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DELTA VIRTUAL AIRLINES

Lockheed L-1011
Aircraft Operations Manual
Fourth Edition
December 13, 2009
Lockheed L-1011 Operating Manual

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Table of Contents
Welcome ........................................................................................................1
History and Overview......................................................................................2
Specifications L-1011-100.............................................................................7
Specifications L-1011-500.............................................................................8
Cockpit Checkout ............................................................................................9
Flying the LOCKHEED L-1011-100 - Tutorial....................................................13
Fuel Planning and Weight and Balance ...........................................................17
Lockheed L-1011 Checklist ............................................................................20
Gate Departure..........................................................................................20
Engine Start ..............................................................................................21
After Engine Start ......................................................................................21
Taxi To Active ...........................................................................................21
Before Takeoff...........................................................................................22
Takeoff - Cleared or Taxi into position & hold..............................................22
Climb to Altitude........................................................................................23
Cruise .......................................................................................................23
Descent ....................................................................................................23
Approach ..................................................................................................23
Landing.....................................................................................................24
After Landing (When clear of the runway)...................................................24
Shutdown .................................................................................................24
Crew Take-Off Briefing...............................................................................25
Crew Announcements ................................................................................26
Appendix A Typical Configuration................................................................27
Appendix BTakeoff Speeds .........................................................................28
Appendix C Speed Template.......................................................................29
Appendix D Standard Information...............................................................31
Appendix E Approach and Landing Speeds ..................................................33
Acknowledgements and Legal Stuff ................................................................35



Lockheed L-1011 Operating Manual

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Welcome

Welcome to the Delta Virtual Airlines Aircraft Operating Manual (AOM) for the
Lockheed L-1011.

The AOM is based upon the DVA Fleet Installer. We are always seeking to
improve the accuracy of the AOM.

Should you have questions about the specifics of this airplane or this manual,
you should create a Help Desk issue at our website, www.deltava.org

Should you have questions about aviation in general, creating a Help Desk issue
is the best course of action to take. The training department and the flight
academy personnel, who will do their best to answer your questions, will address
these.

If you are new to flying and would like to learn, we offer training that is modeled
after real world training. Sign up for flight instruction in the DVA Flight
Academy.



Lockheed L-1011 Operating Manual

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History and Overview

In the late 1960s, the airline industry wanted a bigger aircraft for Coast-to-Coast
service in the USA. A request from American Airlines for an aircraft in a 250-
passenger version gave birth to a new project for the civilian market. The aircraft
should have sufficient range to fly routes like Chicago to Los Angeles nonstop.
Soon it became evident that both McDonnell Douglas and Lockheed were
working on very similar prototypes. The competition between the two would be
very sharp! Earlier, Boeing launched the Boeing 747 jumbo-jet and this giant
aircraft became an immediate sales success.

Both Lockheed and McDonnell Douglas wanted to see their aircraft in the air first
and McDonnell Douglas won that battle when their DC-10 flew in August 1970.
Not far behind, the Lockheed L-1011 TriStar took to the skies in late November
1970.

First flown on November 16, 1970, the twin-aisle Lockheed TriStar was
considered a technological marvel for its day, featuring low noise emissions,
improved reliability and efficient operation. Although the TriStar's design
schedule closely followed that of its fierce competitor, the DC-10, McDonnell
Douglas beat Lockheed to market by a year due to delays in power plant
development. Rolls-Royce, the maker of the TriStar's RB211 turbofan engines,
had filed for bankruptcy, halting the Lockheed L-1011 final assembly. The British
government did not approve the large state subsidy used to restart Rolls-Royce
operations until the U.S. government had guaranteed the Lockheed loans
previously provided to Rolls for the extensive engine contract. The first Lockheed
TriStar was finally delivered to Eastern Airlines on April 26, 1972.

After one year of service, no less than 110 aircraft had been ordered. And
Lockheed was very pleased to see high-prestige airlines such as British Airways,
All Nippon, Cathay Pacific, Air Canada and Delta Air Lines placing orders for the
Lockheed TriStar. This was of course important for Lockheed's reputation as an
aircraft manufacturer, but it also represented a breakthrough. Until this point
almost three-quarters of the L-1011s ordered came from American customers.
This fact worried Lockheed a bit, as they knew that the TriStar had to win
customers around the whole globe to become a sales success.

A longer-range variant of the standard-length L-1011 was developed in the late
1970s. Designated the Lockheed L-1011-500, the fuselage length was shortened
by 14 feet to accommodate higher fuel loads.

The Lockheed L-1011 inaugurated Delta's first transoceanic flight, Atlanta to
London-Gatwick, on April 30, 1978, followed by its first transpacific service,
Lockheed L-1011 Operating Manual

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Atlanta to Portland to Tokyo, on March 2, 1987. Other notable inaugurations
flown by Delta L-1011s include Dallas Fort Worth to Honolulu, December 14,
1984; Atlanta to Honolulu, June 1, 1985; Portland to Seoul, December 15, 1987;
Portland to Taipei, July 1, 1988 and Portland to Bangkok, December 15, 1989.
Delta took delivery of its last new L-1011, N741DA in May of 1983 and this was
the airline's 44th TriStar acquired new from the manufacturer. In addition to
these new aircraft, Delta acquired a number of L-1011s from Pan Am, United
and Eastern between 1984 and 1991. N726DA was lost in a weather-related
accident while approaching Dallas Fort Worth on August 2, 1985.




