Thanks to the following artists:
All wing textures by Michael Wilson and Ricky Bonilla
Euro Atlantic, Royal Jordanian, Saudi and Delta by Ricky Bonilla
Airlanka by Anders Sorby and Michael Wilson
ATA paint by Alex Unru
British Airways and Cathay Pacific by Peter Meinenger
Calidonian by Anthoney Cooksey
Eastern and TWA by Michael Wilson, and updated by Todd Vorenkamp
BWIA by Michael Wilson
"Lost" TV show livery by active
Object landing gear and engines by Derek Jacob
Brock Moore for PDF work
3D model and performance by Michael Wilson
3D Cockpit by Julien Brezel
Flight tested by retired L-1011 pilot Andre Poirier
Pedestal and overhead by Derek Jacob
Consultation, Adapted Tristar checklist and new fuel and CG management version by retired Tristar pilot Andre Poirier.
Thanks to retired Tristar pilot Andre Poirier for fixing autopilot and EPR gauges
Original 2D panel by Gerhard Strack
Lockheed L-1011-150, -200 and -500 Tristar
500 series Tristar liveries include:

Pan am
Air Transat

200 series tristar liveries include:

Cathay Pacific
British Airways
livery from the TV show "Lost"

Included in the download are all the charts needed for the -500,-200 and -150, in both french and english.

I have had the pleasure of flying the L1011 for a number of years. After retiring from commercial flying, I took an interest in flight simulators. In 2007, I came across X-Plane and quickly built up a roster of aircrafts and eventually purchased the L-1011 version by Mike Wilson. After some time spent at performing different flights and scenarios of "flight occurrences" I got in touch with Mr. Wilson and discussed the possibility of producing a version of the aircraft that would be more of a challenge to those of you interested in planning and executing flights with the L1011. The first step was to produce a check list that is close enough to the one I used for years, adapted for the equipment found in the simulator 2D version. I had to delete material that the model cockpit does not show and relocate some checklist items so as to reduce the number of times required to move from the lower panel to the overhead panel without inducing any systems mismanagement. Some items were introduced in the before landing. i.e. TOUCHING DOWN and REVERSERS. I understand that at that point you would certainly not be reading a checklist but, in normal operations, the third crew member would be calling those as a memory item, so I decided to leave them in. Hope you have a chance try it, I did and it seems to work fine (emphasis on weights and center of gravity), also keep a note near your display of V1 / VR / V2, those will also give you the proper flap retraction speeds. The same applies to posting a note of Vref (according to the weight you select for landing), useful so as not to go floating off the end of the runway or stalling short. The main checklist reflects the required steps to be carried out for a cold start at the gate. At the end, you will find two alternatives, one providing for a flight originating at the gate with the engines running. The second covers the items to be verified when the flight starts on the runway. When reading the checklist you will notice that we refer to Take-off Figures and Center of Gravity. It is easily understandable that due to the length of the fuselage and size of cargo holds it would be easy to throw the C of G outside limits and therefore create a situation which, coupled with the wrong fuel loading would result in a catastrophe. In today's aircrafts the C of G is administered by onboard computers. In the seventies all these figures had to be manually worked out of a number of charts. Since X-Plane takes care of the center of gravity of the fuel load throughout the flight as fuel is being used up, what you are left with is to set the center of gravity of the payload. I have noted, in the checklist explanations, how you can enter the C of G in the program, making the aircraft fly very much like the real thing. Remember that the L-10 has a center of gravity C of G at the rear limit when empty. Trying to takeoff with no payload and little fuel goes against common airmanship, therefore the C of G must be moved forward by adding weight in the nose cargo compartment, selecting a bit of nose down trim (sorry no trim calibration here) and, gently applying a minimum of engine thrust to get airborne. Failure to accomplish this will result on the aircraft standing on its tail half way thru the take-off run.

This chapter applies to the L-1011-500 Advance model. The regular -500 will keep the normal three tanks setup, making it a lot simpler to operate, but for those of you who would like to get a feel of what crews had to live with, here goes: Lockheed, as many large aircraft manufacturers have issued strict procedures concerning loading and burning of fuel. The scope of which was to maintain wing structural integrity. The L-1011 had no less than eight tanks, four of which constituted the number 2 tank. Number 1 and 3 (inboard) would supply their respective engine. Number 1A and 3A would only be used when all other tanks were filled completely. These two alternates had C of G well ahead of the others as #2 (outboard on the wing) being well behind. That, needless to say, kept the second Officer (Flight Engineer) busy. If you take on a full load of fuel, X-Plane will empty 1A and 3A first as required on the real aircraft. Where it gets complicated is when your fuel load is less than full. X-Plane then would fill a percentage of ALL tanks evenly. In this case you have to remember to bring the fuel load of the auxiliary tanks to zero and equalize the fuel in the main tanks. Maybe someone will create a plugin to take care of that later. Another plugin that I would like to see would reproduce the action of DLC's on the L-10. Technically advanced and a dream to fly the DLC'S ( Direct Lift Control) would extend 8 degrees of speed brakes upon flaps reaching 33 degrees of extension. From there, any input from the elevator controls would translate first in the speedbrakes modulating between 0 and 16 degrees. The end result was a control of flight path, glide slope or visual, that was achieved without hardly any pitching motion of the fuselage. One day perhaps.

