Which L-1011 am I building?

Well, this is a topic i thought of for a quite a while now and finally I have come to a conclusion on what model L-1011 I would like to build with my garage simulator. So, here it is:

L-1011-385-1-15
Lockheed Serial Number: 193C-1244

The virtual aircraft will be configured similar to Delta Ship 740 (N740DA), which was a Delta upgrade from a L-1011-1 to a L-1011-250. The simulator will have the following characteristics:

• Passenger seating configuration is 269 total; 12 First Class, 54 Business Class and 203 Tourist
• An INS/FMS long range navigation system is installed
• A center section fuel tank is installed
• Total fuel system capacity (213,640 lb.)
• Heavy duty landing gear, brakes and wheels are installed
• Brake pedal pressure for max braking is reduced
• RB211-524B4 engines are installed
• Maximum Takeoff Gross Weight on the aircraft is 510,000 lbs.

The airframe actually still exists as of mid 2010. It is stored in Tehran, Iran. There are a number of great pictures of it sitting in the Tehran Aerospace Exhibition at Mehrabad International airport. Unfortunately the political situation in 2010 would prohibit me from actually seeing it in person. But maybe, one day relations between Iran and US will be positive again.

System Description by Don Pierce: Electric Ice and Rain Protection

Six systems together make up electric ice and rain protection.

The Windshield Heat/Side Window Heat is controlled via the Windshield Heat Panel on the Pilots' Overhead Panel and six controllers - all located in the Forward Electronic Service Center (FESC). The panel has seven switchlights and a TEST switch. Two of the switchlights are labeled CAPT and F/O. They control heating for the two forward windshields. When the switchlights are latched in, IDLE is illuminated (switchlight position) and the windshield heat controller for the respective windshield is operative. There is no off position for the forward windshields; they are powered as long as there is electrical power applied to the plane. (Power can be removed for maintenance purposes by pulling the appropriate circuit breakers.) The temperature of the forward windshield is maintained at approximately 10°C. If power is applied to a cold windshield, the power is "ramped" slowly until windshield temperature is at approximately 10°C. When the switchlight is latched in, IDLE extinguishes and the temperature is now maintained at approximately 35°C. If windshield temperature reaches about 50°C, the amber FAULT light will illuminate and the controller will automatically remove power until the temperature is approximately 35°C, at which time power is again applied, maintaining temperature between 35 and 50°C. If, however, the temperature reaches 55°C, a fail-safe feature of the controller removes power completely; the associated circuit breaker on CB2 will open.



Side window heat control functions in a very different manner. The side window controllers even appear quite differently. In this case when a switchlight is unlatched, OFF will illuminate (switchlight position) and power is removed from the respective side wide heat system. Temperature is maintained at abut 35°C when the switchlight is latched in. As for the windshields, when temperature gets excessive, the FAULT light will illuminate and the respective controller will maintain temperature between 50°C and 35°C. However, there is no "fail-safe" protection as there is for the forward windshields. It is quite possible that some of the side window heat systems may be deactivated. If a system is deactivated, a placard (INOP or DEACT) should cover the appropriate switchlight(s).

The TEST switch is used to check for faults. The FAULT light will identify the faulty component in the system (the FAULT light stays on, flashes, or comes on and then goes out)

Each windshield and side window has three sensors, although only two are needed. If a sensor fails, wiring at the windshield (side window) can be swapped to allow continue use without changing the windshield (side window). However a second like failure requires a changeout.


Electrically heated air data sensors include four pitot probes (a primary and a secondary for the pilot and for the copilot), two Total Air Temperature probes (left and right sides) and two angle of attack sensors (left and right sides) The Air Data Sensor Heat System utilizes the AIR DATA SENSOR HEAT panel on the Pilots' Overheat Panel. The Heat panel has four switchlights and a MAST LIGHT INHIBIT switch.

Each pitot probe has two heating elements - one for the mast and one for the head. The head heater is a no-go item; It must be functioning to dispatch the plane. The OFF light should be extinguished when the switchlight is latched in, but if there is a failure in either of the two heater elements, the OFF light will re-illuminate - serving as a "fault" light. So if the OFF light illuminates the next step is to press the MAST LIGHT INHIBIT switch; if the OFF light extinguishes, it indicates that the failure in in the mast heater, and the plane may be dispatched. However, if the OFF light remains "on" it indicates that the failure is in the head heater and the plane may not be dispatched until the probe has been replaced.

The Total Air Temperature and Angle of Attack probes each have a single heater, and are powered when the respective TEMP PROBES or ALPHA switchlight is latched in. The OFF light in the ALPHA switchlight may remain on for a few seconds after latching the switchlight - until normal operating temperature is reached.



Another "electric" system, much simpler, is the windshield defog system. It is controlled via a DEFOG FAN switchlight on the Windshield Heat panel. The while ON light illuminates when the switchlight is latched in, signally the system to operate. The defog fan draws in cockpit air through an inlet near the copilot's feat. The air passes through the fan and four flexible distribution ducts to four louvered outlets at the base of the two forward windshields. The fan runs as long as the switchlight is latched in.


The Rain Repellent system consist of push-bullton switches on the Captain's and First Officer's Wiper Panel (Pilots' Overhead Panel), two nozzle assemblies per side and a single rain repellent bottle (aerosol cannister) - located in the cockpit. Each press of the push button switch will release about 20cc of Rainboe Type III fluid through the valve/timer/nozzle assemblies. The cannister should be replaced when either a REFILL float is in view or when cannister pressure is less than 45 psi. - there is a pressure gage by the threaded bottle. The gage has a red band from 0 - 45 psi, and a green band from 45 - 200 psi.