However, in the mid-1990s, Delta realized that they needed a large fleet of new
wide-bodies to start replacing their fleet of over 50 aging Tri-Stars. Large orders
were placed for Boeing 767s to replace them on the transatlantic routes and
McDonnell Douglas MD-11s to replace them on the transpacific routes. The first
formal retirement of the TriStar came in July 1996, when N789DL was retired to
the Mojave Desert. Since then, the fleet had gradually been reduced, and Delta's
last transoceanic L-1011 flight was on November 30, 1998, from Vienna to
Atlanta as DL147. By spring of 2000, the fleet had shrunk to 24. As more Boeing
767s were delivered and the new Boeing 777 introduced, the Lockheed L-1011
rapidly gave up its places to these more modern jetliners of today. There were
only 15 remaining as of January 2001. The last L-1011-500 revenue flight was
operated by N755DL on January 8, 2001, as DL1886 from Los Angeles to Atlanta.
By that time, a substantial number of the mass-transit Boeing 767-400ERs were
being delivered, and the L-1011 retirement pace averaged an amazing two to
three aircraft per month. The L-1011 gave up being the backbone of Delta's
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Hawaiian services on March 31, 2001 when DL16 departed from Honolulu to
Dallas Fort Worth at 18:25HST. For the record, the last flights from the last
served cities were; Los Angeles on June 30 with DL1886 to Atlanta, Dallas Ft.
Worth on July 8 with DL476 to Ft. Lauderdale, Ft. Lauderdale on July 9 with
DL1494 to Atlanta, West Palm Beach on July 30 with DL1958 to Atlanta.


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July 31, 2001 was a sad day in aviation history and a sad day at Delta. The
Lockheed TriStar was the airplane that made Delta grow from a domestic airline
to a truly global carrier. The graceful, powerful Lockheed L-1011 served Delta
customers by the millions, setting milestones along the way, during its tenure
from 1973 to 2001. Her stylish tail and S-Duct with the famous "Widget" was
seen at a total of 79 domestic and international cities. She helped Delta become
the carrier it is today by giving them international aspirations and then fulfilling
those dreams. She served with dignity and grace, but also with remarkable
safety. She really is a grand old lady and let us all wish her well in her
retirement.

Rolls-Royce RB211
The Rolls-Royce RB211 almost bankrupted its manufacturer during the 1970s,
but has emerged as a durable and reliable turbofan engine that has expanded
beyond the Lockheed L-1011 to power the Boeing 757, 767 and 747 aircraft. The
RB211 family is unusual in that it is a three-shaft engine with three compressor
stages and three turbine stages. On the flight deck, pilots will see gauges for N1,
N2 and N3 speeds. The result of this unusual layout is an engine much shorter
and squatter than a typical Pratt & Whitney or General Electric designs. It is easy
to spot RB211-equipped Boeing 747s
based on their stubby engine
appearance.

The RB211-22B powered the original
Series 1 L-1011 and was rated at 42,000
lbs of thrust. Later (Series 250 and 500)
L-1011 models used the RB211-524B4
series, which produced 50,000 lbs of
thrust. Later variants (as displayed in the table below) have been used to power
the Boeing 747-400, reaching a peak of 60,600 lbs thrust.

The RB211 family has also been the foundation for the successful Trent engine
line, which powers the Boeing 777.

Engine Code Introduced Thrust (lbs) Aircraft
RB211-22B 1972 42,000
L-1011 Series 1
L-1011 Series 100
RB211-524B4 1981 50,000
L-1011 Series 250
L-1011 Series 500

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This airplane is certified in the Airworthiness Standards Transport Category, FAR
Part 25, 21, and applicable special conditions. The airplane is approved for the
following kinds of flight operations, both day and night, when the required
equipment is installed and approved in accordance with the applicable Federal
Aviation Regulations.

Visual (VFR)
Instrument (IFR)
Icing Conditions
Extended Overwater
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Specifications L-1011-100

DIMENSIONS
Length 177 ft 8 in
Height 55 ft 4 in
Wingspan 155 ft 4 in
Wing Area 3,456 ft
2

POWERPLANTS
Engine Type RB211-22B
Maximum Thrust 42,000
WEIGHTS
Empty Weight 241,000 lbs
Zero Fuel Weight 283,125 lbs
Max Takeoff Weight 430,000 lbs
Max Landing Weight 368,000 lbs
Takeoff runway length ISA, SL 10,800 ft
Landing runway length ISA, SL 5,800 ft
CAPACITY
Number of passengers in typical
configuration
310
Max Seating Capacity 400
Cockpit Crew 3
Maximum Cruise Altitude 42,000 ft
Service Ceiling FL310 FL370
Maximum Range in NM 3975 NM
Range fully loaded (gross weight) 3796 NM

Max Cruise Speed 10,000ft -
26,000ft
Max Cruise Speed 26,000ft -
42,000ft
375 KIAS
.90 MACH
Normal Operating Speed .82 MACH

Maximum Fuel Capacity 153,966 lbs


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Specifications L-1011-500

DIMENSIONS
Length 164 ft 2 in
Height 54 ft 4 in
Wingspan 164 ft 4 in
Wing Area 3,454 ft
2

