Word: tristar
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Dates: during 1970-1979
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...their spirits up with thoughts of the boom to come when airlines finally had enough cash to replace their aging, noisy and fuel-inefficient fleets. At last, this dream seems to be becoming reality. Last month Pan Am signed a $500 million contract with Lockheed for twelve wide-bodied TriStar L-1011s, and last week small, state-owned Singapore Airlines (SIA) stole Pan Am's headlines. It placed with Boeing the richest order in commercial aviation history: $900 million for 13 jumbo 747s and six medium-range 727s. Gleefully grabbing the record claimed weeks earlier by Lockheed executives, Boeing...
...orders brought delight to beautiful downtown Burbank, Lockheed's headquarters, and to Airbus Industrie's offices in cities across Europe. At Lockheed, which almost went bankrupt a few years ago, partly because of long production delays and lagging sales of the TriStar, happy executives called the Pan Am order for a dozen planes, plus an option for 14 more in the mid-1980s, the "order of the century." Johnson's Bakery, near Lockheed's offices, whipped up a cake with an icing decoration of a high-flying TriStar. Nora Winant, secretary to Richard Taylor, Lockheed...
...passenger seat costs. Currently, Boeing engineers are working on the specifications for a new 180-to 200-seat jet, which it hopes United and Delta will buy; the plane would seat seven abreast and, Boeing claims, effectively compete with McDonnell Douglas' DC-10 and Lockheed's TriStar L-1011. Meanwhile, Lockheed is coming up with a sleeker version of the L-1011, to be delivered to British Airways next year. McDonnell Douglas, already flush with orders for its DC-10s and DC-9s, is gearing up to produce a stretched DC-9 "Super 80"; the company claims...
...operating conditions the economies reported by European airlines. Airbus-Industrie claims that the plane's two huge fan jet engines are terrific fuel conservers, burning approximately 25% less fuel per seat-mile than do the three engines of such competing jets as Lockheed's L-1011 TriStar. Eastern also wants to make sure that spare parts will be freely available across the Atlantic-although parts should not be a major problem. About 83% of the plane's consumable spares are produced in the U.S., and one-third of the plane as a whole-including its General Electric...
Nonetheless, Anderson is adamant that Lockheed will continue to manufacture the TriStar. He has high hopes for the long-range version of the plane (British Airways has ordered six) and has set up a new financial affiliate that will arrange favorable terms for prospective buyers. The inability to do that while Lockheed's own finances were in a mess is a major reason why TriStar sales have never matched the company's predictions. Anderson's most immediate problem is to arrange short-term loans to replace an estimated $80 million of the Government-guaranteed loan...