New airlines with new (To them) types always have teething troubles. I read an artical in “Flight” a few years ago about SAS and the 737ng They had loads of teething troubles with the thing and admitted a portion of them were 737 snags that only caught them out because they were new operators of the 737.
I love the way the press have linked an incident on a 747, an incident on a 380 and an industrial dispute together!
BTW what totaly un reasonable thing have the Qantas tried to bully the engineers into doing ?

Rgds Cking

I was on a PSA flight years ago when the flight atendant said..
“As the captain is a much better flyer than he is a driver, please stay seated untill he has screeched to a halt at the terminal”

Rgds Cking

The 10 had a blighted start in life with the cargo door and engine pylon problems. It also seemed to have more than it’s fair share of unconnected accidents too. No wonder it is refered to as “The Death Cruiser”!!!

Rgds Cking

The 737-2/3/4/500’s have always suffered from problems with the elevator tabs due to vibrations it that area. I’m suprised that this a “New” problem with the NG’s. I would have thought that they would have been checking the tabs any way due to their known history with this defect.

Rgds Cking

All you ever wanted to know about the 757 fuel system

http://www.smartcockpit.com/pdf/plane/boeing/B757/systems/0006/

The fuel wasn’t leaking, it was venting from the surge tank NACA duct. The surge tank is normaly dry but if the main tanks get “Over full” the excess will flow through the vent gallery into the surge tank. The surge tank will contain a certain amount but if that gets full it spills out.
Because the report was taken from the gutter press I would ignore the “Thousands” of gallons bit! You would be amazed how a little fuel will produce a huge vapour trail!
Whilst it unusual to see this it is not dangerous.
During your trip to Turin there will be a flow of fuel vapour out of the NACA ducts when the aircraft is fueling and then there will be a flow of air back into the wing as you are flying.

Rgds Cking

A slightly different view from me.
This 330 had taxied through an area of snow before take off. It then took off, flew for seven hours, landed and taxied it to me with the ice intact! I spoke to the pilot and he had used the normal amount of breaking during landing and taxiing. We were both surprised that the heat from the brakes didn’t melt it. Although there was no safety implications of this I did remove the ice before dispatching the aircraft

Sorry about the quality of the pictures. My new and improved camera phone is rubbish!

Rgds Cking

It’s killed the Tristar thread. I shall have to keep the horrors of the number two engine change for another time!

Rgds Cking

Actually the first two PSA L-1011’s went to Aero Peru then Worldways Canada. The first ended up as the Operation Blessing hospital aircraft.

LTU got the last three of PSA’s L-1011 directly from the factory.

The lower lounges were deactivated and the area seal off. There was no way to open forward cargo door as the actuating mechanisums were never installed on the five PSA airframes with the lower lounges.

All cargo was carried in the mid and aft cargo compartments.

I stand corrected. It had neaver occured to me that Lockheed would build them without the door mechanisms. Was the door there?
I worked at LTU for a while at the end of their Tristar days. There was a Turkish guy in the workshops who worshipped the things. He had the entire ceiling covered with models of them.

Rgds Cking