Welcome to the iniBuilds TriStar Airliner | Microsoft Flight Simulator 2024

0:19 Hello and welcome to the L1011.

0:23 What are we going to be covering in today's video?

0:26 Well, first of all, we're going to take a look at the history of the L1011,

0:30 which there's a lot to cover there, and it is a fascinating aircraft.

0:34 Then, we're going to be loading into the sim on stand Bravo in JFK,

0:39 where we're going to take a look at the exterior features,

0:42 the interior features, and generally just the aircraft itself as an overview.

0:47 Then, we're going to get the engine started and do a short flight from JFK.

0:52 and then we'll return back to JFK looking at some of these cool

0:55 features in flight and just going over the aircraft's general systems.

1:03 Okay, the history of the L1011 is fascinating.

1:06 I think it's one of the most interesting widebody aircraft ever built.

1:11 Now, why is that?

1:13 It's because it's a locked.

1:14 It's not an Airbus.

1:15 It's not a Boeing.

1:16 And it's not a McDonald Douglas Corporation aircraft.

1:20 It's its own thing entirely.

1:22 Loheed were on top of the world in this period.

1:24 They had just finished the SR71.

1:27 Not that they could tell anyone about it,

1:28 but they were there with that level of expertise and they thought,

1:32 let's show everyone what we can do with airliners.

1:35 They' built airliners before in the past that had been successful,

1:38 but this was their first and last jet airliner.

1:41 Unfortunately, production started in 1968, first flight in November 1970,

1:47 and it was introduced in April 1972.

1:50 250 aircraft were made.

1:52 So, you know, quite a few.

1:54 But because of this sort of need to show everyone, look what we can do.

1:59 They needed to make 500 units just to break even.

2:02 So, they didn't even come close.

2:04 Now, what did they do to try and differentiate the L1011 from the DCT10?

2:10 It has autoland.

2:12 So, it was the first widebody aircraft to have autoland.

2:15 It had four hydraulic systems, direct lift control,

2:18 which we'll look at later in the sim.

2:20 Really sturdy construction.

2:22 So, people who worked on the Elton 111 said it was just beautifully made,

2:26 like really, really strong.

2:28 At the rear, it had an S duct, which meant that the engine was lower down,

2:32 so in case of an engine failure,

2:33 it was much better to fly into on the takeoff roll.

2:36 And it even had stairs in the lower that you could

2:38 kind of load into and go into a lower lounge area.

2:41 Now, speaking of that S duct, connected to that was the Rolls-Royce RB211.

2:46 Another pro and con of the Elton11.

2:50 Why?

2:51 So, Loheed really hitched their horse to Rolls-Royce in this period.

2:55 The RB211 was, you could call it a next generation engine.

2:59 So, it's got N1, N2, and N3.

3:02 still used in Rolls-Royce engines today and loads of other

3:05 innovative features that made it remarkably fuelefficient and powerful.

3:10 But it was delayed.

3:11 Delayed to the point that it caused Rolls-Royce to go bankrupt.

3:15 And that caused even further delays on the program, putting it behind the DC10.

3:20 When it came into service, it was a fantastic engine,

3:22 but unfortunately those delays were critical cuz it meant that it entered

3:27 service after the DC10 and lost out onto that contract with American

3:31 Airlines where they were looking for an aircraft that was not quite

3:35 as big as the jumbo but more fuel efficient than older generation aircraft.

3:39 This leads us to the -500 variant.

3:42 Now, this is the variant that we are simulating.

3:45 They had more powerful RB211 engines,

3:47 a much longer range of 5,000 nautical miles, and to do that has got a little bit

3:52 of a shorter fuselage and a higher maximum takeoff weight.

3:55 They also adjusted the wing a bit, made it a bit wider,

3:58 changed the wing route box, and its first flight was 1978.

4:03 So, if you hear me talking about the L1011 and showing it in sim,

4:06 we're talking about the -500 variant.

4:09 Now, let's take a look at that -500 variant in the sim.

4:13 Okay, welcome to stand 16 Bravo in JFK.

4:18 Let's start this walk around of the L1011.

4:21 One thing you might notice straight away is how far back

4:24 the nose wheel is as compared to uh I don't know,

4:27 let's say a jumbo or a 73 or something you might more be used to looking at.

4:31 It's actually because of the trijet configuration.

4:34 So MD11 and DC10 are similar.

4:36 It's because a lot of the weight is shifted to the rear.

4:39 It means that the nose wheel that everything kind of gets

4:41 shifted backwards a bit and that makes it quite unique to taxi.

4:46 Speaking of the front of the aircraft,

4:47 if we take a closer look at this nose now,

4:51 I think the nose of the Elton 111 looks really rather modern.

4:54 If you kind of just take it and kind

4:56 of get rid of that sort of triet at the back,

4:59 you could you could convince me that this is an aircraft

5:01 maybe 10 or 15 years newer than it actually is.

5:04 It kind of looks like a big 76.

5:07 Massive windows, great visibility, and that sleek aerodynamic look.

5:11 Obviously, looking aerodynamic and being aerodynamic, two different things,

5:15 but still, I think it looks great.

5:16 Moving up close to the front,

5:18 you can start to see some of this detail that's on there.

5:20 As always, everything is decaled,

5:22 so when you get close up to it, it doesn't lose that clarity.

5:26 You've got high quality PTO tubes here.

5:28 Nackaduts inlets for the air system.

5:32 And also moving towards this nose gear we're just talking about.

5:34 You can see just great detail all over it.

5:38 All over the you can see the ridges in the tires, everything like that.

5:42 And all the hydraulic lines leading up.

5:43 We can even go inside the bay here and there's just sort of no loss of detail.

5:49 We can even read the decal instructions in there.

5:52 Looking across the side here, you've got the first look at one of these doors.

5:57 Now, the doors, so door one right, one left, and leading backwards.

6:02 They're not I'm not going to say they're unique to the L1011

6:05 because I know the 75 and 76 went on to use similar,

6:08 but they're not like you might expect.

