Piergiuliano Chesi · CC BY-SA 3.0 · An L-1011-1 of Pacific Southwest Airlines at Lockheed's Palmdale plantThe L-1011 TriStar followed the Boeing 747 and DC-10 into the wide-body airliner market. Three Rolls-Royce RB211 engines power it, with the centre engine fed through an S-shaped intake above the rear fuselage. The design included automatic landing and descent-control capability. Cabin layouts and range vary by TriStar version.
iniBuilds TriStar airliner manual, page 8; the represented short-body model, not the complete L-1011 family.
Barnard identifies N389LS as TriStar production serial 250, formerly used by the Saudi royal flight. He recalls ferrying it from Riyadh to Ras Al Khaimah on 15 December 2009, a later chapter in that particular aircraft’s life.
First flight: November 16, 1970
As a teenager, Barnard watched airliners at the airport and wrote to Lockheed about the TriStar. A secretary’s replies and the drawings she sent gave that fascination a personal connection with the manufacturer. The aircraft became something he hoped to fly, long before a cockpit job was within reach.
Years later, an American Trans Air interview produced the unexpected offer of an L-1011 copilot position. He had anticipated a different assignment, making the news especially powerful. Calling his mother brought the achievement back to the family who had known the ambition; his father had already died.
Dater found TriStar captain training deeply unsettling. Paper cockpit panels and explanations of switches and lights left him struggling to assemble a clear picture of the aircraft, while the pressure of the course added to his doubts. He eventually passed the oral and simulator work, but confidence did not arrive with every item checked off.
Flying the real aircraft changed his view within minutes of departure. On the Miami-to-San Juan training trip, he found the TriStar far more approachable than its classroom presentation had suggested. His later account remembers the relief and pleasure of that transition.
After a decade on the 727 in Chicago, Hill faced a base closure and a commute to New York. His new seniority position brought the chance to move to the L-1011, whose automation became a source of lasting enthusiasm. He particularly enjoyed showing colleagues what the automatic landing system could do during good-weather demonstrations.
One working day stood out for a different reason: the journey from New York through Frankfurt to Munich required two very low-visibility approaches. At Munich, the fog left only the tip of a nearby 747’s tail visible above it.
The L-1011 TriStar followed the Boeing 747 and DC-10 into the wide-body airliner market. Three Rolls-Royce RB211 engines power it, with the centre engine fed through an S-shaped intake above the rear fuselage. The design included automatic landing and descent-control capability. Cabin layouts and range vary by TriStar version.
This profile selects iniBuilds L-1011 TriStar for MSFS 2024.
Mach feel motivates a powered-control resistance approximation. Spring resistance builds with the selected airspeed response. A separate aerodynamic term adds speed-dependent control load.
Autotrim and CWS alter aircraft state independently of mode-button labels. Pitch-trim relief is off. Autopilot following is off.
The TriStar column commands a hydraulic stabilizer, with elevators cable-linked to its movement. Mach feel supplies artificial force. CWS holds attitude with autotrim, while CMD tracks selected modes; a CMD disconnect can return to CWS. DLC changes spoiler lift at landing configuration.
iniBuilds describes a hybrid of TriStar traits, with CWS and CMD behaviours identified separately.
The gains are normalized profile settings. They describe the chosen effect balance; hand force depends on the device and its output limits. IAS references are tuning values rather than operating limits. Physical acceptance of this revision remains pending.
モデルが生み出すすべてに適用される最終的な全体出力スケール。デバイス上限の前に適用されます。
上げると: すべて(バネ、荷重、効果)が一緒に強まります。
下げると: すべてが一緒に和らぎます。
この値の理由: Scales overall profile strength while preserving effect balance, subject to device and output limits.
スティックを中央へ引き戻す基本のセンタリング力。他のすべての力はこの上に積み重なります。低すぎると通常飛行でスティックが頼りなく、高すぎると手に逆らい、上に重なる細かな手がかりを覆い隠します。
上げると: 手により強く抵抗する、固いセンタリング。
下げると: 空力荷重だけに頼る、柔らかいスティック。
この値の理由: Mach feel motivates a powered-control resistance approximation. The baseline spring is 0.8. Its low-speed blend reaches baseline strength at 110 KIAS.