A reduced thrust take-off used by most airline operators can be done in the simulator. At light weight and sufficient runway available a normal take-off and climb out can be achieved using an N2 of 85%. This number will vary according to weight and temperature all the way to Max EPR at max takeoff weight. You should expect a fully loaded L-1011 at sea level and temperatures between 15 and 30 degrees Celsius and using max rated EPR, to roll between 50 second to a full minute before getting airborne. Also included are two pages from the aircraft operating manual referring to the take-off distance (14 degrees of flaps) corrected for altitude and temperature. Kind of useful when you try to take a heavy load out of a questionably short runway, unless you are bent on picnicking in the weeds. These charts also include wind correction and runway gradient. As to the slush correction, you can ignore that one since X Plane, to this date, has not made allowance for standing water or slush on runways. Remember these are not Runway Analysis Charts, so, obstacles in the flight path are NOT covered. Those charts are only available commercially and since each chart is valid for only one runway of one airport, the cost would be prohibitive. The early L-1011 type -1 were a little on the heavy side and the Lockheed engineers, to make it more appealing to prospective customers, prepared a kit designed to upgrade the take-off weight of the aircraft from 430,000 lb. to 470,000 lb. From there, the -150 was born. Retaining the same early engine thrust at 42,000 pounds, it is easy to understand why this particular model requires more handling finesse than the later models. Try that one at max weight and… have fun flying as the pros did, back then……………..Andre P..

For 10x and up.
Buying now gives free updates through out 11x
Regarding take off procedure, it has come to my attention that many users are lining up with the runway and pushing the throttles to the maximum. Emergency thrust is modeled here which is 1.1 thrust as opposed to 1.0 thrust, and that will make the plane take off unrealistically quickly. 1.1 thrust is only used in emergencies and cannot be used for more than 5 minits. used longer than that can damage the engines or cause an explosion. its only for emergencies such as an engine failure, or not clearing a mountain top after take off. 1.0 thrust is also limited to 5 minits except for unusual situations.

So the procedure is to line up with the runway, hold the brakes and move the throttles up until you see N1 reach 100 and EPR reach 1.64. Andre who is a retired tristar pilot stresses that the EPR of 1.65 is more important than N1. once that is set you release the brakes.

Also i have found that many users are taking off with full flaps, but in reality they almost never used full flaps.

Andre wrote:

1.64 EPR at sea level up to 30c is a max. Standing still it should give you between 97 and 98 N1 and again this represents 50,000pds of thrust only valid for five minutes total.

in fifteen years of flying the L-10 I saw a standing (on the brakes) takeoff with a 100% N1, it was in Muskat in the Emirates at 06:30 with a surface temperature of 54c ( a little above balmy)

Never did we takeoff with full flaps in case of very short fields and light weights we would use the 27 degrees of flaps charts for take off. Mind you the penalty in weight was rather severe since the acceleration was limited in case you lost an engine on takeoff. 10 degrees was the normal flap setting for the - 200 and 14 degrees for the -500.

An RB211-24 will give you 50,000 pds of thrust with around 97% N1 at 30 degrees C but at -30c this figure falls below 90% (we had to write a note on our takeoff figures giving an acceptable percentage of N1 when the temperature fell below +10c to crosscheck the EPR ((remember the Air Florida crash in the Potomac)).
So, on every takeoff, a chart (one for every runway of every airport) was used to give: speeds, level off altitude, turn if any (SID) and mainly EPR.

here is some figures, taken off a takeoff chart:

