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Differents Between The 747 & L1011 RB 2:11 524?  
User currently offline747400sp From United States of America, joined Aug 2003, 3623 posts, RR: 2
Posted (7 years 5 months 1 week 11 hours ago) and read 3302 times:

In the 70's the first Rolls Royce powered 747 had RB 2:11 524B2, they were later replaced by D4. Long Range L1011 (250, 500) has B4 to power them. What was the differences between the 524 B2 and B4? Also other than thrust, what is the differences between the B4 and D4?

6 replies: All unread, jump to last
 
User currently offlineTristarSteve From Sweden, joined Nov 2005, 4009 posts, RR: 33
Reply 1, posted (7 years 5 months 1 week 3 hours ago) and read 3267 times:

In my recollection the B engines were fitted to L1011 and the D engines to B747-200.
Our Tristar 200 aircraft had RB211-524B02 engines.
I cannot recall any difference.
I worked on L1011, and occasionally on B747-200 and we used the same equipement.
Maybe the FFR had a different pt nbr, but the engines were the same as far as I know.
I expect the difference was in the pneumatic and wiring connections to the pylon.

Nowadays we have the RB211-524G/H engines on B767 and B744. The only differences
are an extra oil pressure sw and thrust reverser lock on the B767 as it is ETOPS.
These are deactivated when fitting to a B744, and to convert the engine takes
a couple of hours.


User currently offlineTepidHalibut From Iceland, joined Dec 2004, 209 posts, RR: 6
Reply 2, posted (7 years 5 months 1 week 1 hour ago) and read 3248 times:

I'm guessing that quoting from the TCDS counts as Fair Use...

MODEL CHARACTERISTICS OF THE RB-211 ENGINE SERIES
The -22C-02 is the basic model installed in the Lockheed Tristar aircraft. The -22C was added May
23, 1972 (see NOTE 15). The -22B-02 is an improved performance variant of the -22C-02 with
higher limits and maximum continuous thrust. The -22B-02 was added April 4, 1973.
The -524 series of engines are growth versions of the -22B with increased takeoff and maximum
continuous ratings achieved by approved temperature capability and efficiency of the HP and IP
turbine components and by increased airflow of the core engine.
The -524-02 engine is fitted in the Lockheed Tristar aircraft (NOTE 15). The -524-02 and -524B-19
were added on March 24, 1976, and the -524B-19 engine was deleted on October 16, 1979 (NOTE
16). The -524-02 was deleted on March 22, 1989 (NOTE 16).
The -524B2-19 and -524B2-39 engines incorporate improved performance margins and handling
features and are installed in Boeing 747 aircraft. The -524B2-19 engine was added on December 6,
1977. The -524B2-39 engine was added on November 17, 1978.
The -524B-02 engine is a derivative of the -524-02 engine with improved hot day thrust capability
and is installed in the Lockheed Tristar aircraft. The -524B-02 engine was added on November 17,
1978.
The -524B3-02 engine is a derivative of the -524B-02 engine with reduced weight and improved
specific fuel consumption and is installed in the Lockheed Tristar aircraft. The -524B3-02 was
added October 16, 1979.
The -524C2-19 is an updated derivative of the -524B2-19 with an improved HP turbine cooling
systems and is installed in the Boeing 747 aircraft.
The -524C2-19 was added on April 25, 1980.
The -524B4-02 engine is a derivative of the -524B3-02 engine with improved specific fuel
consumption and is installed in Lockheed Tristar aircraft. The -524B4-02 engine was added on
December 24, 1980.
The -524D4-19 and -524D4-39 engines are updated derivatives of the -524C2-19 engine with
improved specific fuel consumption and are installed in Boeing 747 aircraft. The -524D4-19 engine
was added on June 30, 1981. The -524D4-39 engine was added September 26, 1983.