L-1011 TriStar ManualiniBuilds TriStar AP keybind contract35855-inibuilds-aircraft-development-update-march-202637040-inibuilds-tristar-airliner-for-microsoft-flight-simulator-2024-v108-released-now-available-on-the-inibuilds-store36005-former-l1011-engineeriniBuilds TriStar native2024 features and scope中央付近でバネが沈黙する小さなニュートラルゾーン。静止時の微小な動きがガタつかないようにします。広いほど落ち着きますが緩くなり、狭いほど精密ですが中央で震えることがあります。
上げると: より静かだが緩い、遊びの多い中央。
下げると: 静止時に震えうる、締まった中央。
この値の理由: Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner.
両軸の持続荷重にかかるマスタースケールで、各軸の独立バランスの前に適用されます。プロファイルは通常これに触れず、二つの軸荷重を調整します。
上げると: 両軸がより強く荷重します。
下げると: 両軸が一緒に軽くなります。
この値の理由: The aerodynamic-load gain is 0.25 with an indicated-speed reference of 250 KIAS. The hydraulic-load factor of 0.35 scales that modeled term; it is a selected artificial-feel approximation.
低速のバネ立ち上げ窓(上記の開始/全強度ノット)を有効にします。オフではバネは全速度で一定です。
この値の理由: Allows baseline spring strength to rise with indicated airspeed where the control law permits it.
停止状態で、速度が空力を生む前にバネがどれだけ残るか。床が高いと駐機中のスティックはしっかりし、低いと駐機した軽飛行機のケーブルが緩んだような感触になります。
上げると: 駐機・タキシー時により固いスティック。
下げると: 速度でしか目覚めない、駐機時の柔らかいスティック。
この値の理由: Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength.
バネが低速の床から全強度へ立ち上がり始める速度。離陸滑走で操縦系統が「目を覚ます」ポイントです。
この値の理由: Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit.
バネが全強度に達する速度。開始点からここまでの間、舵面上の気流が増すにつれセンタリングは徐々に固まります。
この値の理由: Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it.
空力荷重が設計上の満量に達する指示対気速度。荷重カーブ全体を機体の実際の速度域に固定します。172は110ノットで荷重が乗り、ジェットはずっと後です。
上げると: 荷重の到来が遅くなり、より速くまでスティックが軽いまま。
下げると: 荷重が早く到来し、巡航がより重く。
この値の理由: Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit.
舵角荷重に加えて、センタリング自体が速度でどれだけ固くなるか。ゼロなら中央の感触は一定、大きくすると巡航で固く、場周で緩くなります。
上げると: 速度とともに明確に固くなる中央。
下げると: どの速度でも一定の中央感覚。
この値の理由: The high-speed spring-stiffening gain is 0. No additional speed-driven stiffening is added; this does not disable independent aerodynamic loading.
速度によるセンター硬化の上限。超高速飛行でバネが際限なく巻き上がるのを防ぎます。
上げると: 高速でより多くの総硬化を許容。
下げると: 硬化がより早く頭打ちに。
この値の理由: Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap.
エルロン舵角と速度による持続的なロール荷重で、ピッチとは独立に調整されます。エレベーター荷重と合わせて、レビューで語られる操縦調和の比率を決めます。
上げると: より重いロール力。
下げると: より軽く機敏なエルロン。
この値の理由: Roll and pitch aerodynamic scales are 0.72 and 0.85, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled.
エレベーター舵角と速度による持続的なピッチ荷重で、ロールとは独立に調整されます。機種ごとのピッチの重さを決める主レバーです。エルロン、バネ、トリム、バフェットの力には触れません。
上げると: 速度での持続ピッチ力がより重く。
下げると: 保持する力の軽い、より軽やかなエレベーター。
この値の理由: Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings.