6:10 They disappear up into the fuselage.

6:13 So, quite quite a futuristic style design.

6:17 Um quite nice actually as well when you

6:20 consider operation for the crew was relatively simplified

6:24 and and kind of fit in with that we're

6:26 going to make the best airliner in the world.

6:28 We're even going to have the best doors.

6:30 They just went for it with this aircraft.

6:32 Moving to the wing route as we said as one of the we're doing the 500.

6:37 One of the improvements with the 500 was uh a refined

6:40 aerodynamic wing box here and also a larger wingspan slightly.

6:44 So, this is a slightly more modern,

6:46 but you know, you're talking early 60s or mid70s.

6:50 So, it's not a modern wing by today's standards,

6:53 but still with the landing lights in there that you can see,

6:55 of course, are 3D and kind of have their own unique little outlook there.

6:59 This is our first look at the RB211s that we were talking about earlier.

7:04 Now, they are a legendary engine.

7:07 Like, we we touched on it that they obviously made the company go bankrupt,

7:10 which not ideal, but that's not because they were bad.

7:14 It's because they were just so pushing the boat out on what

7:17 was possible and they stayed in service for decades and decades.

7:22 I mean, you know, parrying everything.

7:24 I'm not going to say every aircraft, of course, that's ridiculous,

7:27 but every sort of major aircraft you can think

7:30 of probably could also be fitted with the RB211s.

7:33 And they all started because of this aircraft.

7:36 And you could make a strong argument of without the L1011,

7:39 you wouldn't have the RB211 and you wouldn't have Rolls-Royce.

7:43 So again, that's why I say this is one

7:45 of the most interesting and uh important widebody aircrafts ever built.

7:51 Moving along, uh you've obviously got the standard sort of slats and flaps here.

7:55 They're quite large.

7:56 It's not got a dialer flap system,

7:58 but there are more flap settings than you would say in an Airbus.

8:01 Um and you can see this sort of rake wing tip here with lights similar,

8:07 I'm going to say it, to the A3 A300.

8:10 So, little bit of A300, A310 sort of vibes coming through there.

8:14 Let's take a moment to pause and talk about that S duct.

8:17 And I want to go into a little bit more detail

8:19 why the S duct is interesting slash why did they bother?

8:24 Now, when you look at a DCT10 next to this aircraft,

8:28 the most striking thing, at least for me,

8:30 is the engine is kind of in a pod like this, and then the rudder is sat

8:35 on top of it with a bit of kind

8:37 of looks like a pylon connected it to the fuselage.

8:40 It kind of looks like someone went, "Oh,

8:42 we've got to add a third engine on this.

8:44 Oh, no, just stick it between the rudder." Whereas

8:46 this looks like a lot more of a unified design.

8:49 I know that wasn't the case with the DCT10, but kind of what it looks like.

8:54 And here you can see, so let's move further to the back.

8:58 This is where the engine is.

8:59 So the engine isn't up there.

9:01 It's actually down here.

9:02 Now, why did they bother doing that?

9:04 It's obviously a huge amount of work,

9:06 which obviously probably made the aircraft get

9:08 even more delayed than it was beforehand.

9:11 Now, they did this because let's say we're going down the runway.

9:15 Boom.

9:15 We have an engine failure.

9:17 Now, we're used to these underslung engines here

9:20 and here that when we have an engine failure,

9:23 not a huge amount happens that is unexpected.

9:26 We get the yaw, we get V1 rotate, off we go.

9:29 Now, with an engine that's all the way on top of the the fin here,

9:33 or if this was where it actually was, when you get an engine failure,

9:36 the aircraft's actually going to want to pitch up.

9:39 So crews of DC10s and MD11s, if you had an engine failure at V1,

9:44 they would have to push the control wheel forward or at least hold it

9:48 in position because the aircraft's going to effectively

9:50 rotate itself because of that loss of thrust.

9:53 Whereas on the L1011, because it's in the center of the fuselage,

9:57 so going down the middle,

9:58 when you lose that engine, literally nothing's going to happen.

10:01 You're going to lose some power.

10:03 There's no pitch moment,

10:04 nothing like that, and you're just going to safely take off into the air.

10:07 Again, a more sophisticated solution that costs more and costs more time,

10:13 but that's in the theme.

10:15 But it it does give a really really cool look because you I

10:18 there's I don't I'm trying to think from the top of my head.

10:21 There isn't another trijet like this.

10:23 I don't believe there could have been other ones that I'm

10:25 not aware of um from Tupale or Illusion or something like that.

10:30 But this is definitely where that sort of idea started.

10:33 And leading down the back here, just look at the detail on there.

10:37 Lots of extra plates here for this is where the APU is located because obviously

10:41 it can't be all the way in the tail because there's an engine there already.

10:44 And it's also where you're going to open up and get

10:46 access to the engine cuz it's embedded in the tail.

10:50 So from a maintenance perspective, not great, but cool.

10:55 Coming to the main landing gear, um,

10:57 not actually that innovative, just sort of standard landing gear.

11:00 You can see the brake disc here, but just taking that detail.

11:04 And I won't push the point too much, but you know,

11:06 we're going to go up here and we can read absolutely everything.

11:10 And again, this side is just a mirror of the other side.

11:13 So, nothing too crazy,

11:14 but we can see in inside the rear of the engine here and also along the sides.

11:19 Going a little bit closer this time to the fan disc

11:21 just to give you an idea of what that looks like.

11:24 And then we're back round at the front.

11:28 Now, I know we mentioned this a little bit in the history section,

11:31 but some of these aircraft had stairs.

11:33 Now, these stairs open up on the side and would allow you to get into a a lounge

11:38 where you could relax and get up up

11:41 into the aircraft without having to go via the jet bridge.

11:44 Now, this really was sort of the golden age

11:46 of aviation as they call it where flying was an event.

11:49 It's not like we have today.

11:51 Uh but obviously with that came the cost

11:53 of the tickets as well if you extrapolate forward with inflation.

