From: email@example.com (Chilukuri) Organization: Univ of California at San Diego Date: 08 Feb 96 03:21:06 References: 1 2
View raw article or MIME structure
In article <airliners.1996.58@ohare.Chicago.COM>, firstname.lastname@example.org says... >Speculation: the high-placement of the #2 engine on the DC-10 means that >reversing it tends to lift the nose-wheel? > The cascade boxes on the tail engine reverser are usually selected to obtain a net vertically upward load, and a corresponding nose down pitching moment. This means that the lower cascade boxes have less forward turning (usually about 15 degrees) and are termed as flow spoilers. The cascade boxex on the upper half of the reverser turn the flow forward by as much as 45 degrees. >727s landing with ONLY #2 reversed. In addition, airlines that power-back their >727's from the gate (American and TWA, for example) do so using only #2 in >reverse thrust. (since the reverse blast from #2 is directed to the sides >rather than upward and downward, it doesn't kick up debris from the ramp). > Besides FOD, reingestion of the reverser plume into the engine, and crossingestion between engines is an issue. Typically, self-reingestion on wing mounted cascade reversers will occur at less than 30 knots aircraft speed. These concerns do not apply to the tail engine because of the height.