LTU Tristar

[EZYA319]

Hi folks,

Another request from me.

Putting together an article looking at the history of the Lockheed Tristar with LTU International.

I'm hoping I may be able to speak to some ex-LTU flight or cabin crew if possible for a few quotes and was hoping someone may be able to point me in the right direction?

Any other information people may have would be greatly appreciated.

Thanks.

[Less Hair]

Some site to start with:
https://www.ltu-flugzeuge.de/flugzeu...dl1011tristar/

[jensdad]

Possibly not as educational as Less hair's link, but here's a nice video of one... (3m 05 - 3m 10) (And a nice Aviaco DC-9 at the end)

You Tube

[N707ZS]

Visited their hangar at Dusseldorf many years ago and watched a couple of guys buffing up the whole aircraft to a pristine shine.

[Less Hair]

They had some with lower deck lounge, IIRC some former Lockheed cabin demonstrator/PSA:
https://travelupdate.com/psa-lockheed-tristar-lounge
Those were the days when airlines wasted cargo revenue space.

[Peter47]

Originally Posted by Less Hair

They had some with lower deck lounge, IIRC some former Lockheed cabin demonstrator/PSA:
https://travelupdate.com/psa-lockheed-tristar-lounge
Those were the days when airlines wasted cargo revenue space.

I'm not sure that there was a lot of demand for cargo on some of LTU's routes and other than the -500, L1011s were often payload limited. I've often wondered if an underfloor lounge might not be a good idea on ULH routes such as EWR - SIN today. Didn't the idea start out with the Stratocruiser? Anyway, I digress.

[rog747]

Originally Posted by Peter47

I'm not sure that there was a lot of demand for cargo on some of LTU's routes and other than the -500, L1011s were often payload limited. I've often wondered if an underfloor lounge might not be a good idea on ULH routes such as EWR - SIN today. Didn't the idea start out with the Stratocruiser? Anyway, I digress.

Ahhh LTU
They ordered a single new Tristar -1 at the same time Court Line ordered their pair in 1972 - all of these aircraft had the optional rear air-stairs fitted in the main aft cargo hold and all 3 holds had electric baggage loading conveyor belts for the bulk luggage loading (No ULD cans then)
Both of these enabled ease of turn rounds at remote airports back then that had no wide body ground handling in 1973.


LTU did not go for the double width larger entry doors at 4L/R (Court and BEA orders did) which enabled 400 pax.
LTU seated 345 then 358 pax.

PSA had ordered 5 unique aircraft with a forward air stair into the lower deck lounge areas.
PSA only took 2 of these, and LTU took the remaining 3 brand new ones in 1975 complete with lounge and air stairs.
LTU did use both features for some time.
One of these 3 was lost in a hangar fire at DUS, LTU's base in 1991.

The ex PSA ordered -100 series aircraft D-AERE, D-AERI, and D-AERU joined LTU’s growing L-1011 fleet in the mid-1970’s, converted to an all economy configuration (equipped with 345 passenger seats, which then was LTU standard) but they kept the exclusive underfloor lounge that was unique to the five aircraft ordered by and built for PSA.
Protective fairing behind the nose gear which was required due the lower lounge.

1. Newer RB.211-22B engine exhaust (D-AERA featured the early hot steam thrust reverser version);
2. Additional “LTU TriStar” logo on engine nacelle;
3. Red outlined lower galley servicing door on starboard side; also red outlined Lower Lounge passenger port side access door,
4. Red wheel hubs on all nose and main landing gear axles.
   LTU always painted the nose wheel rims in red.

Further L1011's for LTU were leased or bought from Eastern Airlines and later in 1980 two new -500's arrived, plus a 3rd from Pan Am.
The -500's had 288 seats.
I am not sure if they were ever fitted with LTU's First Comfort seats. I do not think so.


I always wondered why LTU did not buy Court Line's pair of newish high density fit aircraft after their collapse 15 August 1974 (46 years ago tomorrow)
I assume that talks with Lockheed during 1975 to purchase the 3 ex PSA fleet NTU were already advanced?



They L1011's were popular on both long haul charter holidays routes - Mombasa Namibia Cape Town Ceylon Maldives Florida Bahamas Karibe Thailand etc plus the short hops to Palma Ibiza and huge traffic to the Canary Islands.

