Tristar's Direct Lift Control

[411A]

>>I have never known an aircraft that experienced as many partial flap/partial slat landings as the L1011. The TE flap system was mechanically complex, lacked robustness, was a lubrication nightmare (try counting the number of grease nipples; about 900 to 1,000 with many hidden) and was prone to jams. The LE Slats suffered control problems as well as some mechanical issues.<<

Strange you should say this, CV880, as in 25 years operating the aeroplane, never had a slat or flap problem, except once, where the slats failed to retract on departure, which required a return.

Now, lets look at the slat system.
If you had a hydraulic failure, the slats would absolutely not retract, but would firmly lock in place, thus avoiding ANY of the DC10 slat difficulties, ala the AA DC10 at ORD.
Further, hydraulic fusing kept the fluid in, should a leak develop, something the 747's and DC10's could not , except after modifications following fatal accidents.

Reputable airlines sent their maintenance techs direct to Lockheed Palmdale to LEARN how to maintain the aeroplane correctly.

With Lockheed, the quality went in, before the name went on.

Both Boeing and Douglas were second rate with design redundancy.

Small edit.
Do a search, ferrydude, you will find the answer.
In fact, due mainly to DLC, the early space shuttle crews trained initially on, would you believe, Delta Airlines L10 sims in Atlanta.
A fact, if you are old enough to remember.