POWERPLANTS
Engine Type RB211-524B4
Maximum Thrust 50,000
WEIGHTS
Empty Weight 296,000 lbs
Zero Fuel Weight 340,255 lbs
Max Takeoff Weight 510,000 lbs
Max Landing Weight 368,000 lbs
Takeoff runway length ISA, SL 8,648 ft
Landing runway length ISA, SL 6,801 ft
CAPACITY
Number of passengers in typical
configuration
250
Max Seating Capacity 330
Cockpit Crew 3
Maximum Cruise Altitude 43,000 ft
Service Ceiling FL310 FL370
Maximum Range in NM 6150 NM
Range fully loaded (gross weight) 5348 NM

Max Cruise Speed 10,000ft -
26,000ft
Max Cruise Speed 26,000ft -
42,000ft
375 KIAS
.90 MACH
Normal Operating Speed .82 MACH

Maximum Fuel Capacity 213,611 lbs

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Cockpit Checkout




Taxi lights not available. Use Landing Lights to Taxi at Dusk/Dawn/Night.
Landing Lights also control Cabin and Logo lights. May need to press L or
SHIFT L to get wing Navigation lights on.

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Engine Start Panel




A/P panel




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TCAS/IVSI

TCAS has 2 hot
spots:

1. Upper left for test
and turn on.

2. Upper right for
range


Airspeed Indicator

The Airspeed
Indicator has 5
hotspots (X) for
moving each speed
bug.



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Radio Panel



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Flying the LOCKHEED L-1011-100 - Tutorial



For this tutorial, we will be flying from Orlando International Airport (KMCO) to
Atlanta Hartsfield (KATL). Birmingham (KBHM) as our alternate. Our cruise
altitude will be at FL350. Our route of flight will be MCCOY NINE DEPARTURE
(MCOY9.ORL) with the SINCA FIVE ARRIVAL (SINCA.SINCA5). We will land on
Rwy 27L in Atlanta. Waypoints we will use along the route are ORL GUANO CRG
RDNEK CHESN BAXLY DBN RIPPI SINCA CANUK HUSKY YABBA DEZEE DOOOH
ANVAL DEPOT ATL. We will takeoff on Rwy 36R. You can start at any Gate.

Before starting the flight make sure you have all the charts you may need for the
flight. Normally you will need the airport diagram for each airport, the Standard
Instrument Departure (SID) chart if you are flying a SID and the relevant
approach plates, at least one for your departure airport and at least one for each
runway at your destination and alternate airports. This will ensure you have
flexibility upon arrive in the event a runway is closed or the weather has changed
dramatically.

For the purposes of this tutorial, we will assume there is no active Air Traffic
Control (ATC). Start Flight Simulator and choose the Create a Flight option.
Select the Lockheed L-1011-100 and click the OK button. Next select the Fuel
and Payload button to open the configuration window. Check the payload
configuration with the standard configuration chart in the chart section.

For fuel, you need to use the Fuel planner located in this manual. A flight from
Orlando to Atlanta, 1.4 hrs @ 405mi, would take approximately 43,177 lbs of
fuel. Load 10,194 lbs in the Left and Right tanks and 22,789 lbs in the Center
Lockheed L-1011 Operating Manual

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tank. Click okay. Make note of the Gross Weight. We will need it for later. Select
the Flight Planner and plug in the above listed waypoints. Select the airport
(KMCO) and Gate location. For our purpose here, well use the Flight Simulators
default weather. Select Clear Day. Once every thing is set, click the Fly Now
button to load the simulator.

Using the checklist found later in this manual, perform the At Gate Before
Engine Start checklist to ensure the aircraft and cockpit are properly configured
and all aircraft systems are working. Now, using the Engine Start and When
Cleared to Start checklist, start the engines. Complete the When Cleared to
Start checklist and After Engine Start checklist items.

Maximum taxi speed straight ahead is 25 knots and 10-12 knots in a turn. There
is no Ground Speed indicator in the DVA L1011, so use the GPS for ground
speed. If speed does creep toward the upper limits, tap the toe brakes to slow
the aircraft. Turning at speeds above the 12-15 knot is difficult. The L-1011 is a
heavy aircraft and tends to travel straight when nose wheel is turned to make a
sharp turn at speeds above the 12-15 knot limit. The aircraft will continue
straight ahead until it is slowed down. Follow the checklist closely and you will
not have any problems.

When ready to taxi, taxi to Rwy 36R. Complete all the Taxi checklist items. With
the noted Gross Weight, use the Takeoff Reference Speed chart to set the Speed
Bugs on the A/S indicator. VHF NAV 1 should have ORL 112.20 selected and
Course should be 355 on the A/P panel. Altitude should be 35000 and selected,
IAS select to 250 kts. Set Vertical Speed to 2600 FPM climb. Dial in 360 in the
HDG window. Select CRG VOR 114.5 into NAV 2 window.

