nearly 40 years. The Captain and FO both lived on Oahu; the Captain on the leeward side of the island near Kaneohe Bay and the FO in Waikiki but the Second Officer had chosen the peace and rural tranquility available on Maui. And even though he lived on another island his commute was relatively easy with an abundance of regional commuters that flew between the islands. But there was too much going on to be thinking about home and hearth. He'd be home in a couple hours anyhow. The DESCENT Checklist required silent items by the SO and additional Challenge and Response items such as: "Shoulder Harness ................On" "Seat Belt Light ....................On" "HSI Heading Switch .............MAG" "Pilot's Annunicator Panel......Recall" "Continuous Ignition ..............On" "Exterior Lights .....................Set" "Altimeters ..........................Three Zero Zero Five & Crosschecked" "Airspeed / EPR Bugs...........Speed One Two Seven - EPR Six Two Two & Cross Checked" Before long they had been vectored downwind, turned towards the beach and eventually found themselves established on a visual approach to runway 08R. With the gear extended, 33° of flaps and the LE slats set and the BEFORE LANDING checklist completed they rode One Three Sierra Lima down towards the runway. The SO had positioned his seat between his engineer panel and the back of the center pedestal to monitor the approach. One thousand feet AFE the FO called, "One thousand reset, Cleared to Land." As they passed thru 100' AFE the SO made his assigned callout, "100." The Captain deftly maintained the sink rate and pitch attitude so as to pass over the threshold 50 feet above the runway surface. Starting at 70' AFE the SO continued his descent calls in ten foot increments: "70" - "60" - "50" - "40"..."10" followed almost instantaneously with the gentle screech of the main gear wheels settling onto the tarmac. As the Captain lowered the nose to the runway he applied reverse thrust but did not exceed idle thrust until the nosewheel was on the runway. At this point he increased the thrust and the aircraft slowed rapidly. He started to reduce reverse thrust and by the time the aircraft had slowed to 70 kts the thrust had been returned to idle. Turn off was accomplished and the AFTER LANDING checklist was called for. "Rudder Pedal Steering...........Off" (The Captain flipped the switch on the nose wheel steering yoke to turn off the rudder pedal steering.) "HF Radios.............................Off" "Anti-Skid..............................Off" "Air Data Sensor Heat.............Off" "Windshield Heat....................Idle & Off" In a matter of seconds the checklist was completed. The engineer asked about engine shutdown and the Captain told him to that they would secure No. 3, which was the engine with the least impact on ship systems. They turned off the active runway onto taxiway Romeo Golf and the Ground Controller asked, "One three Sierra Lima where are we headed this afternoon?" The FO told the ground controller Gate 36 which was what the skyLIFT dispatcher had told them on the company frequency when they had passed their 'In Range' report. "Roger. Taxi to Gate 36 via 'Romeo Alpha' - 'Romeo Tango' - 'Foxtrot' - 'Echo' - 'Zulu' - 'Golf'." On the taxi in after the No. 3 engine had stabilized at ground idle RPM and temperature for 1 minute the SO secured the engine. As they approached runway 8L from taxiway Echo they were held short as an Air Force C-17 Globemaster took-off. Once the Air Force aircraft had cleared, they were on their way again and in less than two minutes they were turning onto Taxiway Golf. Then brakes were set, the engines secured, exterior lighting switched off and it was all over. The skyLIFT TriStar blocked in at the gate at 2340Z (1340L). Total time enroute had been 7 hours and 18 minutes. They were tired but glad to be home. Through the windshield they could see quite a commotion in the terminal at their gate as a couple TV crews jostled for an advantageous position for their cameras. Several dozen skyLIFT officials and employees along with the Mayor of Honolulu and his staff had made the trip down to welcome the new aircraft to Hawaii. It looked like they would be involved in a press dog-and-pony show for a while. So much for getting home quickly! Postscript After the throngs of greeters dispersed the skyLIFT ramp and cabin servicing personnel descended on the TriStar in full force. Her final fitting out; food carts, safety bulletins, seatback literature, and other company germane items were loaded aboard and she was prepped for her first revenue departure which was scheduled for the very next day. She would head to Maui, the 'Big Island,' and then Las Vegas. Ironically our SO would be driving by the Kahului Airport on Maui the very next day enjoying his three days off and he'd witness her landing. Even with all his years in a cockpit, and given that