The main visible difference between the TriStar and its similar trijet competitor, the McDonnell Douglas DC-10, is the central tail engine configuration: the DC-10's engine is mounted above the fuselage for simplicity of design and more economical construction, while the TriStar's engine is mounted to the rear fuselage and fed through an (similar to the ) for reduced drag and improved stability. The TriStar was originally conceived as a 'jumbo twin', but a three-engine design was ultimately chosen to give the aircraft enough thrust to take off from existing runways.Īlso, before the establishment of standards by the in the 1980s, commercial jets with only two engines were not allowed to fly more than 30 minutes away from an airport, making trans-oceanic flights impossible. It has been said that 'airlines could get a 747 for slightly more, or a DC-10 for a good deal less'.The TriStar's design featured a twin-aisle interior with a maximum of 400 passengers and a three-engine layout. The advanced technology that went into the TriStar resulted in a high purchase price. The TriStar name was selected in a Lockheed employee naming contest for the airliner. By contrast, Lockheed would 'take the most advanced technology of the day and when that technology was lacking, Lockheed created it' for the L-1011 in order to give it lower noise emissions (in the early 1970s, nicknamed the L-1011 'WhisperLiner'), improved reliability, and higher efficiency over first generation jet airliners. McDonnell, who had recently taken over Douglas Aircraft, directed DC-10 development on a 'very firm budget, and cost overruns were unacceptable – even at the expense of safety', and the conservative approach meant reusing technology. Despite their similarities, the L-1011 and DC-10's engineering approach differed greatly.

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