Regarding performance, range was a key factor for airlines operating medium and long-haul routes. The original L-1011 had a shorter range (about 2,680 nautical miles) compared to the DC-10’s approximately 3,500 nautical miles. Lockheed later improved this with upgraded versions of the TriStar that increased fuel capacity and range.
Both planes used three engines but differed in design details. The L-1011 featured an embedded third engine with a straighter S-duct for reduced drag but more complex maintenance requirements. Early engine problems delayed its entry into service further behind its competitor. Meanwhile, the DC-10 relied on established General Electric CF6 engines that allowed it quicker market access.
The operational history of each plane reflects their divergent paths. The first flight of the L-1011 prototype took place in November 1970; however, certification was delayed due to technical issues with its innovative three-spool turbofan engines from Rolls-Royce—a process complicated when Rolls-Royce entered bankruptcy and nationalization during development. Once operational in 1972 with Eastern Air Lines (the second-largest operator after Delta), the TriStar earned praise for cabin comfort and quieter flights thanks to advanced systems like automated landing capability.
Despite technological advances and positive feedback from passengers and crew—"Passengers loved riding in it, thanks to a unique engine configuration that reduced sound in the cabin. Flight crews appreciated its extra-wide aisles and overhead bins. But it was TriStar’s pilots who had access to its most thrilling feature: an advanced fly-by-wire automatic flight control system." according to Lockheed—the model struggled commercially against stronger competition from McDonnell Douglas.
Lockheed ended production of the L-1011 in 1981 after only about half as many sales as needed for profitability; total losses reached $2.5 billion (over $9 billion today adjusted for inflation). By contrast, McDonnell Douglas delivered nearly twice as many DC‑10s across several variants before ceasing production.
A major reason for this difference stemmed from initial setbacks faced by Lockheed: "In fact, at one point, it looked like the L‑1011 might never make it to market after enginemaker Rolls‑Royce went bankrupt in early 1971..." This allowed McDonnell Douglas an advantage securing orders among leading airlines seeking reliability.
McDonnell Douglas benefited from existing relationships within commercial aviation while Lockheed re-entered this sector after years away—a disadvantage compounded by early program difficulties that discouraged potential customers.
In terms of legacy, both aircraft left distinct marks on aviation history. The L‑1011 introduced features such as advanced autoland systems and helped pioneer future engine technologies; its RB211 engine family would later power other notable jets including versions of Boeing’s lineup. Safety records show fewer hull losses for TriStars compared with higher-profile incidents involving early-model DC‑10s—though subsequent improvements made both types safer over time.
Today only one airworthy example of an L‑1011 remains: N140SC 'Stargazer,' operated by Orbital Sciences (a Northrop Grumman subsidiary) primarily as a launch platform for Pegasus rockets—a role it has fulfilled since being acquired from Air Canada via secondary operators in 1992 after nearly two decades flying passengers.
Conversely there are still several active DC‑10 airframes worldwide serving non-passenger roles such as firefighting tankers or cargo transport; ch‑aviation data currently lists eight operational units globally performing various specialized functions rather than scheduled passenger service.
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