Go to airport CYMX runway 24
Set the altimeter at 29.92
Set temperature at 30C
Set surface wind at 0
Set full fuel (215,000) and payload to bring the takeoff weight to 510,000 and set the CofG to 40 units nose heavy
Take a note (Post it is fine) V1=144, VR= 162, V2=173 ( set 173 on the autopilot speed window, it will give you a red bug at 173 on the airspeed indicator as a good reference)
Set #2 engine to fail at 144 knots ( a takeoff chart ALWAYS presumes an engine to fail at V1, then accelerate to VR then rotate at 2 degrees per second to about 12 degrees YES 6 seconds, an eternity under the circumstances) once positive, select gear up and climb at V2 to 35 feet above ground. Simple isn't it?
Set Flaps at 14 degrees
Bring the power to 1.635 EPR and do not touch it again (it will drop as you gain speed, but the thrust won't)
Release the brakes as you punch the clock timer. (you are allowed 5 minutes at max thrust)
Note the temperatures near limits, N2 at around 98% and N1 97% so far all OK.
You will reach 100kts around 5000' , V1(engine fail) at 7000' rotation around 8500' and 35' AGL at 11,000' and guess what: that is exactly what the chart says.
Notice at that point the EPR gauge has dropped to 5.75 which again IS 50,000pds of thrust, corrected for speed.
The beauty of keeping 50,000pds is that then, restart #2 and position yourself at 33,000' with 490,000 AUW(max altitude for weight) an EPR of 6.1 (M.83 cruise thrust, forget the RPM) and a speed of 490Kts (M.83) use the auto pilot, its easier. the aircraft will maintain cruise in those condition as the cruise chart says.

Regarding the Checklist, retired Tristar pilot Andre Poirier wrote:

As promised, I have made a checklist so as to delete material that the model cockpit does not show and relocate some items so as to reduce considerably the number of times it is required to move from the lower panel to the overhead panel without inducing any systems mismanagement. Some places were introduced in the before landing i.e. TOUCHING DOWN and REVERSERS. I understand that at that point you would certainly not be reading a checklist but, in normal operations, the third crew member you be calling those as a memory item, so I decided to leave it in. Hope you have a chance try it, I did and it seems to work fine (emphasis on weights, center of gravity, also keep a note near your display of V1 / VR / V2 that one will give you the proper flap retraction speeds. The same applies to noting Vref (according to the weight you select for landing) useful so as not to go floating off the end of the runway or stalling short.
Have fun, Andre.

Regarding autopilot use:

It should be remembered that putting the A\Throttles ON does not put the autopilot ON. On the real airplane the auto throttles were not to be used in cruise, only during coupled approaches. Using them otherwise could lead to overstressing the engines, specially while hand flying the bird I suggest the Flight director first be selected on with a vertical mode engaged ( altitude and vs mode ) and a lateral mode like heading or nav, then, select AUTO (for autopilot) and after that A\T ( auto throttle) sould be selected on only if all three throttles are EVEN and the speed selected is close to actual speed ( to prevent surges).

Regarding any trouble starting engines:

If the engine won't crank up: then it could be that the APU air is not selected (start the APU then leave it ON then select the air delivery all the way to the right :APU) remember those are air starters. Now if the engine does crank up but will not start, make sure there is fuel, selected ON and the fuel shutoff switches are ON (below the throttles) I know they should be openned after the the engines are cranking to at least 18% N1 but if you are using the overhead panel starter switches then you cannot reach the fuel valves. The alternative to start the engines with
their starters is to use CTRL and #1 then 2 then 3 on the keyboard.

Includes the Direct Lift Control plugin, currently only for windows. The L-1011 is one of the few planes that had this feature.

John Kiss of Sandor labs has created a Direct Lift Control plugin for the L-1011 Tristar which has been flight tested by retired L-1011 pilot Andres Pourier. The plugin was written with the Wingman SDK, full source code is provided and build instructions can be found at

Retired L-1011 pilot Andre Poirier wrote:

The DLC which was a fabulous feature of this aircraft, allowed a pilot to track down a glideslope without barely pitching the nose up or down in order the correct the flightpath. Simply, when ever the flap handle was selected at more than 30 degrees, the spoilers panels 2 to 6 would raise to an 8 degrees neutral position. From there, any input, up or down on the elevator controls would first cause the spoilers to further rise to 16 degrees or reduce to 0 with a sharp pull on the elevators. Remember this aircraft when approached at Vref would have a body angle of +\- 8 degrees and a max of 10 degrees was permitted at touchdown (tail strike). The beauty of DLC's would allow 8 degrees body at the beginning of the flare and a pull on the elevator would flatten the spoilers making the flare a smooth transition with no danger of tail strike. Add to this, when applying go around thrust, the DLC would disappear to zero allowing an immediate climb...............why on earth did no one thought of using it on later aircrafts is beyond me.

hit counter website
hit counter website
Thanks to Stephy for the great tail update, this makes the rear nacelle, rudder, and rear fuselage all one piece.
Below screenshots by VinodKumar747
Below screenshots by StevePHL
Below screenshots by Michael Wilson