The Windshield Washer system is controlled via a single WASHER push button switch on the Captain's Wiper Panel. It is a latching switch (not a switchlight) which supplies power to a pump in a reservoir located in the FESC. The pump supplies the washer fluid through four spray nozzles (two per windshield). The pump does not have an auto-shutoff feature, but there is a float ball in the reservoir that is visible whenever the reservoir is half-empty and should be serviced.

Windshield Wipers are available for both the pilot and copilot. There is a three-position rotary switch (OFF/LOW/HIGH) on both WIPER panels (on the Pilots' Overhead Panel). The wiper blades "park" off the glass on the windshield frame. When a wiper selector switch is moved from OFF to LOW or HIGH, the blade moves from the park position onto the glass, and the "wipes" back and forth at the selected speed. When the selector switch is moved back to the OFF position, the wiper will revert to the "low" speed to return the blade back to the point where the "park motor" will move the blade off the glass and to the "park" position. (Each wiper assembly has two motors - a park motor and a wiper motor.)

Don

Original Flight Hardware: Center Panel - Instrument Cluster - Almost Complete

So close! Except for one instrument, a small airspeed indicator, I have assembled all the instruments for the main engine cluster. Here is a list of what is installed from top left to bottom right:

• Standby Attitude Indicator (as flown on the L-1011)
• True Air Temperature and EPR Mode Indicator (as flown on the L-1011)
• 3 EPR Instruments (as flown on a Boeing 747)
• Trailing Edge Flaps Position Indicator (as flown on the L-1011 (not the 500s))
• Altimeter (as flown on a Boeing 727)
• 3 N1 Instruments (as flown on a Boeing 747)
• 3 EGT Instruments (as flown on a Boeing 747)
• Landing Gear Lever (as flown on the L-1011)
• 3 N3 Instruments (as flown on a Boeing 747)
• 3 Fuel Flow (FF) Instruments (as flown on the Boeing 747)
• Brake Pressure Indicator (unknown - but not the way it would have been on the L-1011)

In previous pictures here on the blog, I had shown the engine cluster with N1 and N2 instruments only. I was previously under the wrong impression that there are no N3 instruments for this particular gauge style. Well, I was wrong! I found the correct N3 instruments and they are now part of the engine cluster as they would have been in the actual L-1011 configuration for the Rolls-Royce RB211 engines.


There is a good amount of damage to the annunciator fields on the panel that I have. Several of the clear/red annunciators are replaced with paper legends (this must have been done while the panel was on the line) and two of the annunicator caps broke off during de-installtion when the aircraft was scraped. Eventually, I would like to either replace the annunciators, or replace the complete panel.

System Description by Don Pierce: Anti Ice

There is Pneumatic Anti-ice and Electric Anti-ice. This discussion is about the pneumatic systems.

First of all, there is an ice detector probe located on the fuselage nose (left side). The probe expands and contracts at 40,000 Hz - so fast that nothing but ice can cling to it. A build-up of ice will slow down the probe and two things happen. It turns on an amber ICING light on the pilot's caution and warning panel, and it turns on a probe heater to melt the ice. The heater Is "on" for 5 seconds. The ICING light is on for 60 seconds, then will turn off if the condition were momentary, but would remain "on" if the icing condition is continuous.


Turning "on" the light on the ground can be simulated by wearing a pair of gloves and gripping the probe sufficiently to have the ICING light illuminate. It is important to be wearing gloves, because the probe heater is also turned on.


The ICING light being on for more than a minute is a "signal" to the flight crew to turn on the anti-ice systems.



The Wing Anti-Ice panel is on the Pilots' Overhead Panel. I have already discussed the two DUCT FAIL lights on the panel - they are a part of the Pneumatic system Area Overheat System.. The left and the right systems of wing anti-ice are identical. For either side there are two modes of operation - automatic (through a controller) and manual (direct signal to the valve). The ON light is simply switchlight position. When the pressure-regulating shutoff valve (PRSOV) is open, the OPEN light will illuminate in the MANUAL switchlight - regardless of which system is in operation. The signal to illuminate the OPEN light is controlled by a pressure switch immediately downstream of the valve. Supply of hot air is the method of anti-icing. When the AUTO switchlight is latched in, the controller will cause the valve to cycle open/closed/open - to maintain slat skin temperature between 105°C at the high end and 50°C at the low end. Only the four outboard slats - #4, 5, 6, 7 - are heated (the slats outboard of the engine pylon). If slat #4 temperature reaches about 120°C, the OVHT light in the AUTO switchlight will illuminate - indicating that the controller did not close the PRSOV when it should have. The pilots would then have to unlatch the AUTO switchlight.

If there is a problem with the anti-ice controller, the wing anti-ice system can be operated in the Manual mode, by latching in the MANUAL switchlight. The ON light in the Manual switchlight will illuminate (switchlight position). The OPEN light in the same switchlight will illuminate when the PRSOV opens and pressure is supplied. In the Manual mode, control is only via switchlight (no controller), so when the OVHT light in the AUTO switchlight illuminates, then a pilot would unlatch the respective MANUAL switchlight to close the PRSOV and wait for the OVHT light to extinguish. At the same time (in either mode of operation) signals are sent to the pneumatic system to supply hotter high pressure air.

So for all four switchlights, the upper ON legend indicates switchlight position and the lower half of the switchlights in either the left or right system indicate situations relating to that half - regardless of mode of operation. And, it is possible to have the left side in AUTO and the right side in MANUAL.