各定常ピッチ・ロール力がデバイスへ届く前の上限。強い機動でハードウェアを叩いたり飽和させたりしないための保護です。
上げると: クリップ前の定常力ピークがより高く。
下げると: より柔らかい天井。激しい機動が早く平らに。
この値の理由: Caps directed-force output. Native spring effects and device limits remain separate.
エレベータートリムが保持ピッチ力をどれだけ和らげ、スティックの落ち着き位置をずらすか。100 %では正しくトリムされた機体は保持圧が不要になり、実機の「荷重をトリムで消す」手順そのものです。
上げると: トリムがより多くの保持力を除去。100 %ではフルトリムで打ち消し。
下げると: トリムしても力を保持し続けます。
この値の理由: Autotrim and CWS alter aircraft state independently of mode-button labels. Pitch relief is off, with stored authority 0; roll authority is 0.
L-1011 TriStar ManualiniBuilds TriStar AP keybind contract35855-inibuilds-aircraft-development-update-march-202637040-inibuilds-tristar-airliner-for-microsoft-flight-simulator-2024-v108-released-now-available-on-the-inibuilds-store36005-former-l1011-engineeriniBuilds TriStar native2024 features and scopeロールトリムの同じ軽減。多くのGA機には本物のエルロントリムがないためゼロのまま。ロールトリムを持つ機種には相応の値が入ります。
上げると: ロールトリムがより多くの保持力を除去。
下げると: ロールトリムの効きが弱く。
この値の理由: Scales supported roll-trim relief and permitted centre movement. Zero removes roll response.
車輪速度と路面種別(舗装、草、砂利)による転がりの振動。
上げると: スティックの路面テクスチャがより強く。
下げると: より滑らかなタキシー。
この値の理由: Sets rolling texture strength, modified by speed, surface and undercarriage configuration.
伸縮継ぎ目や轍、荒れた路面からの短い個別の衝撃で、連続的なゴロゴロに句読点を打ちます。
上げると: 継ぎ目と轍の衝撃がより鋭く。
下げると: より柔らかな地面のディテール。
この値の理由: Sets gear-bump texture during ground motion, separate from touchdown impact.
失速接近時と失速警報作動中の機体の震え。この翼が不満をどれだけ大声で告げるかです。切れ味よく落ちる機種は控えめなバフェットになり、警報音に警告を任せます。
上げると: より強い失速前の震え。
下げると: より控えめな翼。警報音が警告を担います。
この値の理由: Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings.
マッハ限界接近時の遷音速バフェット。MMO付近のジェットには意味があり、そこへ到達しないレシプロやターボプロップではゼロです。
上げると: マッハ限界近くのより強い遷音速バフェット。
下げると: 高マッハでより滑らかな飛行。
この値の理由: Sets high-Mach buffet strength; onset and full-strength thresholds are separate.
フラップが実際に空気を掴む速度窓で、気流に展開されたフラップによる機体の低周波振動。
上げると: フラップ作動中のより荒い飛行。
下げると: より柔らかな進入フラップ。
この値の理由: Sets flap buffet at the configured position and speed gates. Flap movement texture is separate.
気流中に垂れた引込脚による機体のドラミング。機体形状が変わらない固定脚の機種ではゼロです。
上げると: 脚下げ時のドラミングが増加。
下げると: 脚下げ飛行がより綺麗に。
この値の理由: Sets gear aerodynamic buffet; movement and ground-contact cues are separate.
機体自身の失速警報システムが発火させる専用のスティックシェーカーの振動。本物のシェーカーを持つ機種だけに値が入り、他はすべて空力バフェットと警報音に頼ります。
上げると: より固いシェーカー。
下げると: より控えめなシェーカー。
この値の理由: Sets triggered shaker strength; inactive while the shaker feature is disabled.
車輪が滑走路に触れる瞬間の単発のキック。沈下率でスケールされ、グリーサーはささやき、固い接地はドンと響きます。
上げると: 接地のより固い衝撃。
下げると: より柔らかな到着。
この値の理由: Sets landing-impact strength; landing telemetry and response shape determine the pulse.