he had just flown this very aircraft to Hawaii the day before he still pulled his car off to the side of the road and watched intently as she settled gently on the runway. "Damn, that's one beautiful piece of machinery!" he said aloud to himself as he drove off. The pure awe of aviation had not diminished for him after over four decades. The TriStar had a new lease on life, a new home, and now it was time for her to Return to Service! Joe Thompson joe308@zianet.com Return to part 1 As always I enjoy hearing from the readers. I invite any and all comments regarding this or previous stories I have authored. Credits & Reference Links AIRCRAFT Lockheed L-1011 by Erick Cantu / Vistaliners available at http://www.eastern-va.com/vistaliners/downloads2.htm Though the story features a short-bodied L-1011-500 model the author used a Dash 100 model to "fly" the story. The L-1011 used in the story is an offering by Eric Cantu on his Vistaliners web site. And even though this model is only a beta version, in the opinion of the author, it is the best quality TriStar model currently offered for flight simulation. The author did however modify the aircraft CFG parameters to more closely replicate a Dash 500 model. Model Note: This is a BETA model. A livery repaint for the Vistaliner model in the colors of the last Delta L-1011 N728DA 'Delta Belle' which is mentioned in the story, is available at FlightSim.Com. Search for file n728dav2.zip and n728dafx.zip. Jim Campisi of Vistaliners did the original textures of this package and Joe DeGregorio modified them to provide the Delta Belle paint scheme.) Repaints - Delta 'Storage', 'Primed" and 'Skylift' repaints by the author. PANEL Original by Ken Mitchell available at FlightSim.Com. File name: Ribbon style gauges - l1011kmr.zip - or Regular analog gauges - l1011kmp.zip. Panel modifications by the author. SOUND RB211-524 Sound Set (author unlisted) available at FlightSim.Com. File name: l1011snd.zip. SCENERY Honolulu International by Bill Melichar available at FlightSim.Com. File name: honov5.zip. (You may want to try one or all of the photoreal Hawaiian enhancements available at FlightSim.Com by Gottfried Razek.) Honolulu AFCAD2 by Karl Hannestad available at FlightSim.Com, file name: phnlbm2.zip. Hickam AFB by Derek and Brendan Webb available at FlightSim.Com, file name: dbwhk04.zip. Pearl Harbor by Derek and Brendan Webb available at FlightSim.Com, file name: dbwprl04.zip. (Additional Hawaiian Island enhancements available at http://walhalla.mine.nu/fs2004/hawaii.php Victorville by William Morgan/FRF Studios available at FlightSim.Com, file name: kvcv.zip. Roswell Maintenance Hangars by Kyle Ramsey available at Zia Cargo, file name: http://ziacargo.com/main/scenery/kyleramsey/ziamaint.zip. Roswell Ramp AI Scenery by the author using various AI models and flight plans. Water Textures by Ed Truthan available at FlightSim.Com, file names: oceanstx.zip and oceansfx.zip (A unique installer by Johan de Vries for the water textures is also highly recommended and available at FlightSim.Com, file name: ofx20sa.zip.) Terrain Mesh converted and compiled by Stephen Rothlisberger available at http://www.simviation.com/fsdterrainsrtm.htm INSPIRATION I'd like to thank Mr. Scott Goodwin for his wonder magazine article entitled, "Trans Atlantic Airlines" published in Airliners magazine, Mar/Apr 2007 edition. His piece was the inspiration for me to tackle this project. IF YOU'RE INTERESTED "A Field Guide to Aircraft Boneyards" by John Weeks - http://www.johnweeks.com/boneyard/index.html#SITEH "Portuguese Lockheed L-1011 TriStar Information Center" - http://www.tristar500.net/specifications.htm "End of an Era: Delta L-1011 Farewell" - http://flytristar.tripod.com/article/art07.html L-1011 Manual Excerpts - http://www.eucomairlines.de/manual/manual.html
  5. Returned To Service By Joe Thompson 13 June 2008 Part One: From Cradle to Grave...Almost! The Genius Of An Aircraft The saga of the Lockheed L-1011 "TriStar" actually started in the 1960's when American Airlines indicated to Lockheed and Douglas that it was in the market for a wide-bodied airframe that was smaller than the B-747 but still had a large seat capacity and sufficient range to fly to Europe or South America from hubs in New York and Dallas. Up until this period Lockheed had been absent from the commercial aircraft market; following the massive problems they encountered with their L-188 Electra. Lockheed initially envisioned a very large twin engined aircraft as their response to the design challenge but eventually added a third engine to increase takeoff performance from shorter runways. Their solution for the third engine though would be far different than what Douglas chose for their entry into this competition, the DC-10. (The DC-10 was McDonnell Douglas's first commercial airliner after the 1967 merger between McDonnell Aircraft Corporation and Douglas Aircraft