The system normally functions only in flight, assuring sufficient airflow over the slats to dissipate the very high temperatures that are created by the hot anti-icing air. To test the systems on the ground, latch in one switchlight per side and press and hold the TEST switch. The valves will open (OPEN lights). Note: Be certain to release the Test switch immediately if an OVHT light illuminates.


For Engine Inlet Anti-Ice, intermediate pressure bleed air from the given engine is used. The Engine Anti-ice panel is located on the Pilots' Overhead Panel, The white ON light indicates that the switchlight is latched in. The green HEAT light indicates that the PRSOV is open and pressure in the duct is at least 5 psi. If pressure exceeds 40 psi (engines 1 and 3) or 26 psi (engine 2), the amber
HI PR (high pressure) light will illuminate. There is no need for the flight crew to react, since a mechanically operated pneumatic relief valve will open to allow the excess pressure to be relieved overboard. The reason the high pressure setting is so much lower for engine #2 is that there is a very long duct from the PRSOV to the S-duct inlet for engine #2, and it is expected that there will be a significant pressure drop from the PRSOV to the engine inlet.

Some of the warm air for engine inlet anti-icing is also used to heat the P1 probe for the respective engine. For engines 1 and 3, the P1 probe in is the nose cowl. For engine #2, the P1 probe is about half way up/down the S-duct.


The was also a VHF anti-ice system, using hot air from from the #2 and #2 pack supply ducting, functioning only when engine #2 anti-ice had been selected ON. The air was supplied via two motor-operated shutoff valves located in the right-hand ECS Compartment, with air conditioning packs #2 and #3. However this system has been deactivated on L-1011s on which it had been installed, and is deleted on newer production. I don't have the s/n when this change was incorporated. It was originally thought, later proven wrong, that an ice build-up on the upper VHF antenna could find its way into the #2 engine inlet. There were no separate controls for this system. Its operation was "automatic".

Don

System Description by Don Pierce: APU

"Don Pierce is a L-1011 Flight Test Engineer (Ship 3), then in Customer Training, then he had his own business doing maintenance training for L-1011 customers. Don is nothing but amazing in his knowledge of the L-1011. I am going to post several conversations on systems that I have had with Don over the past few weeks"





Comments about the APU panel in the photo you sent me:

There are the four red "fault flags" that appear when the APU controller (electronic control unit) receives an auto-shutdown signal. They will "trip" or appear when the appropriate problem is sensed by the APU ECU (electronic control unit). They can be reset back to the normal "blank" position by pressing the momentary RESET button, and the APU Master Power switch is ON. (This switch is spring-loaded Off.) If I remember correctly, all four fault flags will appear simultaneously when the FE's lights TEST switch is used.

N1 = Ng
N2 = Nf ... these terms are used interchangeably.

g = gas generator section of the APU, which operates at a varying speed as necessary to maintain a constant Nf speed.
f = free turbine section of the APU, which runs at a constant speed and therefore there is no need for an IDG, as for the engines.

The four red "fault flags" are:
The OVERSPEED N2 fault flat activates for three reasons 1) if Nf exceeds 110% during operation, or 2) if there is no Nf signal during start when Ng has exceeded 55% Ng, or 3) if there is no Nf signal
from the "alternate" Nf signal when the "primary" Nf reaches 95%.
The LOW OIL PRESS fault flag activates when oil pressure drops below 50 psi for greater than 10 seconds.
The HIGH TEMP OIL fault flag activates when oil temperature exceeds 118°C (245°F)
For TGT, a thermocouple harness is used to measure an average turbine gas temperature. The OVERTEMP TGT fault flag activates when this average is exceeds limits determined by the APU ECU.

I can't read all the lights on the APU panel that you have, but here are the ones I'm aware of:

• The DONT LOAD light illuminates automatically during the startup-up or shutdown sequence and is just an advisory that you can't put any load on the APU yet. The light also comes on if Nf goes above or below limits.
• The next light to the right should be a "blank" (A function, which I have long forgotten, was deleted)
• The INLET FLOW light illuminates to advise of an auto-shutdown that does not trip a "fault flag". It is caused by blockage in the inlet to APU load compressor. This function is inhibited if the APU is operating in Max Mode.
• The LOW OIL QTY light illuminates when oil quantity is less than 0.5 US gallon. This signal is deactivated when the nose gear air-ground sensing circuits are "in the air". Obviously, this is not an auto=shutdown signal.
• The BATTERY CONDITION light illuminates when the ship's battery is overheated. An APU start should not be attempted when this light is illuminated.
• The DOORS IN TRANSIT (or DOOR IN TRANSIT) light will illuminate at the beginning of the start sequence and end of the shutdown sequence to indicate that the ejector doors are in the process of opening or closing.
• The next light to the right might be a "blank". It might read IGV OPEN, indicating that the inlet guide vanes (IGVs) are in the Max Mode position
• The MAX MODE light has varying signals, depending on the airline. It illuminates when Max Mode has been selected or during an engine start cycle. On some L-1011s, the IGV OPEN function is included in the circuitry for the MAX MODE light.

The BLEED AIR S/O switchlight controls a valve that goes by two different names. In ATA 49 (APU) it is referred to as the Bleed Air Shutoff valve. In ATA 36 (Pneumatics) it is referred to as the APU Isolation valve.. The ON light in the switchight is like the "flowbar" on the Pneumatics panel; it indicates valve position.