逆推力やベータ域のプロペラが働いている間の滑走振動。リバースのない機種ではゼロです。
上げると: リバース中のより荒い滑走。
下げると: より控えめなリバース。
この値の理由: Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue.
アイドルから全出力まで回転数に従う連続的な動力装置の振動。前方で何かが燃料を燃やしている、常に存在する注意喚起です。
上げると: スティックのエンジンが増加。
下げると: より控えめなエンジン。
この値の理由: Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration.
シミュレーターがフラップ舵面の実際の移動を報告している間だけの連続振動。推定タイマーではなく、実際のアクチュエーター動作と故障に従います。
上げると: フラップ移動中の振動が増加。
下げると: より控えめなフラップ走行。
この値の理由: Sets texture from observed flap movement; a command without movement does not establish the cue.
オートパイロットの指令がスティックを物理的にどこまで動かせるか。動いた軸がパイロット入力として読み返されうるMSFSでは極小に保ちます。ゼロで追従は完全に無効です。
上げると: オートパイロットがスティックを目に見えて多く動かします。
下げると: ほぼ気づかない追従。
この値の理由: Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply.
Whether this feature is active in this profile.
この値の理由: Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement.
Whether this feature is active in this profile.
この値の理由: Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount.
Whether this feature is active in this profile.
この値の理由: Enables local force trim, separate from aircraft-owned trim and add-on integration qualification.
Whether this feature is active in this profile.
この値の理由: Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it.
Whether this feature is active in this profile.
この値の理由: Enables rate damping with the configured coefficients and control law.
Whether this feature is active in this profile.
この値の理由: Autopilot following is off; the configured spring and load retain the hardware feel.
Whether this feature is active in this profile.
この値の理由: Permits centering hold during a supported AP state, separate from following a moving target.
この値の理由: Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled.
Whether this feature is active in this profile.
この値の理由: Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions.
Where this effect reaches full strength (or has fully faded, for washouts).
上げると: a more gradual build to a later peak.
下げると: a quicker build.
この値の理由: Sets the final flap index for detent normalization. UP plus three detents uses maximum index3.
Where this effect begins fading in.
上げると: the effect begins later.
下げると: it begins earlier.
この値の理由: Sets the first flap detent that admits buffet; this is a handle index, not degrees.
Whether this feature is active in this profile.
この値の理由: Permits shaker at supported warning conditions; the switch does not establish aircraft equipment.
Whether this feature is active in this profile.
この値の理由: Enables ground effects; each still needs its own strength and contact or motion telemetry.
Whether this feature is active in this profile.
この値の理由: Enables engine cues with nonzero settings and valid running-engine telemetry.
Whether this feature is active in this profile.
この値の理由: Enables accessory cues with configured strengths and observed accessory movement.
The strength of this effect.
上げると: a stronger effect.
下げると: a weaker one.
この値の理由: Sets texture from observed gear movement, separate from aerodynamic and touchdown effects.