The -524D4-19 and -524D4-B-19 engines may be used at an increased takeoff thrust subject to flat
rating specified, within the existing operating limitation. This variation was added on January 22,
1986.
The -524B4-D-02 engine may be used at an extended maximum takeoff thrust flat rating specified.
This variation was added on August 30, 1987.
The -524B-B-02, -524B2-B-19, -524C2-B019, -524D4-B-19, and -524D4-B-39 models are
introduced by the incorporation of Rolls-Royce Modification SB 72-7730, which introduces an
improved HP turbine assembly and necessitates a revision to HP and IP speed limitations. these
variants were added on August 30, 1987.
The -22B-02 (Mod 72-8700) is a re-rate of the existing -22B-02 model. The new rating increases
takeoff performance at lower ambient conditions. This variant was added on June 6, 1988.
The -524-D4X-19 and -524D4X-B-19 engines are mechanically identical to the -524D4-19 and -524D4-
B-19 respectively but features a 1.6 percent increase in maximum takeoff thrust over the
whole takeoff envelope. These variants were added on March 22, 1989.



Phew. I bet you're sorry you asked !


User currently offlineManzoori From UK - England, joined Sep 2002, 1516 posts, RR: 33
Reply 3, posted (7 years 5 months 1 week ago) and read 3230 times:

See... if you want info on RR engines then TepidHalibut is definitely your man!

Good work mate!

Rez
 Big grin



Flightlineimages DOT Com Photographer & Web Editor. RR Turbines Specialist
User currently offlineJetMech From Australia, joined Mar 2006, 2699 posts, RR: 53
Reply 4, posted (7 years 5 months 6 days 10 hours ago) and read 3157 times:

Quoting TristarSteve (Reply 1):
The only differences
are an extra oil pressure sw and thrust reverser lock on the B767 as it is ETOPS.

Interesting point you make here Steve. I had a look at some RR thrust reverser training notes last night. The 3-lock gearbox standard seems to incorporate locking mechanisms on two of the angle gearboxes. The term 3-lock confuses me as it seems from the notes that this term is used to indicate that the extra lock is fitted to # 3 gearbox; not the fact that there are three locking mechanisms  Confused. These notes also seem to say that the 2-lock TR has one lock gearbox, which just happens to be #2.

Anyhow, my point was that I have worked on G2's fitted to 744's which had locks on #2 and #3 gearboxes. I believe that the G2 fitted to the 744 originally only had a lock on gearbox #2, with the fitment of the lock on #3 gearbox being achieved as a progressive modification  Confused. I far as I can recall, the RR powered 763's and 744's I worked on both required the same procedure to be performed to allow manual winding of the TR, so I'm not sure where any extra locking feature on the 763 TR comes into play. IIRC the D4's had only one lock.

Quoting TepidHalibut (Reply 2):



Quoting Manzoori (Reply 3):

Salutatious to Tepid and Manzoori!

Regards, JetMech



JetMech split the back of his pants. He can feel the wind in his hair.
User currently offlineMD11Fanatic From United States of America, joined Oct 2006, 81 posts, RR: 0
Reply 5, posted (7 years 5 months 5 days 21 hours ago) and read 3100 times:

Quoting JetMech (Reply 4):
achieved as a progressive modification . I far as I can recall, the RR powered 763's and 744's I worked on both required the same procedure to be performed to allow manual winding of the TR, so I'm not sure where any extra locking feature on the 763 TR comes into play. IIRC the D4's had only one lock.

Perhaps it had something to do with that 767 that crashed when its TR deployed in flight and the crew couldn't stow it?


User currently offlineAndz From South Africa, joined Feb 2004, 8453 posts, RR: 10
Reply 6, posted (7 years 5 months 5 days 21 hours ago) and read 3087 times:
Support Airliners.net - become a First Class Member!

Quoting 747400sp (Thread starter):
In the 70's the first Rolls Royce powered 747 had RB 2:11 524B2

I flew on the very first RR powered 747, JNB-LHR in 1977. It belonged to BA and at the time held the record for the heaviest takeoff by a commercial aircraft, there was a commemorative plaque on a bulkhead. I couldn't give you the registration though!



After Monday and Tuesday even the calendar says WTF...
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