11:57 But still, this really was a glamorous time to fly,

11:59 and the L1011 really amped up that glamour to an extra level,

12:03 being extra quiet as well compared to its competitors and having all this space.

12:08 So, why don't we move inside and take a look at the cabin.

12:11 Now, welcome to the Tristars cabin.

12:15 Now, this cabin is really quite a unique thing.

12:19 I've put the camera here at about the head height that you

12:22 would be coming in at for the first time experiencing a Tristar.

12:26 Now you might notice there's just enormous amount of space.

12:30 Remember this is the first time that you probably

12:31 would have been on a widebody aircraft as well.

12:34 Why is there such a huge sense of space?

12:37 Now if you notice, look down the center.

12:39 There are no overhead lockers.

12:41 So this aircraft was designed to just have

12:43 the left side overhead lockers which kind of slant

12:46 up and then arch up quite aggressively

12:49 to give you this really big vaulted ceiling look.

12:52 Other airline period did similar but the Tristar really built it into its

12:57 design because in that period not as many people took checked in bags.

13:02 A lot of it just all went in the hold and as we've

13:04 seen they've got that unique sort of staircase entrance as well.

13:08 So they were again thinking ahead of the game.

13:10 It creates this huge sense of space

13:13 in here and even by today's standards it's just

13:17 I would probably walk in here and be like this is this is amazing you know.

13:21 Uh along with that, we've also got great level

13:24 of detail as you get close up to objects.

13:26 So, if I go right up to this seat here,

13:28 like look, you can just see the textures are super crisp.

13:32 And that's done by using detail maps.

13:34 So, there's a lot of um technology that's available in 2024 that goes

13:39 into making these cabins just look this good when you get this close.

13:42 Like, look for here.

13:44 Like, you've got the fabric here and I

13:45 go to this window frame with the plastic covers.

13:48 If I get super close to it, it really, really looks like plastic.

13:51 And there's that RB211 just sneaking into view there.

13:55 Now, I'm going to quite rapidly make my way to the back

13:58 of the cabin because there's something pretty unique back there.

14:01 As you can see on the top right, there's the projector.

14:04 Now, the projector obviously is going to be

14:06 the main form of entertainment on these flights.

14:08 No inflight entertainment in these days.

14:10 Back seat entertainment was just not a thing at all.

14:13 Now, while we talk about the doors, the doors in the cabin,

14:16 I'm not going to say they're unique to the Lockheed

14:18 because I believe the 76 and MD11 had similar doors.

14:23 They're still pretty cool.

14:24 So, when you open them, they go up and into the cabin.

14:28 So, what I mean by that is up

14:29 into the upper part of the fuselage of the cabin area.

14:32 So, they're not an open outdoor.

14:34 Uh it's much easier for crews to use and looks pretty futuristic.

14:37 Imagine coming on this thing in the 60s and seeing

14:39 that and then walking into that cabin and going, "Wow,

14:42 this is this is a whole another type of flying." You know,

14:44 you might wonder why I'm homing in on these toilets at the back.

14:47 But I have to say this is probably

14:49 the most unique toilets in the entire aviation industry,

14:53 even beating the toilets that are that are

14:55 under underneath the floor sometimes in some airliners.

14:59 Why is that?

15:00 Well, this is a carousel of toilets.

15:03 So, this is just an arked carousel and each of these have

15:06 got I'll poke my head through one of these doors.

15:09 So, you can see there's a toilet in there and there's a toilet in there as well.

15:13 Now, that in its own right is pretty unique and pretty strange.

15:18 But the other thing that's very,

15:20 very strange is when we look above our heads here,

15:23 we have that S duct that we talked about earlier

15:26 coming forward down and then exhausting the engine out the back.

15:30 So, I've I've actually flown with a few people

15:33 who've flown on this configuration of aircraft as passengers,

15:36 and they said it is the loudest toilet in the world.

15:41 Probably a good use for the toilet, I guess,

15:43 cuz the noise levels you're not in there that long,

15:46 but still an extremely unique design that comes with the Tristar.

15:51 Um, because it's one of the only trijets with that S duct at the back.

15:54 From back here, you get a good view

15:56 of the absolute massive size of this aircraft.

15:59 Uh even by today's standards, it's a pretty pretty big aircraft.

16:03 Very comfortable, really to quite good seating pitch

16:06 and just loads of space and light everywhere.

16:08 Speaking of like the cabin obviously has night lighting available,

16:11 um which looks really good as well.

16:13 Gives you that sort of that 70s vibe.

16:16 Well, that about sums up the cabin.

16:18 So, why don't we jump to the flight deck,

16:19 take a look and get into actually some of the systems of the aircraft.

16:22 Welcome to the Tristars flight deck.

16:24 What are we going to look at in this section?

16:26 Well, we're going to be looking at the aircraft as it's now powered up.

16:29 We've got the APU running,

16:30 electrical power on, and we're going to go through some of these cool

16:34 features and some of the cockpit customization you can set up.

16:37 Then we're going to jump to the engine start, taxi, and takeoff.

16:41 If you want to do the full setup yourself, you can always go press tab,

16:46 which will bring up the default EFB checklist,

16:48 and you have all of the different checklists through here.

16:51 We also have a quick start guide and we

16:53 also have longer form checklists available as well.

16:58 So, let's close this out and get a look through this flight deck.

17:03 First of all, you might notice it's absolutely massive.

17:07 Like really, really, really big even by the sort of standards of the day.

17:12 So, let's count how many seats we've got.

17:14 We've got one, two, three, four, five fulls size seats.

17:19 Um, and the one on the left side there,

17:22 it's pretty cool see because you're basically looking out

17:24 of the left side captain's side window as you come into land.

17:27 Some other just really nice details.

17:30 Look at this sort of wood effect that you've got.

17:32 I think it really captures that sort of wood veneer on there.

17:36 When was the last time that you saw wood in an airliner's flight deck?

17:40 So, you know, another pretty uh pretty cool, pretty rare thing.

