Lockheed L-1011-100 - Delta Virtual Airlines

DELTA VIRTUAL AIRLINES 

Lockheed L-1011 

Aircraft Operations Manual 

Fourth Edition 

December 13, 2009

Table of Contents 

i 

Lockheed L-1011 Operating Manual 

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 B—Takeoff Speeds .........................................................................28 

Appendix C —Speed Template .......................................................................29 

Appendix D —Standard Information ...............................................................31 

Appendix E —Approach and Landing Speeds ..................................................33 

Acknowledgements and Legal Stuff................................................................35

Welcome 

1 


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.

History and Overview 

2 


In the late 1960’s, 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 250passenger 

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-1011’s 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 

1970’s. 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,

3 


Atlanta to Portland to Tokyo, on March 2, 1987. Other notable inaugurations 

flown by Delta L-1011’s 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-1011’s 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-1990’s, Delta realized that they needed a large fleet of new 

wide-bodies to start replacing their fleet of over 50 aging Tri-Star’s. Large orders 

were placed for Boeing 767’s 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 

767’s 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 767-400ER’s 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

4 


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.

5 


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 1970’s, 

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 747’s 

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

6 


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

Specifications – L-1011-100 

DIMENSIONS 

POWERPLANTS 

WEIGHTS 

Length 177 ft 8 in 

Height 55 ft 4 in 

Wingspan 155 ft 4 in 

Wing Area 3,456 ft 2 

Engine Type RB211-22B 

Maximum Thrust 42,000 

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 


42,000ft 

7 


375 KIAS 

.90 MACH 

Normal Operating Speed .82 MACH 

Maximum Fuel Capacity 153,966 lbs

Specifications – L-1011-500 

DIMENSIONS 

POWERPLANTS 

WEIGHTS 

Length 164 ft 2 in 

Height 54 ft 4 in 

Wingspan 164 ft 4 in 

Wing Area 3,454 ft 2 

Engine Type RB211-524B4 

Maximum Thrust 50,000 

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 


26,000ft 


42,000ft 

8 


375 KIAS 

.90 MACH 

Normal Operating Speed .82 MACH 

Maximum Fuel Capacity 213,611 lbs

Cockpit Checkout 

9 


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.

Engine Start Panel 

A/P panel 

10 

Lockheed L-1011 Operating Manual

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. 

11 


Radio Panel 

12 


13 


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

14 


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, we’ll use the Flight Simulator’s 

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.

15 


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. Don’t 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. 

Don’t 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

16 


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.

17 


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 




*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 





*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)

18 


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 Int’l 

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 

31 108 

29 102 

28 99 

27 96 

26 93 

25 90 

24 87 

23 84 

22 81 

21 78 

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 

27 81 2500 

25 75 2400 

24 72 2400 

23 69 2300 

22 66 2300 

21 63 2300 

20 60 2200 

19 57 2200 

18 54 2200 

17 51 2100

20 75 

19 72 

18 69 

17 66 

16 63 

15 60 

14 57 

13 52 

12 47 

11 42 

10 36 

19 


16 48 2100 

15 45 2100 

14 42 2000 

13 39 2000 

12 36 2000 

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

Lockheed L-1011 Checklist 

Normal Operations 

GATE DEPARTURE 

20 


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 

V1,VR,V2,V2+20,V2+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

ENGINE START 

o Parking brakes ON 

o Simulator time at start up Note 

o Nav/Beacon Lights Switch ON 

When Cleared to Start 

21 


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 

AFTER ENGINE START 

ENGINE START CHECKLIST COMPLETED 

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 

TAXI TO ACTIVE 

AFTER ENGINE START CHECKLIST COMPLETED 

ATC TAXI CLEARANCE - Request taxi to active runway 

o Throttle Levers IDLE 

o Taxi Lights (not avail on DVA L1011’s) 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

BEFORE TAKEOFF 

22 


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 L1011’s) OFF 

o Transponder ON-Squawk Normal 

o Heading bug Runway heading 

o Throttle Levers Advance to 80% N1 - 

Stabilize 

o Toe Brakes Release 

o Throttle Levers Set thrust to 96% N1 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 V2 and climb out, initially at V2+10 to V2+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 (V2+20) 

o UP at V2+60 

o Throttles Set climb thrust 93% N1 

o Autopilot Command above 3,000 ft 

AGL 

Accelerate to 250 KIAS and climb to 10,000 feet 

TAKEOFF CHECKLIST COMPLETED-

CLIMB TO ALTITUDE 

CRUISE 

DESCENT 

APPROACH 

23 


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 

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 

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 

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

LANDING 

24 


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 L1011’s) ON 

o A/P - F/D OFF 

SHUTDOWN 

AFTER LANDING CHECKLIST COMPLETE 

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

CREW TAKE-OFF BRIEFING 

Captain to Co-pilot 

25 


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 (#)

CREW ANNOUNCEMENTS 

26 


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, I’d 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. We’ve 

reached our cruising altitude of (altitude). We should be approximately (time) 

enroute and expect to have you at the gate on time. I’ve 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 we’d like to 

welcome you to (destination) where the local time is (time). We hope you’ve 

enjoyed your flight with us today and hope that the next time your plans call for 

air travel, you’ll choose us again. Once again, thank you for flying Delta Virtual 

Airlines.”

Appendix A – Typical Configuration 

DVA L-1011-100 

27 


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

Appendix B—Takeoff Speeds 

28 


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 V1 VR V2 V1 VR V2 

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

Appendix C —Speed Template 


Empty Weight Fuel 

Payload Left 

Zero Fuel Weight Center 

Fuel Right 

Gross Weight Total Fuel 

Max Gross Weight Max Allowable Fuel 

29 


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 

Vref 

Vapp

30 



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 

Vref 175 165 160 155 145 135 

Vapp 180 170 165 160 150 140

Appendix D —Standard Information 


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 

31 


Flap Retraction Schedule 

WHEN 

4° FLAPS 10° FLAPS Greater than 10° FLAPS 

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


Restrictions 

Winds - Takeoff and Landing 

L-1011-100 and -500 

Maximum Tailwind (Takeoff and Landing) 

L1011-100 

Maximum Crosswind (Takeoff and Landing) 

L1011-500 

Maximum Crosswind (Takeoff and Landing) 

32 


10 Knots 

35 Knots 

30 knots 

Engine Thrust 

L-1011-100 

Maximum Takeoff Thrust 96% N1, 99% N3, 728 TGT 

Maximum Continuous Thrust 96.8% N1, 101% N3, 710 TGT 

Maximum Reverse Thrust 101.3 N1 30 sec 

L-1011-500 

Maximum Takeoff Thrust 98% N1, 101% N3, 785 TGT 

Maximum Continuous Thrust 99% N1, 103% N3, 710 TGT 

Maximum Reverse Thrust 90.0 N1 60 sec

33 


Appendix E —Approach and Landing Speeds 


Landing Maneuvering Speeds 

Flaps 0° VREF + 60 KIAS 







Landing Reference Speeds 

Aircraft Weight 

Pounds 

Flaps 4 

APPR KIAS 

Flaps 10 

APPR KIAS 

Flaps 22 

APPR KIAS 

VREF Flaps 33 

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


Landing Field Lengths in Feet 

34 


Aircraft 

Weight 

Pressure Altitude (Feet) 

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

Acknowledgements and Legal Stuff 

35 


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

Lockheed L-1011-100 - Delta Virtual Airlines

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