The rotary MIN MODE/ NORM/ MAX MODE switch controls an input signal to the APU ECU which will cause the ECU to supply more or less fuel to the APU load compressor. MIN MODE is used when the APU is used only for electrical power (however, a single air conditioning pack could be used at the same time). NORM mode is used when both electrical and pneumatic power are being supplied from the APU (now, two air conditioning packs may be used). MAX MODE should be used only when it is necessary to get maximum output from the APU load compressor. Max Mode is automatically selected by the ECU for an engine start (even though the rotary knob is in NORM). When the BLEED AIR S/O valve is closed, the load compressor automatically reverts to Min mode, regardless of rotary knob position.

In flight, the autofire shutdown circuit for the APU is automatically armed when the guarded AUTO FIRE SHUT DOWN switchlight is latched in and the APU MASTER POWER switch is ON. On the ground, the system is automatically armed, with the APU MASTER POWER switch at the ON position. The ARMED legend in the switchlight is "on" for both situations already discussed. This is a part of ATA 26, Fire Protection.

The momentary START switch is pressed in and held for 2-3 seconds to initiate a start of the APU. Pressing the STOP switch will initiate a normal shutdown of the APU. The shutdown can be interrupted during the "cool-down" phase by pressing the START switch. When the DOOR(S) IN TRANSIT and DONT LOAD lights have extinguished, it is safe to move the spring-loaded APU MASTER POWER toggle switch to the OFF position. APU shutdown is now complete.

Not shown here, but there is also an external APU EXTINGUISERS panel, which also includes controls for a normal shutdown of the APU. The panel includes a NORM STOP switch (to shut down the APU) and a momentary switchight that reads PWR ON when the APU MASTER POWER switch is in the ON position. After completing a normal shutdown of the APU, the "PWR ON" switchlight can be pressed to move the spring-loaded APU MASTER POWER toggle switch to the OFF position. Don't forget that the BATTERY switch is still in the ON position, so if the plane is left standing overnight, this will "drain" the battery.

Note: the other controls on the external panel are all related to APU fire.

So, there are six auto-shutdown signals for the APU:

1. Overspeed of the free turbine
2. Low oil pressure
3. high oil temperature
4. excessive exhaust gas temperature (TGT)
5. blockage of the air inlet to the load compressor
6. fire in the APU

Useless information: The APU is built from the PT6 turboprop engine. The load compressor section of the APU is essentially the same as for the PT6. The free turbine replaces the reduction gearbox of the turboprop.

You may need to get an APU ECU, ILCB, GCU and BPP to assist you in all of these light indications - since so many of them are controlled via the various electronic units. I'm only covering "the tip of the iceberg" - telling you what a light indicates. To make the light to illuminate is yet another challenge.

Lockheed L-1011 ATAs

Here is a ist of the ATAs used on the L--1011 (system ATAs)

• 21 - Air Conditioning
• 22 - Autoflight (Autopilot)
• 23 - Communications
• 24 - Electrical Power
• 25 - Equipment and Furnishings
• 26 - Fire Protection
• 27 - Flight Controls
• 28 - Fuel System
• 29 - Hydraulic Power
• 30 - Ice and Rain Protection
• 31 - Instruments (Instrumentation)
• 32 - Landing Gear
• 33 - Lights (Lighting) Flight Station, Cabin, Cargo Compartments, Exterior, Emergency
• 34 - Navigation
• 35 - Oxygen Flight Station and Cabin (two very different systems)
• 36 - Pneumatic Power
• 38 - Water/Waste (drinking water, waste water)
• 49 - APU
• 52 - Doors - passenger cabin, cargo
• 70/80 - Powerplant-related (many are Rolls Royce)

A Delta Airlines Troubleshooting Course for ATAs can be found here : ATA Documents (Delta)

There are also ATA numbers prior to 21, but they are not system-related.

System Description by Don Pierce: Nacelle/Pylon Overheat

"Don Pierce is a L-1011 Flight Test Engineer (Ship 3), then in Customer Training, then he had his own business doing maintenance training for L-1011 customers. Don is nothing but amazing in his knowledge of the L-1011. I am going to post several conversations on systems that I have had with Don over the past few weeks"

This is a topic that is part of ATA 36, Pneumatics, but does not appear on the Pneumatics panel. It has its own panel, with is at the top of the FE panel.

It is similar to Area Overheat, but also has many differences. The panel has two loop lights (A and B) per engine - at the top of the panel (not switchlights) . There are also three Loop Selector switches (one per engine) - A/BOTH/B - plus one TEST button on the panel.

Generally explained, there are two loops (A and B) per engine, located near the exhaust of a nacelle cooling vent; these are the nacelle sensors This applies to all three engines.

For the wing engines (#1 and #3), there are two more loops (A and B) near the exhaust vent for the pylon. For the center engine (#2) instead of a pylon, the engine is mounted on a "center engine support structure". This engine has three set of sensors that together qualify as the "pylon sensors". One set of loops (A and B) is located just above the engine and below the horizontal "mounting plate" for the engine. The other two sets are individual sets (A and B) mounted on a bracket to the left and to the right of the engine's pneumatic supply ducting; this is technically considered the pylon for the center engine.

If an overheat condition is sensed, the sensor will send a signal to an Overheat Control, located in the Mid Electrical Service Center (MESC), which in turn will illuminate the A and/or B light(s) on the FE panel - depending on which loop(s) send an overheat signal. At the same time the overheat controller will send a signal to close and lockout the High Pressure (HP) valve. The FE can then use the TEST switch and rotary select switch, as described for the Area Overheat system. If the FE determines it is a faulty signal, and has isolated the faulty loop, or after an overheat signal has cleared itself - the HP valve will not reopen automatically. The HP switchlight must be cycled (unlatched and then latched in) to de-energine a lockout relay, and allow the HP valve to reopen again.