LTU were famous for very low fly pasts of the Maldives islands to show off to pax on board and LTU crews and guests ashore - I saw a few times done at over the lagoon at Bandos Island not far from Male airport just after take off.

The Maldives Govt Post Office issued stamps of an LTU Tristar in flight over the islands as a gesture of goodwill. See links below -

Great airline and close crew family - There is an LTU Crew Facebook Group.
The Germans loved the LTU brand.
It meant holidays and sunshine.
There was a great camaraderie amongst the Gay crews and Gay passengers.
LTU served Ibiza Fort Lauderdale & Las Palmas all huge Gay holiday places.
So, LTU fondly stood for Laut Tunte Unterwegs or, Loud Queens Underway!

LTU at Kos -

You Tube

you can see forward air stairs below



First TriStar ever in Porto and probably the first wide-body as well. At that time, the airport didn't had major handling facilities yet as it can be seen, air stairs used.

At Maritsa RHO old airport 1977

Maldives LTU stamps
https://www.picclickimg.com/d/l400/p...8-1071-MNH.jpg
https://i.pinimg.com/564x/a2/b3/63/a...24a9b15412.jpg

CMB or MLE

Forward stairs lowering

flying over Maldives LTU postcard

++


++


In April 1989 saw a major incident with a Dan-Air Boeing 727 and LTU.
Dan-Air made an official complaint to Spanish Air Traffic Controllers. The Boeing 727 was carrying 162 passengers home from Malaga when they had to drop 2000 feet after a large red airliner flashed above them.
The aircraft, a Tristar owned by German carrier LTU was carrying 350 when the air miss occurred, 80 miles north of Madrid.
Dan Air said "The Boeing 727 was under Spanish Radar control when the pilot, Captain Charles Nash received a 'garbled message' from Air traffic Control.
The pilot later told passengers that he had been instructed to dive hastily from the normal cruising altitude of 35,000 feet to 33,000 feet.
Dan Air later stated that the German owned aircraft had come as close as 300 feet to the Dan Air 727 jet.

We used see the locals refuel the LTU Tristars in Bahrain.
They were flying MLE-BAH-DUS with one crew, and they stopped for fuel only for about 20-30 mins in BAH due crew hours!
They always landed with the nose pointed skywards at 7.5 degrees NU using their DLC Direct Lift Control, and then rolled along the runway like that, which left the brakes cold when they got on the gate.
I gather the Tristar's Direct Lift Control was a joy to land the thing with.
They always landed with the nose pointed skywards, and then rolled along the runway like that, which left the brakes cold when they got on the gate.

[DaveReidUK]

Originally Posted by rog747

LTU did not go for the double width larger entry doors at 4L/R (Court and BEA orders did) which enabled 400 pax.

I could never understand why Lockheed offered the choice between a Type 1 and Type A exit at the back. Boeing later did something similar on the 767, with a corresponding effect on evac limits.

[SpringHeeledJack]

I was always impressed with the LTU TriStars, mostly seeing them lined up at Düsseldorf or Palma de Mallorca, looking good in their livery and impressed with their size in comparison to most of the other IT charter aircraft of the time. A very well run airline back in the day, but then again every German airline was in tip top form at the time. Perhaps the OP should consider asking these questions on airliners.net, as there always seemed to be a very large airline worker contingent posting there in the past. Perhaps that has changed in the meantime.

I remember going into the belly lounge of the PSA TriStar at Farnborough in 1974, the lurid, yet pleasing colours of the aircraft's interior made it seem so exciting in comparison with most European airlines at that time. Perhaps only Braniff could best them in the colour wars ;-)

[CV880]

D-AERA passed to Eastern Air Lines in 1981 and became N372EA and then moved to Cathay Pacific in 1990 becoming VR-HMV. I heard the deal with EAL was more of an aircraft swap in order to achieve better fleet commonality or standardization. Anyone know the specifics of this deal?

[EZYA319]

Thanks so much for the replies everyone. I really appreciate it. I don't suppose anyone could put me in touch with any ex-LTU Tristar flight/cabin crew or engineers?