17:44 Here you've got uh this is similar to the jumbo if you've seen this.

17:47 You've got an escape hatch on the top and this is the little ladder that you

17:51 would throw out of the side and sort of go down the side of the aircraft.

17:54 I mean, if you ever have to use that, I I I don't know how

17:58 I don't know how usable that would be

17:59 because these um windows are fixed in place.

18:03 So, they're kind of like fixed windows, sort of like the 350.

18:06 Pretty modern, actually.

18:07 Kind of the way the airline has gone in the long range, long term.

18:11 Spinning around this side, more details as well.

18:14 We've got the flight engineers panel.

18:16 and the flight engineers panel being, I think, quite well laid out.

18:19 You've got a lot of lot of information,

18:22 a lot of gauges, lot of things like this.

18:24 But, you know, it's broken down into its electrical,

18:27 engine status, then we've got fuel system.

18:30 Uh, and up here, we've also then got the bleed,

18:33 fire controls, cabin pressurization, and the hydraulic system.

18:37 And we mentioned it earlier.

18:38 Look at this.

18:39 Four hydraulic systems.

18:41 Not three, not two, but four.

18:44 This thing ain't going to have a hydraulic failure.

18:46 If it got if it does, you've got three left.

18:48 So, another really great piece of redundancy um on there.

18:52 Now, the bleed and hydraulic system are

18:56 actually using the new 2024 dynamic system.

19:00 This is interesting.

19:01 So, how this system works is the the simulator is actually seeing how

19:06 much fluid and how much pressure you have in all the different actuators,

19:11 valves, and all this sort of stuff.

19:12 So ailerons when they fail will upflow and things

19:16 like this and you'll also end up with lower pressure

19:18 in certain accumulators and it's all going on behind

19:21 the scenes that you can see on this debug screen now.

19:24 Uh and that's all going on behind the scenes, but pretty cool as well.

19:27 Same with the bleed system.

19:30 So moving forwards on the flight deck, fairly conventional.

19:35 We're going to take a look at the flight bag later on in the video.

19:39 So, park your curiosity for the moment,

19:41 but we will we will come to look at that.

19:43 Uh, you know, nothing crazy here.

19:45 Kind of the standard six-pack instrument gauge,

19:47 weather radar on the bottom left.

19:49 And then top right, you've got the ACF modes.

19:52 This is like your FMA, so it will show you what your autopilot modes are.

19:56 And a TCAS that is quite commonly retrofitted to this era of aircraft.

20:00 So, almost identical to the A300s.

20:02 And you have a flight control um mechanical synoptic there,

20:06 which is again fairly similar.

20:08 Now, what isn't fairly similar is what we're looking at here.

20:11 Now, this is two, one, two.

20:17 So, top left, top right, and bottom here.

20:20 Those are independent litten INS's.

20:23 Now, they're fully simulated.

20:25 So, it's not a GPS that's faking to be an INS.

20:28 It is a true INS.

20:29 So, you can load the waypoints in, you

20:32 can scroll through them to their maximum limit,

20:34 you can get the offside one to sort of do calculations as well.

20:37 It's a proper simulation.

20:38 Below that is something called a CDU.

20:42 So a control display unit also linked to something called the PMS,

20:48 the performance management system.

20:52 What does all that mean and why should you care?

20:54 Well, this is the very very early days before you

20:59 had what we know as an FMS now or an MCDU.

21:02 So this is the interface to the computer and it can do some pretty cool stuff.

21:08 If I keep it at a high level of what it's doing.

21:10 So when when you're flying this sort of aircraft,

21:13 your climb performance, your cruise performance, your sort of takeoff stuff,

21:17 it's all hundreds and hundreds and hundreds of tables.

21:20 If you've ever looked through one of these manuals, it's just endless.

21:24 And that would be the flight engineer's job to go through this, calculate it,

21:27 and the flight crew will cross-check it and make sure it's accurate.

21:30 But it can be quite easy to to make the wrong call or go

21:34 in the wrong column or also just not be doing that calculation all the time.

21:39 So what they did was they effectively stuck all of these tables

21:44 in a digital form and put it into an interface.

21:47 So here it's going to tell you what should your eer be

21:51 and you can see that the gross weight and fuel I typed those in.

21:55 So, for example, when you click on here,

21:57 you can see it puts the interface with £440,000 insert,

22:02 and that's where it gets the weight from.

22:04 So, you start with the time in Zulu, gross weight,

22:06 and fuel, and the outside air temperature is standard temperature.

22:10 And we can start to see some of this data that's valid for takeoff.

22:14 Now, if we want to go through the different phases,

22:16 we can go through um the forward phase.

22:19 So, we've got flight setup, three engine cruise, descent optimizations.

22:24 Now we can see here it's given our climb speeds.

22:27 So MAC 82 eventually and it see it's calculated our optimum flight level is

22:32 flight level 350 and it has a few other piece of information here as well.

22:36 This isn't a full tutorial on this.

22:37 It's just sort of an overview.

22:39 Three engine cruise.

22:40 We can see our cruise speeds.

22:41 Uh we can see fuel optimum again step climbs top of descent.

22:45 It has a very rudimentary form of V-NAV in there but it can do it.

22:50 and on route descent and then eventually we move through to landing data.

22:56 Now a lot of this is populated in flight as you go along but you can

22:59 scroll through these different phases here and eventually

23:01 we should end up back on the takeoff.

23:03 Now this physical unit what was actually fitted to L1011s of course but there's

23:08 different variations of them um and we've put them together into this unit here.

23:14 Now, continuing on the theme of navigation,

23:17 we've got a fair few choices that you want.

23:20 So, we can start off with RADNAV.

23:22 Now, RADNAV, that just means I'm going to go

23:25 fly my L1011 VUR to VUR conventional navigation.

23:29 Uh, and I'm happy as that.

23:30 So, sort of like an old school airliner.

23:32 Fine.

23:33 Then you've got INS.

23:35 Now, INS will bring in the one, two,

23:37 three INS's with the two CDUs and the PMS system because they're

23:42 sort of coupled together because they also feed into the autoflight system.