Once at the runway hold line, execute the Before Takeoff and the Takeoff -
Cleared or Taxi into Position & Hold checklist items. Once in position, hold
the brakes and advance the throttles to about 80% N1 position. Allow the
engines to stabilize briefly, then release brakes and apply 96% N1. Use rudder to
track the runway centerline. When the airspeed reaches Vr of 140 knots, gently
pull back on the controls to raise the nose to a 10 nose up attitude. Hold this
attitude and allow the aircraft to fly off the runway. Once a positive rate is
established and when about 100 feet AGL above the runway, raise the landing
gear. Takeoff flying runway heading

As the airspeed accelerates thru 160 knots raise the flaps to 4 deg. At 200kts
raise flaps 0. Adjust pitch to maintain a 2600 FPM climb and allow airspeed to
increase. As airspeed approaches 230 knots, adjust power to 93% N1 and
achieve a 2400 FPM climb at 250 knots. Maintain these conditions as you climb
though 10,000ft.

Lockheed L-1011 Operating Manual

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As you continue your climb to your cruise altitude, continue to monitor airspeed
and rate of climb. As altitude increase above 1000 feet AGL, select A/T on A/P
panel. At 3000 feet AGL, select A/P and HDG. Select V/S of 2400. When
approaching ORL VOR, select NAV, continue with checklist to FL350. A/P should
now be flying the A/C on route. At 10,000ft MSL, set V/S to 2200 FPM. Set speed
to 310kts. At 18,000ft set Alt 29.92. At FL200, set V/S to 1800 FPM and select
MACH .82. At FL270, set VS to 1200 FPM.

When reaching GUANO, set NAV 1 to CRG (114.50) and course and HDG to 358.
Select 113.10 in NAV 2.

At 10 DME on the HSI, change course knob to 336. At 85 DME change NAV 1 to
DBN 113.10 and NAV 2 to 116.90.

At DBN, start your descent. Select 12000 in the ALT window and descend at -
2400 FPM to reach CANUK at the required ALT of 12,000. Deselect Mach and
select IAS Hold. Set IAS to 300 kts. As you get closer to CANUK, adjust Rate of
Descent accordingly. Use Speed brake to control speed.

Review the DESCENT checklist.

At DBN VOR, set NAV 1 to 116.90 and Course to 309.

Upon reaching CANUK, set ALT to 7000 and V/S to -1200 FPM. Set speed to
230 kts. A/C should turn at HUSKY and be around 7000 when turning inbound at
YABBA. Use Speed Brakes to help slow down. Dont forget to set them back in
when speed reached.

Approaching YABBA, enter the ILS freq of 108.5 into NAV 1. Set course and HDB
knob to 272. Select 4000 in the ALT window and V/S of -900, set speed to
180kts. Drop flaps to 10 deg. At 200 kts, drop flaps to 18 deg.

At DEZZE you can now select APR on A/P panel. At 180 kts drop flaps to 22 deg.
At DOOOH, Drop the gear and continue slowing to approach speed of 140 kts. At
160 kts set flaps to 27 deg. At 150 kts set flaps to 33 deg. At any time now you
can turn OFF the A/P and A/T and silence the warning by clicking the RED
BUTTON on the AFCS WARNING Panel. Now fly the Pitch/Bank steering bars on
the ADI. Monitor the HSI CDI for course corrections.

Go thru the APPROACH and LANDING checklists.

Hold 140 KIAS and a descent rate of 600-800 FPM all the way to the runway.
Dont try to flare too much because this airplane will float for a long distance.
Maintain a steady descent all the way to the runway. At 50 feet AGL, throttle
Lockheed L-1011 Operating Manual

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back to IDLE. Pull a nice and easy flare. This is where practice is required to get
just the right flare.

Once the nose wheel is on the runway, apply full reverse thrust (Press and hold
F2) and apply the brakes. Select Spoilers full out. When slowing thru 80 KIAS,
disengage the reverse thrust. Bring Spoilers in. Slow to taxi speed and turn off
the runway.

Stop on the taxiway and complete the After Landing - (when Clear of the
Runway) checklist. When complete, taxi to the gate and perform the
Shutdown checklist. Log the PIREP on ACARS.


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Fuel Planning and Weight and Balance
Fuel Planning is also covered in the Flight Encyclopedia.

L-1011-100
Altitude Indicated A/S True A/S Fuel Burn
Ground N/A N/A 4000 PPH
12,000 280 KIAS 347 KTAS 3,470 PPH
FL180 290 KIAS 394 KTAS 3,670 PPH
FL240 290 KIAS 429 KTAS 3,780 PPH
FL300 280 KIAS 448 KTAS 3,710 PPH
FL360 270 KIAS 464 KTAS 3,670 PPH
*Fuel burn is per engine

L-1011-500
Altitude Indicated A/S True A/S Fuel Burn
Ground N/A N/A 3000 PPH
12,000 280 KIAS 347 KTAS 2,500 PPH
FL180 290 KIAS 394 KTAS 2,540 PPH
FL240 290 KIAS 429 KTAS 2,630 PPH
FL300 280 KIAS 448 KTAS 2,630 PPH
FL360 270 KIAS 464 KTAS 2,630 PPH
*Fuel burn is per engine

Fuel Planning Example L1011-100

1200 NM flight at FL360 3,670 PPH
Zero Fuel Weight 283,125 lbs
Unusable 1,200 lbs
Ground Operations 2,000 lbs
Flight Time 2.8 hrs 10,276 lbs
Alternate - .4 hrs 1,468 lbs
Holding (.5 hrs) 1,835 lbs
Reserves (.75 hrs) 2,752.5 lbs
Total fuel per engine 19,531.5 lbs
Total fuel 58,594.5 lbs
Ramp Weight 341,719.5 lbs
Approach Weight Approx 310,891.5 lbs (holding, alternate, reserves,
unusable)