For Area Overheat, no valve closed automatically. For Nacelle/Pylon Overheat, the HP valve does close automatically.

For Area Overheat, there is only one Loop Select switch, which means all nine channels will be monitoring the same loop(s). For Nacelle/Pylon Overheat, there are three loop select switches, so each engine can be set as desired.

System Description by Don Pierce: Brake Temperture Panel

"Don Pierce is a L-1011 Flight Test Engineer (Ship 3), then in Customer Training, then he had his own business doing maintenance training for L-1011 customers. Don is nothing but amazing in his knowledge of the L-1011. I am going to post several conversations on systems that I have had with Don over the past few weeks"

The BRAKE TEMPerature Panel is located in the upper RH corner of the FE panel.

The amber (yellow) HIGH TEMP light will illuminate when any of the eight brake's temperature is 275°C or higher. The red OVERHEAT light comes on when the temperature exceeds 400°C. To find out which brake is the "hot one" the FE then latches in one of the four "brake" switchlights, and monitors the position of the needles on the adjacent indicator - which has a "green range" up the 275, theen amber to 400, then red. With this indication the crew can determine which brake is sending the "high temperature" or "overheat" signal. There is also a BRAKE TEMP light on the pilots' caution and warning panel, which illuminates when the red light on the FE panel illuminates.

The ranges of the scale on your indicator don't match the material have. Perhaps your indicator is in °F. I don't know. (Perhaps my material is out-of-date.) Other than the numbers being of question, the manner in which the operates is the same.

The FE should have only one of the four switchlights latched in at a time, of course. When the switchlight is "in", the indicators will show the temperature of the selected brake pair. Pressing the TEST switch will cause the brake temperatures to rise 100°C to 150°C. If their temperatures had been high, but not in a range to turn on a light, it might happen during the test. For example, if a brake temperature were, lets say, 250°C, pressing the TEST button will rise the indicator into the temperature range that will cause the HIGH TEMP light to l=illuminate.

Brake temperature are continuously monitored, but if two or more are latched in at the same time, then an erroneous reading will appear on the indicator.

Original Flight Hardware: Main Instrument Panel (MIP) - First Officer Side

Here is the current status of the right hand side main instrument panel. It is pretty much complete, except for one instrument missing (a small cabin altitude indicator) and the HSI control panel below it. The Control surface instrument will eventually be replaced with on that is original to the L-1011 (since the one in the picture is from a DC-10). But here are the instruments that I picked for the project (from top left to right):

• AFC Modes (as flown on the L-1011)
• AFC Warning (as flown on the L-1011)
• Instrument Comparator (as flown on the L-1011)
• Static Air Temperature - SAT (as flown on the L-1011)
• True Air Speed - TAS (as flown on the L-1011)
• Surface Position Indicator (as flown on the McDonald-Douglas DC-10)
• Airspeed Indicator (as flown on the L-1011)
• Attitude Direction Indicator ADI (as flown on the Airbus A300)
• Radar Altimeter Tape (as flown on a Boeing 747)
• Altimeter (as flown on the L-1011)
• Radio Digital Distance Magnetic Indicator (RDDMI) (originally flown on a Boeing 747)
• Horizontal Situation Indicator HSI (as flown on the Airbus A300)
• Vertical Speed Indicator VSI (as flown on the McDonald-Douglas DC-10)
• Chronograph (as flown on the L-1011)
• Instrument Source Select (as flown on the L-1011)

Again, it is a bit of a mix, but, potentially all these instruments could have flown on the Lockheed L-1011 given a specific customer configuration.

System Description by Don Pierce: Fuel System

"Don Pierce is a L-1011 Flight Test Engineer (Ship 3), then in Customer Training, then he had his own business doing maintenance training for L-1011 customers. Don is nothing but amazing in his knowledge of the L-1011. I am going to post several conversations on systems that I have had with Don over the past few weeks"

The FUEL SYSTEM panel you show in the photo does not have the switchlights for Tanks 1A and 3A. The panel could be used for a -200 that does not have center section fuel. Although it is assumed that all -100s and all -200s have center section fuel, that is not a requirement to have that designation. The designation reflects takeoff weight (430,000 vs,466,000) and type of engine (-22B vs. -524) . The 466,000 T..O. weight has been increased to 472,000 lb. on some "non -500" L-1011s.

The Tank 2L and 2R indicators, not installed in the photo, normally indicate the total quantity in the respective tank (2L or 2R). The tanks are divided into two sections - inboard and outboard. To see how much fuel is in the inboard¨section only, latch in the 2L INBD or 2R INBD switchlight; the QTY legend will illuminate to indicate the switchlight is latched in. Now the indicator will display the quantify of fuel that is in the inboard section only. The LOW light will illuminate regardless of switchlight position. It illuminates when the fuel quantity in the tank's surge box is down to 700# (about 320 kg - if the airline has metric gages).

Each tank has two boost pumps - which are activated when the respective switchlights are latched in. The flowbar in the switchlight illuminates to show switchlight position; it does not indicate whether or not the pump is operating. The LOW light in the switchlight will illuminate if the switchlight is latched in and boost pump output pressure is less than about 6 psi. This means that the LOW light will not illuminate if the switchlight is unlatched.