Company). McDonnell Douglas eventually used two different engines types for their aircraft, the Dash 10's and Dash 30's used General Electric CF6 whereas the Dash 20 (later re-designated Dash 40) which was only bought by NWA and JAL used the Pratt & Whitney JT9D powerplants. Lockheed on the other hand elected to go with Rolls Royce engines for all models of their TriStar. The Lockheed design, unlike the high, tail mounted engines found on the DC-10, installed the number two engine within the rear section of the fuselage. This engine would receive its air through a curved "S" duct that ran beneath the vertical fin. The B727 uses the same design. However at the outset, Lockheed's engineers knew they needed a shorter engine in terms of overall length to fit inside the tail. Rolls-Royce had one under development that fit this parameter. Initially Lockheed was excited to team with Rolls-Royce on the TriStar project. Rolls-Royce was working on a "three-spool" engine designed that promised much greater engine efficiency than was offered by other jet engines. In the three-spool design three turbines spin separate shafts to power three sections of the compressor area running at different speeds. In addition to allowing each stage of the compressor to run at the correct speed, the three spool design is also more compact and rigid, although more complex to build and maintain. And having one more shaft than usual, the engine rotation speed is reduced resulting in less noise. The RB211 engines have a by-pass ratio of 5:1, driving some 70 percent of the thrust around the outside of the core. In fact the TriStar still complies with Stage III regulations without any engine modification required. Unfortunately during this period Lockheed found itself in serious financial difficulties exacerbated by the C-5A Galaxy contract and the cancellation of the Army's Cheyenne helicopter. Then Rolls-Royce announced serious difficulties with the development of the RB211 engine. Rolls had elected to use Hyfil, a proprietary carbon-reinforced epoxy that resembles plastics used in today's tennis rackets, on the front fans of the engines. This would save 900 pounds of weight but these hi-tec blades proved to have severe problems during bird strikes. Rolls swapped them out with titanium blades but this in turn added more weight to the engines and was a major setback for the RB211 project. The overall development time line for these new engines had also been underestimated as had their development costs. This lead to the financial collapse of Rolls-Royce in February 1971 and only after the British government stepped in and assumed control. The continued development of the engine though required that Lockheed pay a much higher price to cover the real costs of that development. Lockheed knew that at this juncture to replace the RB211 with either the Pratt & Whitney JT-9D turbofan or the General Electric CF-6 would cost a year in time and $100 million in development costs. Neither of the GE or P&W engines would fit into the current TriStar fuselage housing assembly without a major redesign which in turn meant additional wind tunnel testing and other laborious testing to gain FAA certification. Lockheed was caught between the proverbial 'rock and a hard place' and opted to stick with the Rolls engine. The first L-1011 took to the skies over Lockheed's Palmdale, California plant on 11 Nov 1970. Between then and 1980 they produced 250 TriStar's (163: model 1, 13: model 100, 24: model 200, and 50: model 500). The name by the way is in keeping with the Lockheed tradition of naming their passenger aircraft after celestial bodies; e.g. Constellation, Orion, and TriStar. Unfortunately in the end several factors proved to be obstacles that were too much to overcome for Lockheed and its TriStar. First was the disastrous debacle involving the engines; even though the RB211's eventually proved to be outstanding powerplants, the delay meant that the DC-10 had been in production over a year before the first L-1011 rolled off the Palmdale line. On top of this was Lockheed's tardiness in providing a longer ranged aircraft. Lockheed didn't fly the first short fuselage L-1011-500 until early 1979 and then it was too late. McDonnell Douglas had a deep seated customer base, proven support infrastructure for their aircraft and Lockheed was unable to make up the ground they had lost Lockheed initially estimated they needed to produce 300 aircraft to break, but that figure actually proved to be about 500 - they only built 250. In the end Lockheed lost $2.5 billion on the TriStar project and the experience buried them in commercial aerospace. In December 1981, Lockheed announced they were stopping production. In the end the Tristar, which was Lockheed's 'reintroduction' into the commercial airliner marketplace, proved to be Lockheed's last commercial airliner venture. The DC-10 never broke even either