What Once Was: How the Lockheed L-1011 Tristar Changed Delta Airlines

An L-1011 landing (Simple Flying)

As the airline industry changed in the 1970s, thanks to the Boeing 747, widebodies were the aircraft of choice for long-haul travel. As a result, many airlines ordered the 747, the McDonnell Douglas DC-10 and the Lockheed L-1011. However there was one airline that pioneered the idea to fly three different widebody types for their operations. That airline would be Delta Airlines. In the early 70s, the Atlanta-based carrier would acquire the 747, and DC-10. But there was one plane that stood out when it came to the face of the airline. And that plane is the Lockheed L-1011 TriStar. Inspired, by YoutTube Channel Louisana Rail Porductions' series, "What Once Was," this would be a good way to start a similar series covering the history of aviation. In this post, we will go over the background of Delta’s fleet expansion, its impact, as well as the specific variants the airline flew. 

Background

(Simple Flying)

During the 1960s, demand for air travel was increasing and there was a need for more high-capacity airliners. Initially Boeing paved the way for this new age of aviation when they introduced the Boeing 747 (for more information, check out my post about the 747). The big problem however was the 747’s size and some airlines couldn’t afford the new plane. As a result, American Airlines asked both Lockheed and McDonnell Douglas for a widebody that could  hold up to 250 passengers. Eventually American Airlines would go with the DC-10. Lockheed however wanted to create a new aircraft that was more innovative with the latest technologies available at the time resulting in the L-1011 TriStar. Examples of these innovations include the following:

• First commercial airliner to land with zero (no visibility) ceiling and with a 700-foot RVR (runway visual range)—meant fewer diversions due to inclement weather.

• An “advanced automation navigation system” featuring a TV screen operating like a moving map which navigated the plane between city pairs while also connecting with the autopilot.)

(Delta Flight Museum)

Due in part to these innovations, Delta made a commitment to making the L-1011 TriStar the flagship of their airline. Unfortunately, due to delays involving the then new Rolls Royce RB.211 engines, they had to “order five DC-10s on March 18th, 1971 as a backup plan” (Davies, 96) (sold to United Airlines before delivery but leased back from November 1972 until May 1975). Eventually, Delta would receive their first TriStar in 1973 with their first revenue flight occurring on December 15th that same year as Ship 702 from Atlanta to Philadelphia. This would culminate in Delta ordering three different variants of the type. 

Variants and Routes Served

(Simple Flying)

As the airline began to expand in the 70s and 80s, Delta decided to order TriStars for a variety of different missions. Starting with the 100, the carrier initially used the type for domestic flights out of Atlanta. However in 1978, Delta procured the long-range 500 variant as the backbone for their long-haul operations. Prior to receiving their first L1011-500 in 1979, Delta leased two L1011-200s for the purpose of starting their service from Atlanta to London. Eventually the airline would receive 56 TriStars with some 100s being converted to 200s with higher thrust engines, whereas the 500s would replace earlier variants as well as introduce transatlantic flights. After inaugurating the 500 on their service from Frankfurt to Atlanta on June 17th, 1979, other routes opened such as:

• Paris on April 1st, 1985

• Stuttgart in April 1986

• Shannon in May 1986

• Dublin in June 1988

• Hamburg in May 1989

 

In addition to transatlantic routes, Delta introduced transpacific routes for the first time in their history starting on March 2nd, 1987 with a service from Atlanta to Tokyo with a stop in Portland. After that, the carrier introduced these routes:

• Atlanta-Portland-Seoul on December 15th, 1987

• Atlanta-Portland-Taipei on July 1st, 1988

• Atlanta-Portland-Bangkok on December 15th, 1989

Passenger Experience

With this new plane, Delta and Lockheed wanted to show its passengers how the TriStar was the face of the airline. To begin with, the double-width entry doors on each side of the plane provided faster boarding and deplaning compared to its competitors. In addition, the TriStar was the only widebody to have a galley in the lower-deck with food being served up by a dumbwaiter.

Economy Class on a Delta L-1011 (Delta Flight Museum).

The plane also paved the way for in-flight entertainment in 1973 when Delta offered seven mood-matching channels of Deltasonic’s “Words and Music” programs. Then in 1978, Delta introduced in-flight movies on their L1011-500s. Delta would use the slogan “High, Wide and Handsome” describing their TriStar cabins. Not only that, Delta would utilize this plane for their marketing campaigns showing how they would eventually become the powerhouse that they are today. But just like all good things, the era of the TriStar at Delta would eventually come to an end. 

End of the TriStar

Delta 767-400ERs at JFK. The Boeing 767 and 777 would eventually replace the TriStar as the type aged (Freya Motafram).

Eventually as these planes started to age, Delta began looking elsewhere for a replacement for the TriStars. And these replacements came in the form of the Boeing 767 and Boeing 777. The last transatlantic flight for Delta’s TriStars would be a flight from Vienna to Atlanta on November 30th, 1998 and the final revenue flight would be on July 31st, 2001 with round-trip service between Atlanta and Orlando with aircraft N728DA. While this plane is gone, its impact on Delta Airlines is still felt today. 

Legacy of the TriStars

While the TriStar no longer flies for Delta, the impact on the airline will not be forgotten. (Garrett Griner).

To wrap things up, the Lockheed L-1011 TriStar is one of the many reasons that Delta was able to grow. The plane helped move Delta into their next era from a strong domestic carrier into the international powerhouse that we know today. Had it not been for the L-1011, we wouldn’t see how Delta would eventually take over as US’ de facto flag carrier.

Changing topics, I would like to give shoutouts to the Delta Flight Museum website as well as R.E.G Davis for the book Delta: The Illustrated History of a Major U.S. Airline and the People Who Made It. Moreover, I would like to give a shoutout to The Museum of Flight and my good friend Isaac Alexander for hosting the inaugural Seattle Aerospace Bash. That’s how I was able to win the aforementioned book. But what do you guys think? Did the TriStar change the way travelers looked at Delta Airlines? Be sure to let me know in the comments below and keep looking to the sky!