| パラメーター | 値 | 何を制御するのかとその理由 |
|---|---|---|
| Spring strength | 0.8 | Mach feel motivates a powered-control resistance approximation. The baseline spring is 0.8. Its low-speed blend reaches baseline strength at 110 KIAS. |
| Spring deadband | 0.04 | Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner. |
| Force gain | 0.25 | The aerodynamic-load gain is 0.25 with an indicated-speed reference of 250 KIAS. The hydraulic-load factor of 0.35 scales that modeled term; it is a selected artificial-feel approximation. |
| Master gain | 0.85 | Scales overall profile strength while preserving effect balance, subject to device and output limits. |
| Dynamic-pressure blend | True | Allows baseline spring strength to rise with indicated airspeed where the control law permits it. |
| Minimum spring factor | 0.55 | Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength. |
| Spring wake-up speed | 35 kt | Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit. |
| Spring full-strength speed | 110 kt | Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it. |
| フォース調整速度 | 250 kt | Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit. |
| Airspeed spring stiffening | 0 | The high-speed spring-stiffening gain is 0. No additional speed-driven stiffening is added; this does not disable independent aerodynamic loading. |
| Airspeed stiffening cap | 5 | Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap. |
| Aileron force scale | 0.72 | Roll and pitch aerodynamic scales are 0.72 and 0.85, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled. |
| Elevator force scale | 0.85 | Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings. |
| Maximum output force | 0.55 | Caps directed-force output. Native spring effects and device limits remain separate. |
| StickFeel · Trim feel enabled | False | Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement. |
| StickFeel · Trim relief enabled | False | Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount. |
| StickFeel · Elevator authority | 0 | Autotrim and CWS alter aircraft state independently of mode-button labels. Pitch relief is off, with stored authority 0; roll authority is 0. |
| StickFeel · Aileron authority | 0 | Scales supported roll-trim relief and permitted centre movement. Zero removes roll response. |
| StickFeel · Force trim enabled | False | Enables local force trim, separate from aircraft-owned trim and add-on integration qualification. |
| StickFeel · G load enabled | True | Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it. |
| StickFeel · Rate damping enabled | True | Enables rate damping with the configured coefficients and control law. |
| Autopilot · Follow enabled | False | Autopilot following is off; the configured spring and load retain the hardware feel. |
| Autopilot · Follow authority | 0.1 | Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply. |
| Autopilot · Neutral hold enabled | False | Permits centering hold during a supported AP state, separate from following a moving target. |
| Autopilot · Neutral hold strength | 0.6 | Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled. |
| Aero · Enabled | True | Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions. |
| Aero · Gain | 0.3 | Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings. |
| Aero · Gain | 0 | Sets high-Mach buffet strength; onset and full-strength thresholds are separate. |
| Aero · Gain | 0 | Sets flap buffet at the configured position and speed gates. Flap movement texture is separate. |
| Aero · Max flap index | 5 | Sets the final flap index for detent normalization. UP plus three detents uses maximum index3. |
| Aero · Min flap index | 2 | Sets the first flap detent that admits buffet; this is a handle index, not degrees. |
| Aero · Gain | 0 | Sets gear aerodynamic buffet; movement and ground-contact cues are separate. |
| Aero · Shaker enabled | False | Permits shaker at supported warning conditions; the switch does not establish aircraft equipment. |
| Aero · Amplitude | 0.9 | Sets triggered shaker strength; inactive while the shaker feature is disabled. |
| Ground · Enabled | True | Enables ground effects; each still needs its own strength and contact or motion telemetry. |
| Ground · Gain | 0.4 | Sets rolling texture strength, modified by speed, surface and undercarriage configuration. |
| Ground · Gain | 0.32 | Sets gear-bump texture during ground motion, separate from touchdown impact. |
| Ground · Gain | 0.9 | Sets landing-impact strength; landing telemetry and response shape determine the pulse. |
| Ground · Gain | 0.5 | Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue. |
| Engine · Enabled | True | Enables engine cues with nonzero settings and valid running-engine telemetry. |
| Engine · Gain | 0.06 | Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration. |
| Mechanical · Enabled | True | Enables accessory cues with configured strengths and observed accessory movement. |
| Mechanical · Gain | 0.12 | Sets texture from observed flap movement; a command without movement does not establish the cue. |
| Mechanical · Gain | 0.12 | Sets texture from observed gear movement, separate from aerodynamic and touchdown effects. |
実機経験からこのページに誤りがあると思ったら、ここで訂正してください。
このページは引用文献に基づいていますが、実機での経験は引用に勝ります。 誤っている主張を引用し、実機が実際にどうかを教えてください。訂正は メンテナーが確認し、この調査の次の改訂に反映されます。
Lockheed L-1011 TriStarの操縦や調整についてのオープンな会話です(コミュニティフォーラム)。上の訂正はメンテナーに非公開で届きます。ハンガートークは公開です。