even though 386 were sold to the airlines and an additional 60 to the Air Force as tankers (KC-10 Extender). The fierce competition with the Tristar's and a troublesome safety record proved a nemesis that the Douglas plane could never quite shake free of. With all the turmoil surrounding the TriStar and even though Lockheed eventually lost out to McDonnell Douglas the L-1011 was considered to be technically far more advanced than the DC-10 by its crews, owners, and aviation experts. Some of the high tech and/or innovative features found on the L-1011 were such things as: Noise - The RB211 engines were so quiet the aircraft was dubbed 'The Whisperliner' by Eastern Airlines. The moniker stuck throughout the industry. The cabin was also much quieter than other aircraft of similar size because the engine nacelles were hung farther out on the wings than was the norm. What permitted the positioning of the wing mounted engines farther outboard was the use of the "S" ducted center engine. Since this engine was lower in the tail than mounted on the tail it allowed for a larger and more effective rudder. Additional Hydraulic Systems - Four independent hydraulic system lines for more redundancy to power the control surfaces such as ailerons, elevators, rudder, slats/flaps, etc. The DC-10 has only three hydraulic systems. The L-1011 was also the first aircraft to incorporate a Ram Air Turbine (RAT). The RAT, a small turbine with a small propeller that deploys below the fuselage when required, is connected to a hydraulic pump or electrical generator and is used as an emergency power source. In case of the loss of both primary and auxiliary power sources the RAT will power vital systems (flight controls, linked hydraulics and also flight-critical instruments). Digital autopilot - The L-1011-500 was the first wide-body commercial aircraft to have a digital auto-pilot instead of an analog system. One of the most accurate auto-pilots ever built its high degree of accuracy when used in conjunction with the also technologically innovative Direct Lift Control system permitted the L-1011 to easily attained CAT III capability. Direct Lift Control (DLC) - The DLC is a system particular to the L-1011 which was designed to control inboard spoilers' deflection during final approaches to provide vertical speed control without significant changes in pitch attitude. The DLC operation results in a smooth and constant pitch attitude approach and also works automatically with the autopilot. This concept is similar to the principle of using spoilers on a glider in the final approach, thereby controlling the rate of descent without changing the glider's speed. When flaps were selected into the Landing range, the spoilers popped up to a null point (on the early models) of 7 degrees. Thereafter when pitch inputs were made, the spoilers would deploy further - up to 14 degrees for pitch down inputs and down to zero for pitch up inputs. The null position was increased on the Dash 500 to 9 degrees. Interesting to note that "another aircraft" that uses DLC is the Space Shuttle. Active Control System (ACS) - While Douglas was studying and testing winglets in its DC-10 aircraft - which were eventually introduced in the MD-11 - Lockheed believed that a more efficient way of reducing induced drag for better fuel economy was by increasing TriStar's wingspan giving a higher aspect ratio to the wing. However, increasing the wingspan usually requires wing reinforcement and thus higher aircraft weight. The solution found was to design an active system which works for wing load alleviation.. Accelerometers installed in the fuselage and wingtips of the L-1011, detect vertical accelerations induced by turbulence or maneuvers and automatically deflect ailerons to redistribute excessive wing load. This is accomplished by deflecting the outboard ailerons in the same direction simultaneously to redistribute wing loads inboard. This reduces wing vibration and wing tip and wing root bending loads during maneuvers and in turbulence. Performance Management System - This is another system particular to the L-1011 which is incorporated in the Flight Management System. Lockheed noticed that optimum cruise Mach number was unstable to keep resulting in lots of throttle movements and corrections. In other aircraft, many airlines would opt for a higher Mach number which also led to higher fuel burn. The PMS was designed to keep airspeed precisely by changing, with small variations, the aircraft's attitude. If the airspeed is above the selected figure, a nose-up command is sent to the horizontal stabilizer making the aircraft rise a maximum of 50 feet and lose speed; conversely, if the airspeed falls below the selected figure, a nose-down command is sent and the L-1011 sinks a maximum of 50 feet to gain speed without throttle correction. The benefits from this system were better fuel efficiency, extended