One of them is a bath towel, white, slightly distorted. Worth about five quid new but very little used. Don’t know about the othere two items.

Rgds Cking

I was gonna post a question asking why an EK 777 was parked up remotely, no need now. What was the reg? I wonder how much total cost a logistic operation like that cost, just to ship in a spare engine? Will it be fitted at Monarch Engineering or Tommy Cooks, the later I know has an engine shop.

Emirates fixed it themselves in TC’s shed. The engine was not changed in one “Lump” the propulsor or core part of the engine was. The Fan was not damaged so it did not need changing. It is a standard proceedure for the GE90 to do that when it is down the line because the whole engine is so large it is very difficult to ship one.
I THINK that you can only just get a “Bare” engine into an AN-124.
The propulsor came in on a TNT 747. It was well photographed when it was on the ramp.

Rgds Cking

Bit late adding to this but have Just found a copy of ‘Forever Farnborough’ by P.J.Cooper

Mr Cooper is the very expert I mentioned I have asked him to join this forum a few times too.
He has an collection of aicraft images that would make you ALL cry!!
Come on Pete join us!!

Rgds

I don’t understand why a fault with an individual IFE system warrants an urgent diversion.

I was recently on a flight (NOT BA) where my IFE unit was clearly malfunctioning. The cabin crew tried re-booting it multiple times without success. No diversion or any other effect on the flight.

Je ne comprends pas.

I must be missing something….:confused:

The IFE is exposed to the most dangerous thing in the world “Joe public”!! It gets kicked and abused by them for the whole flight. It does fail a lot, wouldn’t you with hundreds of people messing with you? Like all electrical devices it can overheat and if it overheat it can catch fire so any burning smell is taken very seriously by the crews. The Swissair MD-11 has made everyone a lot more jumpy about burning smells and rightly so.

Rgds Cking

It’s not just GLA that is suffering. The MAN BA engineers are being slashed by two thirds.
It sounds like they are makeing the most of the economic choas to “hide” or to justify job losses.
Southeast Airways anyone?

Rgds Cking

N0489F330 AMOLO UT24 STP UL127 SODRI UM728 KISTO/N0490F350 UP160 MEDAL UM729 PNZ UM603 EKI UG12 YAA UG8 KUBER/N0492F370 UG8 EZS UT36 ALRAM G208 UMH UL124 ZAJ R661 RUS UT211 YZD UL124 KEBUD L124 PG G210 TELEM N893 AAE N895 NNP N877 LAGOG/M083F370 N571 GUNIP/N0483F370 R467 VKL A464 ARAMA DCT LELIB LLB2B

“Big aeroplane on way”

Rgds Cking

As always of course, it depends on your aspirations. If you are sure you are going to be happy for the rest of your working life being a hands-on engineer, then good for you

I have to disagree with this statement, basically because it is wrong.
If you go down the route of getting licensed, you will not spend the rest of your life in overalls. Unless, like me you choose to. Once you have you licence all sorts of opportunities open up both in the practical side and on the “office based” side of things. I have L.A.E. friends who have gone on to Maintenance control, quality, and development. I have friends who have contracted all over the world and I have a friend who chucked it All in and became a teacher!
On the other hand two of my graduate friends have had to leave the industry completely because there is no work out there.
Getting a degree after getting a licences is a common occurrence but becoming an L.A.E after getting a degree is very rare.

Rgds Cking