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Re: Tristar Early Birds  
User currently offlineCKT523 From United Kingdom, joined May 2004, 161 posts, RR: 0
Posted (10 years 5 months 4 weeks 10 hours ago) and read 1403 times:

Hi, does anyone know why the engines on the L-1011 changed in appearance?If you look at the RB211 on early a/c the tail pipe part of the engine is quite long and tapered with sort of prongs coming out on the top and bottom of the pipe, looking not all that different to say a 767 engine, wheras,later models had a more stumpy cut off pipe similar to those on the 757 early models. Does anyone know why?

3 replies: All unread, jump to last
 
User currently offlineNorthStarDc4M From Canada, joined Apr 2000, 3056 posts, RR: 36
Reply 1, posted (10 years 5 months 4 weeks 10 hours ago) and read 1385 times:
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Early on, the RB.211-22 series had hot section reversers. After a few months in service it became apparent they werent needed and were removed to save on maintenance costs. This changed the profile of the engine somewhat by shortening the exhaust cone. This profile remaned the same thru the RB.211-524D and F models used on the 747-200/-300 and L1011-250.

Later RB.211-524G and H, along with the 535 series, models use a composite nacelle thats more aerodynamic. All RB.211 powered 747-400s, 767-300s along with most (some earlier ones have a 3rd cowl type) 535 powered 757s have the newer full length cowl instead of the shorter cowl seen on the earlier variants.



Those who would give up Essential Liberty to purchase a little Temporary Safety, deserve neither Liberty nor Safety.
User currently offlineBroke From United States of America, joined Apr 2002, 1322 posts, RR: 3
Reply 2, posted (10 years 5 months 4 weeks 8 hours ago) and read 1332 times:

Actually, it took longer than a few months for the L-1011's to transition from the hot stream reverser to no hot stream reverser. The airplane went into service in April, 1972 and the change did not begin until late 1973.
It was a lot more complicated just getting rid of that portion of the reverser.
Most of the control features of the reverser system, both hot and cold stream, were tied into the hot stream reverser.
So much of the reverser control system had to be redesigned and then the whole system had to be recertified.
Problems with the hot stream reverser were not just a L-1011 problem; the 747 and the DC-10 also went through similar teething problems with hot stream reversers and, eventually, also got rid of them.
Today, no high by-pass powered airplane is equipped with a hot stream reverser; but the lesson was learned through the troubles of the early 1970's.


User currently offline777236ER From , joined Dec 1969, posts, RR:
Reply 3, posted (10 years 5 months 4 weeks 6 hours ago) and read 1265 times:

Later RB.211-524G and H, along with the 535 series, models use a composite nacelle thats more aerodynamic. All RB.211 powered 747-400s, 767-300s along with most (some earlier ones have a 3rd cowl type) 535 powered 757s have the newer full length cowl instead of the shorter cowl seen on the earlier variants.

535Cs that powered older RR 757s had the old cowl with the exposed hot exhaust. The updated 535E4 uses the longer cowl, with a mixer, a la 524G/H-T.


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