The gage in the center of the panel is a "totalizer" and show the sum amount of fuel available. The FE would used the SET knob in the instrument to dial in the starting weight of the plane, so he then has an instant readout of weight of the plane and total remaining fuel as the fuel burns off. NOTE: The reading would change when a QTY/LOW switchlight is latched in.

Pressing and holding the QUANTITY TEST switch below the GROSS WT/TOTAL FUEL indicator ("totalizer") will cause the tank gage readings to travel to the full mark, the GROSS WT/TOTAL FUEL indicator readings to increase, and the LOW lights in the QTY/LOW switchlights to illuminate.

There are three crossfeed valves and dual-legend switchlights. The flowbar illuminates when the switchlight is latched in (switchlight position). The other part is blue and is a "disagreement" light. It indicates a "disagreement" between the present position of the valve and the commanded position. So when a switchlight is first latched in, the blue light will illuminate until the valve is open, then the light extinguishes. So a flowbar and no blue light means the valve is selected open and is open. That's the way it should be, for crossfeed conditions. The crossfeed valves would be closed if it is desired to feed directly tank-to-engine. The crossfeed valves allows the FE to feed any engine from any tank, with only two crossfeed valves being operable.

This explanation about valve position and indication also applies to the three guarded TANK VALVE switchlights. For engines 1 and 3, the Tank Valve flowbars are also controlled by the FIRE PULL Handles.

The amber EMERGENCY SHUTOFF lights (one each for engine 1 and 3, and two for engine 2 and the APU) illuminate only when the emergency firewall shutoff valve position and the selected position of the valve (selected only by a FIRE PULL handle) is in disagreement - similar to the blue lights.

The REFUEL POWER "ON" light illuminates whenever the Fueling Power toggle switch at the Fueling panel is at the "On" position. Momentarily pressing this switchlight will remove power from the Fueling Panel, because the external Fueling Power toggle switch is operated through a holding relay. NOTE: The 2L/2R INBD-only feature is inhibited when the Fueling Power toggle switch is "on".

The FUEL USE RESET momentary switchlight is used to rest the fuel used indicators (not shown) in the panel to the right of the FUEL SYSTEM panel.

My "chat" here relates to the indicators and switchlights on the panel. Fuel system operation is yet another thing. This is true is just about every topic I've discussed so far - I've covered panel operation only - not system operation. That leads into many more hours of chat - nearly a full course.

Don

Original Flight Hardware: Main Insrument Panel (MIP) - Captain Side

Finally, I have assembled all the instruments for the MIP. Here is the panel for the left hand seat of the L-1011. The instruments that I have picked for the project are (from top left):

• Instrument Comparator (originally flown on the L1011)
• AFCS Warning (originally flown on the L1011)
• AFCS Modes (originally flown on the L1011)
• Altitude Indicator (originally flown on the L1011)
• Radio Altimeter Tape (originally flown on a Boeing 747)
• Attitude Direction Indicator (ADI) (originally flown on an Airbus A300)
• Airspeed Indicator (originally flown on the L1011)
• Radio Digital Distance Magnetic Indicator (RDDMI) (originally flown on a Boeing 737)
• Horizontal Situation Indicator (HSI) (originally flown on an Airbus A300)
• Vertical Speed Indicator (originally flown on a McDonald-Douglas DC-10)
• Chronograph (originally flown on a Boeing 737)
• Instrument Alternate Source Select (originally flown on the L1011)

So, yes, its a bit of a mix, but, potentially all these instruments could have flown on the Lockheed L-1011 given a specific customer configuration.

So here is a speculation ... the serial number of the Main Instrument Panel plate reads:

LAC MODEL NO: 25-1624298-103
MFG SER NO: 1233

Could it be that this plate is from ship 1233 ?? And if so, it would make it a plate from an L-1011-500 delivered to BWIA International in Trinidad Tobago? Can someone help?

History: Lockheed L-1011 Ship 3 (1003) During Flight Tests - N301EA (by Don Pierce)

This an old photo I found, scanned it on one computer and forwarded it to my new computer. The photo was taken around 1972. I [Don Pierce] am the person on the far right. The men in the dark suits in the center of the photo are, from left to right, the pilot, the FE, the co-pilot (second pilot), and my boss (team leader). The photo is of all of the various engineers involved. It does not include flight line personnel. The "301" on the on the nose is Eastern's number assignment - the FAA registry number of the plane was N301EA.

A confusing story: The second TriStar built was in TWA colors during flight test, but built as an Eastern plane, so it was repainted prior to delivery - in EAL colors and numbered N301EA. The plane on which I flew during flight Test, was renumbered N302EA prior to delivery. If you have a log of planes delivered, you will note that Ship 1002 (painted in TWA colors during flight test) was actually delivered as N301EA. The first TriStar to be delivered to TWA was Ship 1012 or 1013 (I don't remember exactly).

I used know the serial numbers for the LTU planes, since I taught them many times. Their first plane was 1033, which was basically an EAL plane with a few modifications. LTU would lease from EAL on occasion. Three of LTU's later planes were originally built for PSA, but not taken up by PSA, so LTU obtained them for a good price, after they sat on the flight line for quite a while. LTU had a mixture of -1, -200 and -500. (I still remember their "tail numbers")

"1003 while in route on 9/24/95 flying as DL157 (LAX-HNL) about 450 miles west of LAX airplane experienced sudden decompression at FL330 Airplane descended to FL140 and safely returned to LAX Due to cost of repairs Delta decided to retire the airplane which had over 52K hours and 25K cycles on its airframe at that point strd Dobbins AFB Marietta, GA used for stress evaluations by Lockheed"

The aircraft has most likely been destroyed after testing.

