I went to Galveston last month on a family holiday. I managed to get the morning off and had went to the Lone star museum, it’s well worth a visit.
Hear is the Hurricane

There was nobody around to ask how the repairs were going but I did notice that the horizontal stabilizer was stuck on a rack behind the aircraft and looked a bit chewed up. According to the good folks over on WIX the wing is off site being repaired.

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The Cosford example actualy fell of the lorry delivering her to Boscombe back in the sixties, so was never going to fly any way.
I used to work with a bunch of ex-TSR2 men years ago and they said that the aircraft suffered terribly with cracking. They were eaven finding cracks as they were building the thing! I should imagine that after 40 years of display in various conditions the basic airframe is a “can of worms” anyway.
The TSR2 did one thing though, it has kept a generation of British aviation writers in work! There must have been more lines of copy writain about it than any other British post war aircraft!
When ever I look at a TSR2 I always think “Two huge egines, two tiny wings and a small bombay. Who were we going to war with, Guildford?”

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If what you want to do with your life is get hands on with aircraft then a uni course is pretty much useless, get an apprenticeship instead. If you want to sit behind a desk and pontificate about how great you are and how you’d maintain aircraft without actually having touched one then a uni degree is fantastic for making you look good.
If you want to become licensed you need a minimum of 2 years on the job experience after any apprenticeship is completed. Uni qualifications count for diddly when you get to the CAA unless they are from an approved training centre of which I believe there are a mere 8 in the UK.
And never, never, never, never, ever get into classic aircraft until you have atleast 10 years experience under your belt and can afford it. The pay is terrible, the aircraft are sods to work on and unless you are extremely careful they are unforgiving when you make a mistake.
If you want my advice, get an apprenticeship with someone like BAe, BA, Virgin, Qinetic, DARA anyone like that. Serve your time and then go contracting for 5 years, get your licenses in that time with afew type ratings. Then work your way into the GA industry. From there THEN and only THEN if you are REALLY REALLY DEALY SERIOUS about classic aircraft do you want to be thinking about working on them.
Yes the skills are rapidly dying out for classic aircraft, I am fortunate to work with the last people who did a proper training course and apprenticeship and they’re no younger than their late 50’s. I try and keep my eye’s open and learn as much as I can, but 20 years from now I’ll still be learning because there is always more than 1 way to skin the same cat.

I whole-heartedly agree with this!
My addition to this from personnel experience is AVOID GA!!!!!!!!!!!!!!!
GA is full of very hard working, skilled and dedicated people who work on rich boys toys. The reason that the rich boys stay rich is because the don’t pay the people who look after the toys what they are worth.
To get hands on experience go through GA then when the airline maintenance providers start taking on, go to one of them. It may not be the career that appeals to you now but it will put a roof over your head and give you the cash to do what you want. Don’t forget you can always volunteer to work on war birds in your spare time.
Sorry to be so damming about GA but it’s what I have experienced 1st hand and through listening to ex-GA guys in the airline.

One other thing. Once you have your licence and the relevant experience you will need to get an approval on the individual aircraft type. This takes the form of a eight to twelve week course on the aircraft and type experience. Most airlines and maintenance providers will bond you to the company for five years after this course. Once you have this. THE WORLD IS YOUR OYSTER!!!!

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The aircraft was writtain off days after the accident. Shame, could have been a nice little overtime earner for somebody!

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In the early days of the 777-300ER Boeing “Toyed” with the idea of fitting a big APU as a sort of APU/boost engine to improve it’s take off performance. They forgot about it rather rapidly when GE produced the BIG GE90.
On the subject of Boeing the 777’s tail cone is sort of fishtail shaped and the APU exhaust exits side ways but the 797 tail is the traditional shape. Why go back to that shape???

wysiwyg.
what I mean is that anything that pushes air backward produces a opposite reaction how ever small. As you rightly say the APU does nothing for thrust production but I wouldn’t like to put my hand into the exhaust stream!:)

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Still, I do like how some of the people exiting from the plane are just casually walking past/near the fire 🙂 Certified as a ‘contained fire’ or not, I wouldn’t be taking any risks!

The only safe brake fire is a distant brake fire. I never eaven linger around a hot gear during a transit check.

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Tommy C’s have got a contract to do triple U/C changes on all of Aeroflot’s 767’s. I suspect that because the aircraft are VP registered the contract is with the lease company.
They are going after a lot of 3rd party work at the moment, so we might see some more un usual stuff at MAN.

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Not a Qantas aircraft? They are the only ones in the news at the moment!

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