The well known secret to reliable TriStar maintenance (in my personal opinion, anyway) was the mandated used (by the respective airline concerned) of the FIRM manual.

With this method of fault isolation and reporting, snags could well be easily fixed, with minimal ground time.

I worked for one small carrier whose director of maintenance thought the FIRM idea was hogwash...and quite predictably, they had a huge dispatch reliability problem.
They also had missing serviceable tags in many cases, and obtained quite critical inspection by aviation authorities as a result.

Obi, the flare maneuver in the TriStar resulted in a deck angle change of about three degrees.
The approach however, was quite a constant angle, thanks to DLC.
It really does work as advertised.

Cheers :ok:
Obi

What controls the actuation of DLC during non-autoland/approach ops? I'd assume it's the control column, but how is it mixed in with pitch control after landing flaps are selected?

Yes, it is the control column, uniuniunium, and the exact details I can't remember at the moment.
But I'm sure glhcarl will chime in here as he has the technical details, and has probably forgotten more than I ever knew about the inner workings of the 'ole Lockheed tri-motor.

Thanks for the kind words 411A, the problem is that I forget more everyday, However:

Activation of DLC is fully automatic and controled by logic circuitry in the Flight Control Electronics System (FCES) computer. The FCES computer looks for the following:

1. DLC servo is pressuried
2. 2 of 3 Throttle Handles in less then full power.
3. Flap position greater than 30 degrees.
4. Stall warning not detected.
5. Go around not commanded

If the above conditions are met Spoilers 1 - 4 are activated to a new null point of +7 degrees (+9 degrees on -500's). 777AV8R's description a few posts earlier provided an excellent discription of what happens after DLC activation.

The above critera is followed in Autoland and Manual approches.

To answer a previous question: yes, the L1011 did have a conventional flare, you did not 'fly it on' like a carrier landing. DLC could not sense ground proximity, it was purely a pilot input.
The rearward movement of the control column at flare initiation stowed the DLC spoilers from the null postion and gave extra lift into the flare. The secret of a smooth landing was to keep the back pressure on, right through to touchdown. Any relaxation could result in a very firm jolt at touchdown as the DLC redeployed back to null ( or more ) and reduced the lift.

L1011.
Agree with 411A, with minor mod.
At 50' radalt start gradual flare for additional 3 degrees noseup. The rate of radalt decrease to be proportional to the flare rate. If radalt moving rapidly, a bit of an undignified tug required to avoid a thud.
Great aeroplane, wish I could still fly one.

:confused: Hmmmm.
Considering the pilots pitch inputs control spoiler deflection, I wonder what occurs during the flare that causes an increased deck angle, as this change in angle doesn't present itself during approach.
Perhaps the usual input to execute a flare, results in a greater change of vertical velocity that during approach, or perhaps ground effect plays a part?.

Obi

Well, as usual, it depends.

Large pitch (control column) inputs during approach will definitely change the pitch (deck) angle, small ones will not.

During the flare maneuver, larger than normal column inputs reduce the spoiler extension, while at the same time increases the pitch angle.

Also contributing to the outstanding handling of the TriStar is the all-flying horizontal stabilizer.

Relaxing the backpressure during the flare maneuver however (as has been pointed out already) many times results in a 'thumper'.

Hmmm, a few Boeing guys try 'the push' and then promptly find out it ain't a good idea.
'Tis a good thing the folks at Palmdale installed the wing bolts really tight.:E

Oh b*gg*r! I thought the flare on the TriStar always occured when I closed my eyes (the screams were from the other seat - should have closed his eyes too)!!

When you pull aft on the column the FCES thinks the aircarft is below the glideslope and stowes the spoilers, and the stabilizer nose drops which make the nose of the aircraft pitch up. If you push forward on the column the FCES thinks the aircraft is above the glideslope, the spoilers are going to extend further and the stabilizer nose is going to move up. Causing the aircraft to lose altitude rather quickly.

Ok, so moderate longitudinal control inputs with DLC active, would result in a constant pitch angle but a change in vertical velocity, as the spoilers control the velocity vector. Here the pilot has direct control of the spoilers, but the stabilators are positioned to maintain a constant pitch angle and their positioning is accomplish completely through FCS feedback logic.

As well as direct spoiler control, longitudinal control inputs with DLC active above an FCES defined threshold, would also add or subtract pilot commanded stabilator inputs to blend with the FCS commanded stabilator input.
Is this how the system works?.

Thanks
Obi

Obi Offiah,

I am not a pilot (I was a Tech Rep) but the way I have been told the DLC should work is: The stabilizer is used to establish the angle of attack, approxmately 9 degrees nose up. The spoilers, which are controlled by the FCES, and the throttles control the sink rate. If all works, the pitch angle should not change during approch.

All correct, except that the normal deck (pitch) angle on approach is approximately 7.5 degrees.
Upon landing, the pitch angle is nine to ten degrees.
IF ten degrees is exceeded during landing, care needs to be exercised, as the tail skid (long body aircraft) will contact the runway surface at approximately 13.5 degrees.
Does this happen?
Yes, IF the aircraft is mishandled.
On a slightly different slant, the geometry of the L1011 (standard, long body model) is such that during crosswind manual landings, the wing tip will contact the runway surface, before the engine pod does.
A very good, and reliable design.
Appreciated by those that have extensive experience in same.:)

Was told of an interesting technique used by Pan-Am drivers when they were flying the -500s. Not sure if it was offically approved though!

In the flare they would push the GA button thus stowing the DLC and creating a nice load of lift just when it was needed.

Seemed to me that this was OK as long as there wasn't a very large back stick input which would have stowed them in the first place!!