engine life and less auditory fatigue for the passengers due to thrust variations. Air conditioning - TriStar's air conditioning system totally renews air in the cabin every 3 minutes, resulting in a much more enjoyable atmosphere. The majority of other commercial aircraft, even the ones today, use re-circulated air sacrificing passengers' comfort for fuel efficiency purposes. Door operation & configuration - The L-1011 doors slide up into the fuselage whether in electrical, emergency or manual mode. This designed ensured that, in case of emergency, no outside obstacles could prevent the doors from being opened. The forward loading doors were double width and there were no doors over the wings, this allowed faster emergency exiting from these doors via an escape slide. Four anti-collision lights - The majority of commercial aircraft flying only have two anti-collision lights (the red rotating/blinking lights), one on top and the other on the bottom of the fuselage. For redundancy purposes, the L-1011 has two on the top and two under the belly. If one failed, the aircraft could still be dispatched without delaying the flight. L-1011 Model Limitations / Differences Model 1 100 200 250 500** Passengers 362 362 362 362 330 Wingspan (ft)* 155 155 155 155 164 Fuselage (ft)* 177 177 177 177 164 Range (nm) 2872 3660 3682 4524 5264 EOW (lbs) 240,000 240,000 240,000 240,000 245,000 MZFW (lbs) 338,000 338,000 338,000 338,000 338,000 Fuel Cap. (lbs) 159,600 178,800 178,800 213,600 213,600 Fuel Tanks 4 in Wings 6 - in Wings & Wing Ctr Section 6 - in Wings & Wing Ctr Section 6 - in Wings & Wing Ctr Section 6 - in Wings & Wing Ctr Section Thrust (lbs) 41,998 41,998 50,000 50,000 50,000 Eng Type* RB211-22B RB211-22B RB211-524 B4 RB211-524 B4 RB211-524 B4 Max Taxi Wt. (lbs) 442,000 442,000 476,000 512,000 512,000 Max T/O Wt. (lbs) 440,000 440,000 474.000 510,000 510,000 Max Ldg Wt. (lbs 358,000 358,000 368,000 368,000 368,000 Max Altitude 42,000 42,000 42,000 43,000 43,000 Max Tailwind 10 kts 10 kts 10 kts 10 kts 10 kts Max X-Wind** 35 kts 35 kts 35 kts 35 kts 30 kts * Rounded off. ** The exterior difference between a Dash 500 and previous models is the shorter fuselage, and on most but not all -500 model you will find three doors per side vice four doors. The forward cargo door on the -500 is also larger. In the interior the most oblivious difference, other than less seats of course, is that the -500 eliminated the below deck galley arrangement and its accompanying service elevators and placed the galley on the main deck. *** Allowable X-Wind components for Autoland and to initiate a CAT II/III Approach are not shown. These would be less than what is displayed. Graveyards and Boneyards Some evidence seems to support a long held legend that there are places deep in the African bush where old elephants instinctively go to die. They sense their time has come to an end in this world and through some deeply ingrained animal instinct they travel to this special place to die. Legend also has it that these places, referred to as elephant graveyards or boneyards, are strewn with the bones of thousands of once majestic animals. Airplanes have their own 'boneyards' too. When airline managers decide that, for reasons of corporate efficiency, newer technology, or cost-benefit analysis, that a particular aircraft or an entire fleet of airplanes are no longer the proper mix for the airline then they are transfer to one of these aircraft storage facilities to wait their eventual fate. Places with names like Mojave, Davis-Monthan, Pinal Airpark, Tucson, Gray Bull, Kingman, Roswell, and Victorville serve as the finally resting place and the site of the eventual destruction of many a great airplane. Some aircraft succumb to spectacular and often tragic ends resulting from a crash. Their paperwork is noted WU - "Written Off" and the final chapter is closed on their existence. Most aircraft however, meet a far less spectacular end. After years of service most commercial aircraft eventually find their way to a storage facility normally in the desert southwest of the Unites States. Some are placed in storage for a period of time until their owners decide that it is merely more expedient to scrap the aircraft after its salvageable parts are removed. The aircraft sit in the heat and dust and as their once magnificent paint schemes fade from view, in a nearby building their records carry notations such as WFU - "Withdrawn From Use" and STD - "Stored." The eventual final fate for most is to be parted out; all salvageable parts are removed and then the aircraft is chopped up and sold to a scrap metal dealer. Records for aircraft relegated to this fate are then marked - BU - "Broken Up." Occasionally however an aircraft receives a reprieve from the chopping block and following its sale or lease she is refurbished and placed back in service. These aircraft have their files marked RTS - "Returned to Service." And as is the procedure for most stored aircraft we can envision her arriving in Victorville to little pomp and ceremony. The last aircraft of a fleet type when retired to a desert storage area is normally sent off from its last hub airport with much fanfare and is even greeted at the "boneyard' with some special events to bid them goodbye. But those that follow before are privy to none of that. They merely show up, the paperwork is passed from airline to the caretakers, the ferry crew leaves for a local airport to fly home and the aircraft begins a less than glamorous existence. These desert locales, many of which are several thousand feet above sea level provide a low humidity environment that is conducive to the overall maintenance of the aircraft. Costs are relatively low also with an aircraft owner paying upwards of $10,000 USD for the initial preparatory work for storage on a large airliner and then several hundred USD's a month in storage fees. The owners stipulate the inspection cycle to be maintained on the aircraft and inspections cover such things as boost pumps, landing gear and tires, external fuselage surfaces, hydraulic lines, auxiliary power units (APU) and the engines. Naturally most openings such as doors, windows, static vent, overboard posts, engine intakes etc are thoroughly sealed to protect them from the elements - and desert vermin. Delta and the TriStar All stories need a central character. Naturally for this one it's a TriStar, but which one? I could have merely fabricated one and taken it from there but I felt it would be more meaningful if I grounded the foundation of the story in reality. Therefore I selected a Delta L-1011 in desert storage to serve as the centerpiece for this story. The aircraft, N761DA, actually exists. Its history up to the point of being Returned to Service is factual. All events thereafter in this story are fictitious. The first Delta L-1011, N701DA (msn 1041) rolled off the assembly line in Palmdale on September 7, 1973. It was delivered on October 3, 1973. As happens with all airliner fleets eventually the aging aircraft were replaced; Delta TriStar's were replaced on the Atlantic Oceanic routes by B767's, and by MD-11's in the Pacific. Delta's last L-1011 in fleet service, N728DA a Dash 500, was ferried to Victorville for storage on 01 August 2001. Our story aircraft, an L-1011-500, first flew on 01 April 1981 and carried the manufacturers' serial number 193Y-1208. The 193Y was the production code for Pan American World Airways and the 1208 indicated that this was the 208th L-1011 that had been produced. Pan Am took delivery of the aircraft on 27 May 1981 and registered her as N513PA, naming her 'Clipper Wild Duck'. Pan Am flew this aircraft until 1988 then sold her to United Airlines. United took possession on 10 February 1986, retained the old Pan Am registration, and flew the aircraft for two years before selling her to Delta Airlines in 1988. Delta took possession on the 19th of May 1988 and reregistered the aircraft as N761DA. She flew with Delta until her retirement in 1999. Some Delta TriStar's ended up at Mojave Airport in California but the vast majority of them were retired to the Southern California Logistics Airport (VCV / KVCV) in Victorville, California. It lies approximately 40 miles NE of Los Angles and is, ironically, only 35 miles east of Palmdale, California where all the L-1011's were produced. Commonly referred to simply as 'Victorville,' the airport was once George Air Force Base until its closure in 1992. To soften the economic impact of the closure on the surrounding civilian community the airport was envisioned as a global intermodal logistics hub for the western US. Even with many business inducements, runway expansion and declaring the airport a Foreign Trade Zone, the vision never came to fruition. Instead Victorville became the final resting ground for many airliners as they served out their usefulness with carriers around the world. In a twist of irony the only wide-bodied aerial fire tanker, a converted DC-10, 'Tanker 910', is operated by the California Department of Forestry (CALFIRE) and uses VCV as its home base and returns here for reloading on all fire suppression missions within California. A New Lease on Life And now after more than a half dozen years sitting in the hot desert sun N761DA looked like a beached whale carcass. The familiar Delta Airlines livery paint scheme was faded and most of the rudder paint had been removed. The large "DELTA" fuselage logos along with the Delta "widgets" near the forward doors had been painted over. She looked neglected; she also looked as if she longed to be flying again. It was at this juncture that SkyLIFT International, doing business as (dba) "skyLIFT" decided to purchase an L-1011-500 and place her in service out of Honolulu, Hawaii. The intent was to fly the aircraft on weekly service