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The minimum Fuel Required per Tank 1, 2 and 3 is 1,200lbs If you fly internationally,
you will need to add an international fuel reserve. For the L-1011-100, the International
Fuel Reserve can be calculated by started with 8,000 lbs base fuel, then add minutes of
flight x 25 lbs fuel

Example: A 425 minute flight would be 425 x 25 = 10,625+8,000 lbs = 18,625 Intl
Reserves
Note: this is not a per engine calculation it includes all engines

L-1011 DESCENT REFERENCE GUIDE

Start Descent Follow 3:1 Line
Cruise Alt T.O.D
(1000 ft) Distance (N.M.)

41 138
39 132
37 126
35 120
33 114
Intercept Alt 3:1 Distance Zero Wind
(1000 ft) (N>M) R/D (FPM)

37 111 2600
35 105 2600
33 99 2600
31 93 2600
29 87 2600

31 108
29 102
28 99
27 96
26 93


27 81 2500
25 75 2400
24 72 2400
23 69 2300
22 66 2300

25 90
24 87
23 84
22 81
21 78

21 63 2300
20 60 2200
19 57 2200
18 54 2200
17 51 2100
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20 75
19 72
18 69
17 66
16 63

16 48 2100
15 45 2100
14 42 2000
13 39 2000
12 36 2000

15 60
14 57
13 52
12 47
11 42
10 36

11 33 1900
10 30 1900
10 30 1900
10 30 1900
10 30 1900
10 30 1900

Rate of descent will increase by 100 FPM per 20 kt of tailwind
Example:
From FL 350, start descent 120 NM out with a 1000 FPM rate of descent.
You will intercept 3:1 line at FL 310, 93 NM out
A target 2600 FPM R/D will put you on the 3:1 line initially

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Lockheed L-1011 Checklist
Normal Operations

GATE DEPARTURE

o All Charts/Flight Plan On Board
o Fuel on board Verify using Fuel Planner
o Weight/Balance Meet Flight Requirements
o Parking Brakes ON
o No Smoke/Seat Belt ON
o ACARS (optional) Connected and Flight Started
o All doors Closed / Locked
o Gear Lever DOWN three green
o Flight Controls Free & Clear (outside View)
o Flight Controls Surface Indicator Check
o Airspeed Bugs Set bugs at
V
1
,V
R
,V
2,
V
2
+20,V
2
+60
o Clock/Stopwatch SET
o COM2 Tune ATIS
o Altimeter SET
o Radio Altimeter SET
o COM1 SET to local frequency
o NAV 1 & 2 SET & IDENT
o ADF SET & IDENT
o Marker Beacon Audio ON
o HSI SET
o Heading bug SET
o Altitude (AP) SET
o VSI SET

Takeoff ATC CLEARANCE - Call for IFR/VFR Departure-Push/Start Request

o Transponder Code Set/Squawk Standby

BEFORE ENGINE START CHECKLIST COMPLETED
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ENGINE START
o Parking brakes ON
o Simulator time at start up Note
o Nav/Beacon Lights Switch ON

When Cleared to Start

o Throttle Levers IDLE
o On Eng Start Panel, Select #1 Start N1 starts to move
o Engine Fuel Pump Switch ON at 19% N1
o Engine Instruments Monitor
o Engine instruments IN green & stable
o Verify fuel flow CHECK
Repeat for Eng 2 & 3

ENGINE START CHECKLIST COMPLETED
AFTER ENGINE START
o Parking Brake ON
o Internal, Logo lights ON
o Pitot Heat ON
o Window Heat As Required
o Air Con ON
o Elevator Trim Wheel Centered at 0 Degrees
o Flap Selector Lever 10 deg down

AFTER ENGINE START CHECKLIST COMPLETED
TAXI TO ACTIVE
ATC TAXI CLEARANCE - Request taxi to active runway
o Throttle Levers IDLE
o Taxi Lights (not avail on DVA L1011s) ON
o Windshield Heat (if required) ON
o GPS (HSI Switch) GPS for ground speed
o Parking brakes Release
o Pushback Shift+P then 1 or 2 to turn
o Toe Brakes Tap Check
o Instrument Check during taxi Compass/Slip Ball
movement
o Crew Takeoff Briefing Perform during Taxi
o Crew Announcement Perform during Taxi
TAXI CHECKLIST COMPLETED

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BEFORE TAKEOFF

o GPS (HSI Switch) Nav
o Flight Director ON
o Y/D (Yaw Damper) ON
o Autopilot Check Disengaged
o Flaps & Trim Check
o COM1 & NAV 1 & ADF Check
ATC Take off CLEARANCE - Request for takeoff
Note takeoff time and fuel amount