23:46 So, this is kind of I would call it

23:47 the most traditional setup that you would expect to see.

23:51 Then you can have GPS.

23:52 Now, this removes all the INS.

23:54 You've still got Radnav, of course,

23:56 and adds in a Garmin GPS on the glare shield.

23:59 Now, the L1011s did actually fly around with Garmin uh

24:04 GPS units on the glare shield as you've seen here.

24:06 That gave them R&P capability.

24:08 So, it's not um it's not something that's just magically been stuck up there.

24:12 They did fly around with that and it did give them some more capabilities.

24:16 And you can also have the full shebang

24:18 of the GPS plus the INS plus all the other stuff.

24:20 So, this would sort of be your most capable version.

24:24 If we go back to INS, we're now going to put the map display screen on.

24:28 Now what is this?

24:29 Now this screen here was a physical unit that was fitted to I believe it

24:35 was Saudis L1011s but wasn't ever used or was used for a short period of time.

24:41 It's kind of difficult to get information on it

24:43 but it was inop most of its life.

24:45 So that's why we have the inop sticker on there.

24:47 But what we've repurposed it for only if you select it in EFB.

24:51 If you don't want this, you don't have to have it is when you're loading

24:54 your INS waypoints in from Simbrief because you

24:57 can actually load a Simbre flight plan into here.

25:00 It will show you the INS1, INS2, INS 33, INS4 up to INS9,

25:05 so all the different waypoints and you can batch

25:07 import them and just send them to your INS unit.

25:10 So you can fly using the real INS

25:14 but with this sort of slightly easier interface of loading

25:17 the flight pans in and batch them in and sort

25:19 of keep track of your flight on there.

25:21 But if you don't want to do that because you want

25:22 to be a purist and flight just like the real thing, not a problem at all.

25:26 You just simply select it off and it won't come

25:29 back and you can just use it as you normally would.

25:33 Well, there there are so many things in this flight deck though to go over.

25:36 Um, we've got the pitch control.

25:39 We've got the yoke and control wheel as well.

25:41 The trim wheel is quite funny.

25:42 It's kind of like a roller index.

25:44 So, it rolls up and rolls down.

25:46 It's not a stab trim.

25:48 Quite like that.

25:49 It's uh it's an interesting one.

25:52 The size of the flight deck again,

25:53 even by here by the pedals, it's just enormous.

25:56 Three engine controls, fairly standard flap and slack control,

25:59 and fairly standard trim as well with uh

26:02 radios and everything else that you would expect.

26:05 So, what we're going to jump to now is just going to jump to the push

26:08 back and we're going to be starting the engines ready for our taxi out.

26:13 Okay, here we are pushed back and ready to start the engine.

26:17 Now, the sequence of engine start is normally 2 1 3.

26:20 So, center engine, left,

26:22 and then right with the left and right engine done by cross bleed.

26:26 But, we're actually just going to start them

26:27 all from the APU in a simplified procedure way.

26:31 Like I say, refer to the manual if you want

26:33 to follow this through as per you would on the engineers panel,

26:36 but we're just going to be focusing on the sounds and the start itself.

26:39 So, we've got everything set up behind us.

26:41 So, actually starting the engine is fairly simple.

26:44 We've got the engine start on both or A or B.

26:47 We're just going to use B.

26:49 And then we're going to go start valve open.

26:51 So, we get valve open.

26:53 And now we want to check down at the engine itself.

26:56 So, like I say, it's the center engine.

26:58 You can see here is the N3.

27:00 Remember we said these RB211 engines have N1, N2, and N3.

27:05 We can slowly see the N1 increasing because it's

27:08 being spun by the N2, which is by the N3.

27:12 And when we get to 25%, which is around about it's close enough.

27:18 Let's get to max motor fuel on.

27:21 So, the fuel's been introduced and we can see light off.

27:26 Now, let's just take a moment to listen to some

27:29 of these sounds from the exterior for the engine Okay,

27:57 so we've reconfigured the bleeds and now we're ready to start engine number one.

28:02 So, let's check that out.

28:05 So, now the center engine is feeding into the left engine with a cross bleed.

28:10 We can also see we're getting that N3 starting up now.

28:13 And we're going to start the other engine in sequence.

28:16 And now we're going to listen just some of that engine sound

28:18 from the cabin and light off and generally just how they sound.

28:41 Heat.

28:41 Heat.

28:48 Heat.

28:50 Heat.

29:25 Okay, for the after start actions now I just want

29:29 to show a few things that you can do it.

29:30 Obviously you can do it manually that's absolutely fine but you can

29:33 come to the flight bag here and we actually have an autocomplete option.

29:37 So you can simply say autocomplete.

29:40 So this is something where you can hear all the items

29:43 being done automatically sort of as if you've got a flight engineer.

29:47 And here you can also choose the panel stage to jump to that point as well.

29:50 But this is where you can do each phase if

29:52 you don't want to or double check that everything's been done.

29:55 So you can click autocomplete and it will do those items for you from there.

29:58 So that's how I've used that.

30:00 So now we are ready to taxi.

30:04 Let's make sure that we've got our nice charts up.

30:07 We know where we're going.

30:07 So, we're going to go to 13 left and then take off.

30:10 So, let's release the parking brake and we're ready to go.

30:16 So, obviously we're going to need quite a bit of power to get sort of moving.

30:20 So, there we go.

30:20 Around 30 40%, maybe a little bit less.

30:23 Yeah, it's enough just to get moving.

30:26 And it's a big aircraft, right?

30:28 So, it's going to need a fair bit of power to get rolling.

30:31 Um, and I can sort of feel the aircraft underneath me now.

30:35 So, we're going to be going on the first.

30:38 Let's take the second ride because I want to be a bit non-standard.

30:41 Let's go there.

30:44 Flight model wise as well, the L1011 uses all the new stuff from 2024.

30:49 So, you've got the fuse large overlay using all

30:52 the new ground friction and ground handling as well.