from Hawaii to Las Vegas. This would be a gamblers junket that would depart Honolulu on Thursdays, make stops in Kahului, Maui, and Hilo, Hawaii and then fly on to Las Vegas. The aircraft would sit on the ground through the weekend and then return to the islands on Sunday. She would also be available for specialized charters, primarily throughout the Pacific area. Once skyLIFT executives located an appropriate airframe and after the purchase, the aircraft was moved from its normal storage location off the approach end to Victorville's runway 17 down to the main ramp for refurbishment. The process to bring a large aircraft like ours back into airworthiness compliance is long, arduous, and involved lots of work hours and quite a bit of money. Naturally revitalizing the engines and finding parts for the Rolls-Royce RB-211 is critical and not an easy task in today's aviation world. But after a lot of hard work and some major scrounging around for parts our aircraft was ready to fly. Now she was reregistered as N513SL, as she sat on the tarmac ready to start her journey back to that coveted status - Returned to Service. She still bore the weathered Delta Airlines paint scheme but skyLIFT company decals were applied to the main fuselage as were the new "N" numbers and she was ready to ferry. SkyLIFT officials had selected an aircraft paint company doing business out of Roswell, New Mexico to repaint the aircraft, so the first thing on the agenda was to get the aircraft the 650+ miles down to Roswell. So on an hazy, humid morning our skyLIFT TriStar crew of three, all with previous Ten Eleven experience, signed the final paperwork and were off for New Mexico. The aircraft had been test flown for hours in and around Victorville working out various bugs in the refurbished systems but this was the real deal now. At the departure end to runway 17 the Victorville tower controller pushed his mike button and said," One Three Sierra Lima, wind two four zero at eight gusting to fourteen, cleared for takeoff, left turn after departure approved. Have a nice flight, gentlemen." After getting the gear up and the flaps and slats in on schedule the TriStar banked to the left and pointed her nose to the east and her first navigation aid - the Hector VOR. This carried the aircraft east over the Mojave Desert and after Hector over flew Needles, California on the west back of the Colorado River that separates Nevada and California. From Needles the TriStar angled off to the east south east and flew to Prescott and then over the eastern expanses of Arizona into New Mexico. From Truth or Consequences ("Tee-R-See" as the locales fondly call it) on the banks of the Rio Grande River and the huge Elephant Butte Reservoir the TriStar took up a more easterly heading that carried her over the heart of the White Sands Missile Range and into Roswell (ROW / KROW). Roswell Industrial Air Center, like Victorville, use to be something else. During World War II the field was known as the Roswell Army Airfield. After the war it was Walker Air Force Base and served as a Strategic Air Command base until its closure in 1967. Today several non aviation related businesses occupy facilities on and near the airport property but the largest visible tenants are the dozens of old airliners that are stored and or refurbished at the airport. Airframes like B747's, DC-8's, L-1011's, MD-80's and 90's and DC-9's sit silently baking in the hot New Mexico sun. You can see their fuselages festooned with names like, Polar Air Cargo, American, Delta, ATA, UPS, BAX, Arrow Air, Continental and TWA. On the ramp near where the TriStar would park, amidst all these old airliner relics, sat several brand new Boeing 757's in bare metal waiting to be painted before joining their airlines in revenue service. 'One Three Sierra Lima' rolled to a stopped as the ramp worker crossed his paddles. Several people had gathered outside their office spaces to watch the new arrival. Engines were secured, chocks set and the large TriStar came to rest after her 1 hour and 53 minute transit from Victorville. She would sit here for two weeks being prepped and painted before leaving for Honolulu and her second lease on life. In Part 2 climb in the jumpseat of the newly painted TriStar and fly with her to Hawaii. As always I invite any and all comments regarding the story. Joe Thompson joe308@zianet.com Flightsim Model Note: Though the story features a short-bodied L-1011-500 model the author used a Dash 100 model to "fly" the story. The L-1011 used in the story is an offering by Erick Cantu on his Vistaliners web site. And even though this model is only a beta version, in the opinion of the author, it is the best quality TriStar model currently offered for flight simulation. The author did however modify the aircraft.cfg parameters to more closely replicate a Dash 500 TriStar.
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