BEFORE TAKEOFF CHECKLIST COMPLETED
TAKEOFF - CLEARED OR TAXI INTO POSITION & HOLD

o Toe Brakes ON
o Strobe & Landing lights ON
o Taxi lights (not avail on DVA L1011s) OFF
o Transponder ON-Squawk Normal
o Heading bug Runway heading
o Throttle Levers Advance to 80% N
1
-
Stabilize
o Toe Brakes Release
o Throttle Levers Set thrust to 96% N
1
by
80KIAS
o Engine instruments Monitor/Check
o At Vr (___knots) Rotate to 10-15 degrees
nose up
At 100 feet AGL with a positive rate of climb
o Landing Gear Lever UP
Accelerate to V
2
and climb out, initially at V
2
+10 to V
2
+20
At 1,500 feet AGL lower the nose to 10 degrees and accelerate
the aircraft raising the flaps on schedule

o Flap Selector Lever Flaps 4 deg (V
2
+20)
o UP at V
2
+60
o Throttles Set climb thrust 93% N
1

o Autopilot Command above 3,000 ft
AGL
Accelerate to 250 KIAS and climb to 10,000 feet

TAKEOFF CHECKLIST COMPLETED-
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CLIMB TO ALTITUDE
o Rate of Climb to 10,000 ft MSL 2400ft/min 250 KIAS
o Fuel flow rate-engine instruments Monitor
Above 10,000 feet MSL, lower nose and accelerate
Climb 310 KIAS at 2200 feet/min
CRUISE
o Landing lights (passing 10,000 ft) OFF
o Logo lights (passing 10,000 ft) OFF
o Seat Belts (above 10,000 ft) OFF or Captains discretion
Alert the cabin crew that use of approved portable
electronics is now approved
o Altimeter Reset At 18,000 feet MSL 29.92
At FL200 reduce climb rate to 1800 feet/min
Set Speed to Mach .80 to .84
At FL 270 reduce climb rate to 1200 feet/min


CRUISE CHECKLIST COMPLETED
DESCENT

ATC Descent CLEARANCE Descend

o Approach briefing Review METAR-STAR
o Set altimeter Destination altimeter
o Landing lights (passing 10,000 ft) ON
o No Smoke/Seat Belt ON
o Crew notify landing 20 mins (1hr international)
DESCENT CHECKLIST COMPLETED
APPROACH
o ATC Approach CLEARANCE Received
o Airspeed Bugs SET per chart
o ILS/VOR/NAV approach freq SET
o Altimeter Check
o Flap Selector Lever SET per chart
o Missed approach HDG/Spd/Alt SET in A/P
o Landing Gear Lever DOWN at 180 KIAS

APPROACH CHECKLIST COMPLETED

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LANDING
o ATC Landing CLEARANCE Received
o Throttle Levers IDLE at 50ft AGL
o Reversers ON at nose wheel
touchdown
o Spoilers OUT
o Toe Brakes APPLY as needed
o Reversers OFF at 80 knots
o Spoilers IN

LANDING CHECKLIST COMPLETED
AFTER LANDING (WHEN CLEAR OF THE RUNWAY)

o ATC Taxi CLEARANCE To gate
o Transponder Set to Standby
o Flap Selector Lever UP
o Strobes & Landing lights OFF
o Taxi lights (not avail on DA L1011s) ON
o A/P - F/D OFF

AFTER LANDING CHECKLIST COMPLETE
SHUTDOWN
o Parking brakes ON
o No Smoke/Seat belt OFF
o Logo, Taxi lights OFF
o Pitot Heat OFF
o Window Heat OFF
o Air Con OFF
o Fuel Pumps OFF
o Nav Lights OFF
o Doors Open
Record fuel left in tanks & compare to the amount
you had planned for in your flight plan
Simulator time at shutdown-Note the time
o ACARS Shutdown (optional) End Flight, File PIREP
o Exit flight simulator

NOT FOR REAL WORLD AVIATION USE

Lockheed L-1011 Operating Manual

25
CREW TAKE-OFF BRIEFING

Captain to Co-pilot

We will be taking off on RWY (active runway), climbing to (altitude). If we
encounter an engine malfunction, fire or other emergency before V1 (critical
engine failure recognition speed) KIAS, the flying pilot will retard the throttles
to flight idle and bring the aircraft to a complete stop on the runway. The
non flying pilot will notify the proper ATC of our intentions and assist the
flying pilot as requested or needed to operate the aircraft in a safe manner.

If the aircraft has reached Vr (rotate speed) KIAS, the flying pilot will fly the
aircraft per company procedures and the non flying pilot will notify the
appropriate ATC of our intentions and assist the flying pilot as requested or
needed to operate the aircraft in a safe manner and land the aircraft as soon
as possible.

Aircraft Weight is: ________ Taxi Instructions to Active:
_______________

V Speeds for this flight are (calculated) See prepared Flip Chart(s)

Flap Settings: Takeoff _____ Engine Failure Approach ______

Discuss the Departure Procedures for this flight (Ref Charts, SID's)

Discuss Weather considerations (Ref ATIS, METAR, TF)

Crew Approach/Landing Briefing

Captain to Co-pilot

Weather conditions are (obtain from ATIS, Metar and TF).

Landing on RWY (active runway) at (airport) using the (???) approach
(Ref STAR)

Descend at (???). Our Final Approach altitude will be (???)