System Description by Don Pierce: Engine Start and Startup Sequence

"Don Pierce is a L-1011 Flight Test Engineer (Ship 3), then in Customer Training, then he had his own business doing maintenance training for L-1011 customers. Don is nothing but amazing in his knowledge of the L-1011. I am going to post several conversations on systems that I have had with Don over the past few weeks"



I will start with the photo of the ENGINE START panel.

The panel you have does NOT have the rotary Start Ignition select switch, which is located in the top center of the panel. Some airlines have it. It is a three-position switch, A/BOTH/B, which is used to select a single (or both) igniter(s).

I'll first go thru a sequence that is used during a normal engine start sequence.

1) The GROUND START switchights are solenoid held, and are latched in to initiate the start . This gives a command to open the associated start control valve to allow air (from the APU, another engine, or a ground cart) and begin the rotation of the compressors. The green VALVE OPEN light illuminates to indicate that the associated start control valve is NOT CLOSED. NOTE: This indication means the valve might be, lets say 3% open, allowing airflow, but there would be NO indication that the valve is partly open, since the indication operates at about 6%. This indication situation also applies to Pneumatics and Air Conditioning - with their "flow bars".

2) The amber PUSH legend in the momentary GND START RELEASE switchlight is illuminated any time a Ground Start switchlight (mentioned above) is latched in. Note: Power for the holding relay of the Gnd Strt switchlight goes through the GND START RELEASE switchlight when the latter switchlight is NOT pressed. So the start sequence can be interrupted at any time simply by pressing the GND START RELEASE switchight; the VALVE OPEN light will extinguish and the Gnd Start switchlight will "pop out".

3) When the N3 compressor (high speed compressor) reaches approximately 25% (the number varies by airline), the FUEL AND IGNITION toggle switch (not shown on the panel - but is located on the Center Console by the throttles) is moved from the OFF to ON position, allowing fuel to flow past the igniters, which are also activated at this time. This toggle switch must be pulled slightly out to be able to move it to the ON or OFF position. There is a "barrier" between each of the respective Fuel And Ignition toggle switches, to eliminate nuisance movement of adjacent toggle switches. For a few airlines the "barriers" have red lights that illuminates in event of a fire to advise the flight crew which engine to shut down.

Note that the FUEL AND IGNITION toggle switches also have a momentary ENRICH position. This position is used to supply additional fuel for starts on very cold days. It is generally referred to as Cold Day Enrichment. Since it is a momentary position, the switch must be held at the ENRICH position; the switch will revert back to the ON position when released from the ENRICH position..

4) When N3 reaches approximately 45%, the start control valve closes automatically and the VALVE OPEN light extinguishes. At approximately 51% N3, the GND START/ASSIST AIR START switchlight "pops out" automatically. Ignition is terminated at this time. The engine is now running "on its own".



The CONTINUOUS IGNITION switchlight is a latching switchlight, used when continuous ignition is desired - as in stormy weather. The white ON legend illuminates when the switchlight is latched in.

The FLIGHT START latching switchlight (for the respective engine ) is used when the flight crew determines that N3 rotation is sufficient for the restart of the engine. The start control valve is NOT used. The switchlight simply activates the ignitors. The white ON legend indicates switchlight position. The switchlight must be manually unlatched; it does NOT pop out automatically. Unlatching the switchlight will terminate ignition. This switchlight is labeled WINDMILL AIR START on most airlines.

The GROUND START switchlight (for the respective engine) is used when the flight crew determines that N3 rotation is NOT sufficient for the restart. In this situation the start control valve is used. The sequence of use is the same as in paragraphs 1) and 2). The switchlight is labeled GND START/ASSIST AIR START on most airlines.

To shut down the engine after its use (flight, taxiing, run-up, etc.), simply move the FUEL AND IGNITION toggle switch to OFF.

System Description By Don Pierce: PFCS and FCES Panels

"Don Pierce is a L-1011 Flight Test Engineer (Ship 3), then in Customer Training, then he had his own business doing maintenance training for L-1011 customers. Don is nothing but amazing in his knowledge of the L-1011. I am going to post several conversations on systems that I have had with Don over the past few weeks"




The upper of the two panels is the FCES Panel. We're into avionics now, which is not my field of depth. ALL of my comments apply to L-1011s other than the -500.

Each Flight Control system has two independent "channels" of monitored operation. A single fault will cause automatic shutdown of that channel. However, there are some faults in a single channel that would shut down both channels.

All of the switchights on the panel are normally latched in. The white OFF light illuminates only when the switchlight is unlatched - switchlight position. With the switchlight latched in, the OFF light is extinguished and the amber FAIL light is "armed". When the system monitor has detected a fault, the appropriate FAIL light will illuminate and the faulty channel is automatically deactivated. When a single channel has failed, the other channel provides normal system operation (a dual channel system).

For Yaw SAS (Stability Augmentation System), when both channels have failed, some features are unavailable - such as autopilot turn coordination, runway alignment and rollout guidance.
For Stall Warning, with a single failure, the other channel can still provide Stick Shaker operation.
For Pitch Trim, with a single failure, trim will be at a slower rate. When both channels have failed, only mechanical trim is available.
For DLC/Auto Spoilers (Direct Lift Control), when both channels have failed, only manual operation of spoilers is available.
For ATS (Auto Throttle System), with a single failure, the other channel can still provide ATS.
For Mach Trim, with a single failure the other channel will provide normal Mach trim.