30:55 So, this makes sure that you have all the latest suspension geometry.

30:58 So, if I break now, you can kind

31:00 of see similar to our other aircraft that you've got

31:02 a lot of movement in the suspension and movement

31:05 in the undercarriage just as you would in the real aircraft.

31:08 These sort of micro adjustments and uh a better drag

31:11 profile along with having some of the flight controls mapped

31:14 as well to keep a bit of a better eye

31:17 rather than keep the power coming up all the time.

31:50 Okay, here we are lining up with runway 13 left.

31:53 Now, I want to talk a little bit about takeoff performance.

31:56 How do we do it?

31:57 Now, it's pretty simple.

31:58 We can either put the weight in, put

31:59 the altitude and the outside air temperature,

32:01 select the flaps, or we can press sync so it pulls the weight across.

32:04 We click calculate.

32:06 Now, we get the speeds on our takeoff data card here.

32:09 But notice how over here they autoop populate as well.

32:12 And then we can click set bugs and eer.

32:16 So, now all of our takeoff bugs are set and all

32:18 of our eer takeoff bugs are automatically set as well.

32:21 So, really simple, kind of a nice sort of auto

32:23 help out because that's something that the flight engineer

32:26 would be doing from the table behind and would stick

32:28 it in front and then you'd be ready to go.

32:29 Now, let's talk about how we line up with the runway.

32:32 Now, remember at the start of the video,

32:34 we said that the nose wheel is really, really far behind us.

32:36 So, if we started turning now, that's just not going to work, right?

32:40 We need to keep going, keep going, keep going,

32:41 and probably about now cuz the nose wheels over the line,

32:45 and we start quite a relatively aggressive turn.

32:49 I think I could have gone even further if I'm honest.

32:52 And we just keep turning.

32:53 Keep a little bit of power in so we don't come to a stop.

32:57 Looking good.

32:59 No, no rushing in these widebody aircraft.

33:04 Nice and smoothly.

33:06 P the thrust back.

33:08 Come to a stop.

33:09 And you see we're exactly on the center line.

33:11 So you could be even more aggressive.

33:12 You can go even further than that really.

33:14 Right.

33:15 So, we've got our bugs are set, flaps are set, trim is in the takeoff range.

33:22 We're good to go.

33:23 So, we've got our INS's are all set up as well.

33:26 We'll be using those after departure.

33:27 So, we've got all the route loaded in there.

33:29 And everything else is set.

33:31 So, let's go up to stabilized thrust.

33:37 Stable.

33:46 Thrust is set.

33:48 SB's live.

33:59 100 knots.

34:00 Let's check.

34:06 V1 rotate.

34:08 Quite a heavy rotation as we get off the ground.

34:11 Keep pitch coming up.

34:13 Gear coming up.

34:15 And there we go.

34:16 Aiming for about there.

34:18 Nice two or three three° rotation.

34:21 We can hear those engines starting to scream.

34:22 So we're going to come at 1,000 ft.

34:24 Remember, we're going to bring it all the way back to 549.

34:29 So bringing the thrust back 549 and also

34:34 bringing the nose down at the same time.

34:37 Bit more down.

34:38 Bit more down.

34:39 Bit more thrust.

34:42 Trimming the nose.

34:44 Holding about 1,000 ft per minute.

34:46 And there we go.

34:47 We're looking good.

34:48 So we can also now turn the flight directors on and we can put the INS.

34:52 So we can see we get the INS mode there.

34:55 And we can go to follow that.

34:56 Start to bring the flaps up one stage.

34:59 Bring the nose down because we want to accelerate a little bit more.

35:02 Tiny bit more thrust.

35:18 There we go.

35:18 Looking good.

35:19 So, we're on route and we're following our little map now.

35:22 And put the flaps all the way up.

35:29 As the spoilers come in, we just get a little bit of a dip.

35:32 Pull the nose up.

35:34 Make sure we got that 549.

35:36 Still accelerating.

35:37 And we could now put the autopilot in.

35:39 But I'm going to wait till we get to our 250 knots.

35:41 Just hand flight a bit longer.

35:42 So 250 knots I mode.

35:45 So now we get the IAS annunciated on here.

35:47 And we can pitch up with the flight directors as well.

35:49 We're on route.

35:51 Okay.

35:51 Now remember how we talked about the PMS?

35:54 Now what we can do is we can make sure we're on the climb page.

35:57 So we've got our climb, our maximum flight level of 430,

36:01 Optima 37, and we've got the EER.

36:04 Now I can press TM.

36:05 Now you see thrust management and our EER limit of six.

36:09 So 1.612 is automatically set and pulled from the PMS.

36:14 So we don't need to get the engineer

36:16 to call out the tables and set them all manually.

36:19 It's just going to do it itself, which really is quite modern.

36:23 That's sort of getting into that flight management system era of things,

36:27 you know, it's it's really rather good.

36:29 All right, let's take a look back at this map display screen that we could get.

36:33 So, we're establishing the climb now 320 knots.

36:35 Let's put the map screen on.

36:37 So, obviously this is always optional.

36:39 So, what we've got here now is we can see this is our route.

36:44 So, this pink dot here is our expected position from the IRS.

36:51 So, this isn't a GPS pulling this.

36:54 This is where the INS thinks it is.

36:58 And you can see the way points being sequenced as they go through.

37:02 And you can see the route up until the end of that batch.

37:06 So, these are the different imported waypoints.

37:08 And these are the ones that are one to nine.

37:10 And you can load the Simbrief waypoints in in batches.

37:14 So, once you've loaded one in, you can load the next batch.

37:16 So, it goes one to nine, then duh duh, and all the way along our route.

37:20 So, this is basically like a situation awareness tool if

37:23 you're using the INS to give a more conventional map-like display.

37:26 You don't have to use it.

37:27 Personally, I do like it.

37:29 And it's not as simple as, oh, this is just a GPS.

37:32 You might be an idiot like me where I was trying to learn how to use this.