V Speeds for this approach are (calculated) (See prepared Flip Chart(s))

Missed approach Procedures are (Ref Approach Plates)

Taxiway Turnoff _____ Taxi Route from Active ________________

Parking at Gate (#)

Lockheed L-1011 Operating Manual

26
CREW ANNOUNCEMENTS

Departure
Ladies and gentlemen, on behalf of the flight crew, this is your (captain or first
officer) (insert name), welcoming you aboard Delta Virtual Airlines flight number
(flight) with service to (destination). Our flight time today will be approximately
(time en route) to (destination). At this time, Id like to direct your attention to
the monitors in the aisles for an important safety announcement. Once again,
thank you for flying Delta Virtual Airlines.

Climbing above 10,000 feet MSL
Inform cabin crew that use of approved electronic devices is authorized.

At Cruise Altitude
Ladies and gentlemen, this is the (Captain or First Officer) speaking. Weve
reached our cruising altitude of (altitude). We should be approximately (time)
enroute and expect to have you at the gate on time. Ive turned off the fasten
seatbelt sign, however, we ask that while in your seat you keep your seatbelt
loosely fastened as turbulence is often unpredicted. Please let us know if there is
anything we can do to make your flight more comfortable, so sit back and enjoy
your flight.

Approach
Inform cabin crew of approach and to discontinue use of electronic devices.

Landing
On behalf of Delta Virtual Airlines and your entire flight crew wed like to
welcome you to (destination) where the local time is (time). We hope youve
enjoyed your flight with us today and hope that the next time your plans call for
air travel, youll choose us again. Once again, thank you for flying Delta Virtual
Airlines.


Lockheed L-1011 Operating Manual

27
Appendix A Typical Configuration

DVA L-1011-100

Empty Weight 241,000 Lbs Fuel
Payload 42,125 lbs Left 10,194 lbs
Zero Fuel Weight 283,125 lbs Center 22,789 lbs
Fuel 43,177 lbs Right 10,194 lbs
Gross Weight 326,301 lbs Total Fuel 43,177 lbs
Max Gross Weight 467,018 lbs Max Allowable Fuel 168,719.82 lbs

Fuel Capacities
Tank % Pounds Capacity
Left 19.8% 10,194 57185
Center 44.7% 22,789 54351
Right 19.8% 10,194 57185

Payload Settings
Station Pounds
Pilot 170
Co-Pilot 170
Crew 510
First Class 1-7 4440
Economy 10-19 6525
Economy 21-36 12110
Economy 40-48 6200
Forward Cargo 8000
Aft Cargo 4000
Total 42125


Lockheed L-1011 Operating Manual

28
Appendix BTakeoff Speeds

Please note that takeoff reference speeds in this chart are based on standard
atmospheric conditions and do not reflect temperature or density altitude.


Flaps 10
o
Flaps 18
o
Aircraft
Weight V
1
V
R
V
2
V
1
V
R
V
2

Pounds KIAS KIAS KIAS KIAS KIAS KIAS
520,000 164 169 176 161 166 174
500,000 160 165 173 157 162 171
480,000 156 161 170 154 159 167
460,000 152 157 166 149 155 164
440,000 148 153 162 145 151 160
420,000 144 149 159 141 147 156
400,000 140 145 155 137 142 153
380,000 136 140 152 133 137 149
360,000 131 135 147 129 134 145
340,000 126 130 143 129 134 145
320,000 124 126 139 129 134 145
300,000 124 124 135 129 134 145
280,000 124 124 135 129 134 145
260,000 124 124 135 129 134 145



Lockheed L-1011 Operating Manual

29
Appendix C Speed Template
DVA L-1011-100
Empty Weight Fuel
Payload Left
Zero Fuel Weight Center
Fuel Right
Gross Weight Total Fuel
Max Gross Weight Max Allowable Fuel



Lockheed L-1011-100
____________ LBS
Takeoff
Flaps 10 Flaps 18
V1

V1

Vr

Vr

V2

V2

Landing
Flaps 0 4 10 18 22 27 33 42
Maneuvering
V
ref


V
app



Lockheed L-1011 Operating Manual

30
DVA L-1011-100
Empty Weight 241,000 Lbs Fuel
Payload 42,125 lbs Left 10,194 lbs
Zero Fuel Weight 283,125 lbs Center 22,789 lbs
Fuel 43,177 lbs Right 10,194 lbs
Gross Weight 326,301 lbs Total Fuel 43,177 lbs
Max Gross Weight 467,018 lbs Max Allowable Fuel 168,719.82 lbs



Lockheed L-1011-100
326,301 LBS
Takeoff
Flaps 10 Flaps 18
V1
124
V1
129
Vr
126
Vr
134
V2
139
V2
145
Landing
Flaps 0 4 10 18 22 27 33 42
Maneuvering 215 195 180 175 145 135
V
ref

175 165 160 155 145 135
V
app

180 170 165 160 150 140


Lockheed L-1011 Operating Manual

31
Appendix D Standard Information
DVA L-1011-100

Flaps Maximum Speeds

Flap Position Maximum Speed
4 250 KIAS
10 230 KIAS
18 210 KIAS
22 205 KIAS
27 200 KIAS
33 170 KIAS
42 160 KIAS