The TEST switch provides the means to be able to test both Stall Warning channels on the ground.


The lower of the two panels is the PFCS Panel. It is part avionic, part mechanical.

The unlatched/latched operation of the Pitch and Roll switchlights is the same a described for the switchlights for the FCES Panel. Both systems have "jam" switches that will illuminate the appropriate FAIL light(s)

For the guarded RUDDER switchlight, the white OFF light illuminates when the switchlight is unlatched. It is normally latched in. Unlatching the switchlight will shut down the rudder servo entirely and allow the rudder to be in the "faired" position. The rudder uses three hydraulic systems - A, B, C. Rudder (and other flight controls) position can be monitored on the Surface Position Indicator, which is located on the Center instrument panel. The SPI does NOT show position of the elevator or all of the spoilers.

The stabilizer uses all four hydraulic systems. The legends in the switchlights are similar to what we've discussed for the FCES panel - but there are important differences. The switchlights are normally latched in. When they are unlatched, the INOP light illuminates (switchlight position), and the PUSH light is not armed.

To explain this properly, you need a good understanding of the operation of the stabilizer control system. To simplify it, the stabilizer system is operated by movement of the control column, which gives inputs via two feel/trim assemblies to two dual servos, which drive four hydraulic actuators which are attached to the forward end of the stabilizer. This is also linked via an "aft disconnect coupler" which can sense a jam in the control path. The jam will result in the illumination of the A and B, or C and D (stabilizer) PUSH lights A pilot will then unlatch the respective switchlights, the coupler will open, isolating the jam, allowing input from only one pilot (the "unjammed" side), and will illuminate the amber AFT COUPLER OPEN light on the PFCS panel. At the same time the amber PULL PITCH DISConnect light will illuminate, advising the captain to pull up on the Pitch Disconnect handle, which is located near his right knee by the stabilizer trim wheel (on the center console). When the handle has been pulled up and rotated 90° counter-clockwise, the pitch disconnect will have occurred (the pitch disconnect mechanism is located under the Flight Station floor) and the amber PITCH DISC light in the handle will illuminate. After the problem has been cleared, the reconnect can be made by rotating the handle 90° clockwise and allowing the handle to re-stow. The two control columns, which had been separated, must be moved to allow the dog-tooth clutch to re-syncronie.

Thee are NO controls or indications for the elevator. It moves as a function of stabilizer movement. (There is an ELEVATOR light on the FE's annunciator panel, which illuminates if there is a problem in its operation.)


There are four switchlights for the four ailerons. In total, all four hydraulic systems are used, but only two or three per aileron. The switchlights have white OFF legends, which illuminate when the switchlight is unlatched. It is normal for the switchlight to be latched in. The "cross-hatch" legend will illuminate when a jam is detected. It is a "cross hatch" to advise the crew of the problem, but they may or may not choose to unlatch the respective switchlights, depending on the flight situdation at the time. The amber PULL ROLL DISC light illuminates whenever a jam is detected in the system, and advises the crew to do a mechanical disconnect. The co-pilot will pull up on the Roll Disconnect handle, which is located by his left knee by the stabilizer trim wheel (center console). When the handle has been pulled up and rotated 90° clock-wise, the roll disconnect will have occurred and the ROLL DISC light will illuminate. The roll disconnect mechanism also is located under the floor of the flight station. Aileron control is normally through the captain's control path, due to a lost motion devise in the co-pilot's path. However, this lost motion devise is modified when the two halves have been disconnected from each other.

Inboard aileron position is normally shown on the SPI. To see outboard aileron position, press and hold the OUTBD AIL -PUSH- switch. You cannot see the position of all ailerons at the same time.


Here it gets even more confusing. I'll talk a bit about Spoilers.

Note the labeling for the Spoiler switchlights; they vary. The spoiler control system operates through a DLC (Direct Lift Control) servo and two spoiler mixers. However, the #1 spoilers are independent of the mixers. Therefore, the switchlight for the #1 spoiler (both sides) is labeled L&R 1, and does not have a PUSH light - only an OFF light, which indicates switchlight position - and the #1 spoilers are the only spoilers not used for "roll augmentation". Spoilers 2 and 3 (left and right sides) are controlled via the "right mixer". Spoiler #4 (both sides) are controlled from the "left mixer". Spoilers #5 and 6 (both sides) are controlled from either the left mixer or flap input - depending whether flaps are retracted or not.

So if there is problem in the right mixer, the PUSH lights will illuminate in the L&R 2 and L&R 3 switchlights If the problem is in the "left mixer", the PUSH light for theL&R 4 and perhaps L5&6 and R5&6
spoilers will illuminate. There are two outboard spoiler selectors, which select an input from either the mixer or flaps. The L5&6 or R5&6 PUSH light will illuminate if the respective outboard spoiler selector has a problem.

Thee are four modes of operation for the spoilers - 1) Air Speedbrakes, operated by pilot input, using the Speedbrake lever, 2) Roll Augmentation to assist the ailerons, 3) Direct Lift Control, used during approach for landing, and 4) Automatic Ground Spoilers (AGS) , which occurs after landing, or during a rejected takeoff; this system "dumps" lift after the L-1011 lans.


I could spend hours more on this. I'm going way too deep. Flight Controls is one of the most complex systems on the L-1011. You need to know a lot about the system to be able to understand it. I probably have only scratched the surface of the explanation. It is difficult to explain the panel indications without know a bit about system operation - especially with the PFCS panel.

Don