37:37 Initialize the IRS on the K of K JFK and was like,

37:41 why is my route to Miami in the middle of France?

37:44 Yeah, because I'd initialized the route wrong.

37:45 So, the plane goes, well, I think you're there.

37:48 I was like, uh, so it's great as a learning tool in the beginning.

37:52 Now, can you see the aircraft turning?

37:54 It's turning because we know we're sequencing to that next waypoint.

37:57 So, there we go.

37:58 So, it's now sequencing to that next waypoint.

38:00 We see the distance that we've got to go and we see our sort

38:03 of your bar sort of expected track and it's going to track along with the INS.

38:07 Okay, you've joined us in the cruise now.

38:09 So, we're also going to manipulate the time a little bit.

38:12 As you can see, it's got quite dark.

38:14 Now, I want to show you some of these lighting controls and also

38:17 what the night lighting looks like in the cockpit and the cabin.

38:21 So, quite a lot of controls in the flight deck.

38:24 You've got some on the left side of the glare shield,

38:26 right side of the glare shield.

38:27 Also, some on the upper overhead,

38:29 so that's controlling the back lighting for that.

38:32 And the flight engineer obviously has some of access as well.

38:35 Quite a few on his lower side with even making

38:37 the enuncul bright and dim with his little push button.

38:40 Quite cool.

38:40 So, what sort of things are you looking at when you pan back?

38:44 I really think you just get that widebody just

38:49 analog cool feel cuz you've got the physical gauges.

38:53 Of course, they're all 3D.

38:54 And when you've got some of the splash lighting coming

38:57 in and the emissives lighting up gives you a really good balance of performance,

39:01 but also with that sort of natural lighting look,

39:04 um it's just a really cool place to be.

39:07 Now, if we jump back into the cabin, you can see at night,

39:11 it really accentuates that sort of size that you have

39:14 that vaulted ceiling and you've obviously before the days of LEDs,

39:18 so you've got a lot of incandescent sort of lights.

39:20 Gives that little bit of a softer glow uh in the cabin moving all the way back.

39:24 It just a really cool place to be as well.

39:26 You know, looking out at the the wings on the left and the right,

39:29 it just it makes you sort of transport back to that era,

39:33 sitting there thinking, "Yeah,

39:34 I can imagine being in this thing when it was high tech and brand new." Now,

39:39 what we're going to do,

39:40 we're going to join ourselves back onto the approach to JFK.

39:43 So, we've flown to Miami, done our turnaround,

39:45 and we're on to the approach because I

39:47 want to talk about some of the handling characteristics,

39:49 and I also want to talk about direct lift control because it's very interesting.

39:54 Okay, we're just taking vectors for the approach

39:56 uh for ILS runway 22 right back into JFK,

39:59 but I just wanted to show you this in practice.

40:01 So, this is pretty simple.

40:02 You put your landing weight in, your landing elevation, is it dry or is it wet?

40:06 If you got the anti-skid, click calculate,

40:08 and then you get your landing car data.

40:10 It'll give you your stopping distance in feet, and then you can set.

40:14 And this will set the bugs.

40:16 So, you have your approach speed set everywhere there.

40:18 Right.

40:19 Next time you're going to join me

40:20 on the approach while we talk about direct lift control.

40:23 All right.

40:23 Now direct lift control.

40:26 What is it?

40:27 Why do we care?

40:28 And why is it cool?

40:29 Well, what it is, it's primarily comes from sort of military aircraft,

40:35 which makes sense when we talked about Loheed

40:37 was this was their first and last jet airliner.

40:40 And they thought, you know what, we're going to do something that we do

40:43 on military aircraft or we've been thinking about to do.

40:45 We think it's going to be awesome for airliners.

40:48 Now, can you see I'm moving the control wheel?

40:51 And do you see that the spoilers are moving?

40:53 Now, what happens is when you get into the landing configuration,

40:57 the spoilers on the wing come up to 7°.

41:00 So, they're all they're extended.

41:02 Now, if I pull the nose down like this, the spoilers come

41:08 out more to initiate that descent down to 500 ft per minute.

41:12 And then I let go and they go back to the seven°.

41:15 Now, if I want to climb,

41:17 I pull the nose up and the spoilers go in all the way to zero.

41:22 See zero being the maximum.

41:24 Now, the elevator's taken over and I let go

41:25 and they go back to seven and it initiates a climb.

41:28 But do you see how it's very very stable?

41:32 Now, what are the advantages of DLC?

41:34 Now, DLC makes it very, very smooth on the approach.

41:37 It also means you can do these sort of micro adjustments like that.

41:41 And you see how I'm adjusting between two three 400

41:44 feet per minute and my pitch angle isn't really changing.

41:47 So you can make these micro adjustments on the approach

41:51 quicker because spoilers are quicker than an elevator,

41:55 moving the inertia, moving the aircraft,

41:57 reducing the angle of attack because that's how that's working.

42:00 Whereas what this is is doing, it's shifting the lift profile of the wing

42:04 up and down rapidly by using spoilers.

42:07 So it's it's a smoother, more efficient aerodynamically in terms of how

42:13 quickly you can change that to the aircraft

42:16 and it gives just apparently it's very pleasant and it is very pleasant to fly.

42:20 Now what are the why?

42:22 Well, you might say, okay, well that's brilliant,

42:23 but why doesn't every aircraft on Earth have this?

42:26 Well, I think this comes from the era

42:28 of a military contractor possibly overthinking it.

42:32 because yes that's very very nice to have that and to have

42:36 that smooth sort of flying characteristics but it obviously adds drag.

42:41 Now in military aircraft drag is important

42:43 but sort of fuel burn on the approach.

42:45 It's not really their biggest consideration but obviously

42:48 post this aircraft we had the fuel crisis fuel

42:51 became more of a factor and you're purposely

42:53 putting the spoilers out to 7° on every approach.

42:57 Uh it's going to burn more fuel than than a than an aircraft without DLC.

43:00 So, I I personally think that's why it was not adopted after this.