Flap Retraction Schedule
4 FLAPS 10 FLAPS Greater than 10 FLAPS
WHEN
Callout and crew action required
1,000 ft AGL LATCH VS 2400FPM
V2 + 10 FLAPS 10
V2 + 20 CLIMB POWER Flaps 4, CLIMB POWER
V2 +60 FLAPS UP
V2 + 70 LATCH IAS
2,500 ft AGL Accelerate to 250 KIAS

Climb Profile
250kts to 10,000ft
310kts to FL200
MACH .82 to Cruise Alt


Standard Climb Rate
2600 FPM initial
@ 230kts, 2400 FPM to 10,000ft
2200 FPM to FL200
1800 FPM to FL270
1200 FPM to Cruise Alt

Descent Rate
Above 10,000 MSL, Standard Descent Rate is 300 KIAS at -2400 FPM
Below 10,000 MSL, 250 KIAS or slower, rate of descent as required

Lockheed L-1011 Operating Manual

32
DVA L-1011-100

Restrictions

Winds - Takeoff and Landing
L-1011-100 and -500
Maximum Tailwind (Takeoff and Landing)
10 Knots
L1011-100
Maximum Crosswind (Takeoff and Landing)
35 Knots
L1011-500
Maximum Crosswind (Takeoff and Landing)
30 knots

Engine Thrust
L-1011-100
Maximum Takeoff Thrust 96% N
1,
99% N
3,
728 TGT
Maximum Continuous Thrust 96.8% N
1
, 101% N
3,
710 TGT
Maximum Reverse Thrust 101.3 N
1
30 sec

L-1011-500
Maximum Takeoff Thrust 98% N
1,
101% N
3,
785 TGT
Maximum Continuous Thrust 99% N
1,
103% N
3
, 710 TGT
Maximum Reverse Thrust 90.0 N
1
60 sec




Lockheed L-1011 Operating Manual

33
Appendix E Approach and Landing Speeds

DVA L-1011-100

Landing Maneuvering Speeds
Flaps 0 V
REF
+ 60 KIAS
Flaps 4 V
REF
+ 40 KIAS
Flaps 10 V
REF
+ 30 KIAS
Flaps 18 V
REF
+ 20 KIAS
Flaps 22 V
REF
+ 20 KIAS
Flaps 33 V
REF
+ 0 KIAS
Flaps 42 V
REF
+ 0 KIAS

Landing Reference Speeds

Flaps 4 Flaps 10 Flaps 22 V
REF
Flaps 33 Aircraft Weight
Pounds
APPR KIAS APPR KIAS APPR KIAS LANDING KIAS
420,000 195 185 175 155
410,000 193 183 173 153
400,000 190 180 170 150
390,000 188 178 168 148
380,000 186 176 166 146
370,000 184 174 164 144
360,000 182 172 162 142
350,000 180 170 160 140
340,000 177 167 157 137
330,000 175 165 155 135
320,000 173 163 153 133
310,000 171 161 151 131
300,000 168 158 148 128
290,000 166 156 146 126
280,000 164 154 144 124
270,000 162 152 142 122
260,000 159 149 139 119

Lockheed L-1011 Operating Manual

34
DVA L-1011-100

Landing Field Lengths in Feet

Pressure Altitude (Feet)
Aircraft
Weight
Pounds
0 1000 2000 4000 6000
260,000 4900 4950 5050 5300 5600
270,000 5000 5100 5200 5450 5750
280,000 5150 5250 5350 5600 5950
290,000 5300 5400 5510 5760 6100
300,000 5400 5500 5650 5900 6250
310,000 5550 5650 5800 6050 6400
320,000 5700 5800 5950 6100 6550
330,000 5850 5950 6100 6350 6750
340,000 6000 6100 6250 6500 6900
350,000 6150 6250 6400 6700 7050
360,000 6300 6400 6550 6850 7250
370,000 6400 6500 6650 6950 7400
380,000 6550 6700 6850 7150 7550
390,000 6700 6850 7000 7350 7750
400,000 6850 7000 7150 7500 7900
410,000 7000 7150 7300 7650 8050
420,000 7150 7300 7500 7800 8200
430,000 7300 7450 7650 8000 8400
440,000 7450 7600 7800 8150 8550
450,000 7600 7750 7950 8300 8700



Lockheed L-1011 Operating Manual

35
Acknowledgements and Legal Stuff

Delta Virtual Airlines 2009 Copyright 2009 Global Virtual Airlines Group. All
rights reserved.

For flight simulation purposes only.

In no way are we affiliated with Delta Air Lines, its affiliates, or any other airline.
All logos, images, and trademarks remain the property of their respective
owners. Delta Virtual Airlines is a non-profit entity engaged in providing an
avenue for flight simulation enthusiasts.

This manual was upgraded to edition three in Feb 2009 by Don Baker with
assistance by George Lewis and Scott Clarke.

This manual was previously created and updated by the following authors:
Justin Elfand and Luke Kolin.

Flight Simulator screenshots courtesy Don Baker

This manual is copyright 2001, 2002, 2003, 2004, 2005, 2006, 2007, 2008, 2009
and 2010. The authors grant unlimited rights to Delta Virtual Airlines for
modification and non-profit electronic duplication and distribution. Material from
outside sources was used and other copyrights may apply. All cited sections
remain the property of their authors.

While we strive to mirror real-world operations, this manual is not designed for
use in the operation of real-world aircraft.













NOT FOR REAL WORLD AVIATION USE