43:04 It's extremely cool and it's a real real

43:07 quirk of the L1011 that we've captured here,

43:09 but uh it's something that probably isn't going to ever be seen again.

43:13 Um F-18 Super Hornet is actually going

43:16 to get it integrated into its flight control system.

43:18 So, even today, it's considered pretty

43:20 cutting edge flight control for modern fighters.

43:24 And you've got it here in an airliner in the 70s.

43:27 So, let join me on the approach and we'll

43:29 show you how you fly the approach with DLC.

43:31 Okay, here we are on final approach and we're a little bit high on purpose.

43:34 So, I want to show you now.

43:35 Right, so we're trimmed or high.

43:37 We're coming down at 1,000 ft per minute.

43:39 And when we start to get back on profile,

43:41 I'm just going to pull back on the control wheel.

43:44 So, I'm going to push forward now on the control wheel actually.

43:47 And the spoilers are all made there.

43:48 So, there we go.

43:49 Three whites, one red.

43:50 So, we're getting back on profile.

43:52 Little bit of power going to get cut off here.

43:56 We're just looking out the window, making sure that all looks good.

44:01 These micro adjustments are being made,

44:03 but actually there's no real nothing really going on with the elevator.

44:06 The the direct lift control is taking responsibility for most of us.

44:10 Now, I'm going to pull back up, add some thrust in ourselves stabilized.

44:20 Five or 600 ft a minute.

44:21 There we go.

44:22 Something like that.

44:24 Little bit less dark lift control making it nice and easy and smooth.

44:29 Start to come back on the thrust.

44:32 Relatively large flare and we're down.

44:37 Right.

44:37 So, get the nose down and we can start to apply manual braking.

44:42 Aircraft also has auto brakes.

44:44 of course you'd imagine it would do being super advanced aircraft

44:47 that it was right and then we're going to take the next exit.

44:56 Okay, we said we were going to talk about the flight bag.

44:59 We've looked at some of the things in flight in practical applications,

45:02 but let's just have a quick look through all the different features so

45:05 you know what you're going to get when you get in the aircraft.

45:08 We talked about the autocomplete functionality, but just to go over it,

45:11 you can obviously autocomplete them with the use of a flight engineer.

45:14 So they will set all the things for you for that phase of flight.

45:18 Panel states is pretty obvious as well.

45:20 Aircraft, we can set different settings that we talked about.

45:23 So the navigation options, the map display screen, kilos or pounds.

45:28 Now flight performance uh or I should say effect performance modes.

45:33 If you turn it on, then uh some of the effects

45:35 are reduced so that you can get better FPS.

45:38 So, it's just a nice performance option.

45:40 Third party, this is where you're going to log

45:42 in to your Sim Brief and your Navagraph account if you have them,

45:46 if you want to use them.

45:47 Audio makes sense.

45:49 We can balance our audio settings,

45:50 put the cancellation on, and have the flight engineer's voice calling out

45:54 some of the actions for us because you would have that as well.

45:57 Ground, I really, really like this.

46:00 I think it looks super cool.

46:02 It it looks like one of those explanation diagrams that you got

46:06 back in the 70s of like this is here and this is there.

46:09 So it's all fairly explanatory.

46:10 You can do the push back.

46:11 You can open and close the doors and connect what you need to connect.

46:14 But it's really cool and stylized load sheet.

46:17 You can do the Simbrief import.

46:19 So I've clicked it now and that weight was already imported.

46:21 So if I put the fuel up and then import the Simbrief,

46:24 you can see it moves the center of gravity around.

46:26 Shows the different weights in all the different tanks.

46:29 And again, looks like one of those cut in half diagram books uh from the '7s.

46:33 Really cool.

46:34 OFFP looks like the dot matrix printer.

46:37 So, this is sort of what you might be handed by the dispatcher showing um

46:42 all the different routes and it's in that sort

46:44 of stylized format like it's on paper.

46:46 Now, this is where you would send it to the INS.

46:49 So this is where it will pull the route send it

46:51 to the INS as we talked about um in that section

46:55 that it's possible to do that takeoff performance talked about

46:58 landing performance we've talked about charts pretty logical you can pin

47:02 the charts you want select which ones you want as well

47:05 so we can go to uh APC all terminals and it

47:09 will simply load the chart there now this is the Leo

47:15 charts and they will be available to anyone who purchases it.

47:18 So this is for 2024 coming from the sim.

47:21 Now if you want to use the navig charts you'd have to take

47:24 navig and you would require a navig subscription for that on route.

47:29 It's pretty self-explanatory.

47:31 On route map showing you where you are and tracking your progress.

47:34 They're fully independent.

47:35 You have a left and a right.

47:36 One for captain one for first officer.

47:39 Few other things I want to cover up before we end the video.

47:42 So weather radar.

47:43 We do have a weather radar for the left and the right.

47:46 And it's a pretty basic weather radar, but as per the real aircraft,

47:51 not quite as fancy as you get on modern day jets,

47:53 but you can adjust the zoom um and see

47:55 where the weather cells are and avoid them as needed.

47:58 We've also got circuit breakers.

48:00 So on the overhead and on the back,

48:02 there are huge huge walls of circuit breakers and quite a lot of these are

48:06 modeled and will obviously have the effect that you would expect in the sim,

48:09 which is pretty cool.

48:10 So if you're playing around, you can see like, well,

48:12 let me pull this part of the electrical system, this part.

48:14 And as I said, it's using that 2024 dynamic system,

48:17 so it all comes into where it's all connected together.

48:20 So, it's all interconnected and we'll have that desired effect,

48:23 which is super cool to play around with.

48:26 Well, thank you very much for joining us on this welcome to the L1011 video.

48:30 Hope to get your hands on it in the sim soon.

48:32 Uh, and as I always said, this is just scratching the surface.

48:34 I could have spoken about this aircraft for 3 hours, four hours, however long.

48:38 I could go on for it rather.

48:39 It's so cool.

48:40 And I hope you can see that and you pick it up and enjoy it in the sim soon.