[QUOTE=atr42;1181485]
Engineers rather you don’t open them even in training, seals etc.
QUOTE]

The overwing exits on a 767 are always armed ,un like the door type exits. If you open one without dis-arming it, will deploy the off wing escape slide and fire sqibs (small explosive charges) in the inbord two spoiler actuators to drive them into the stowed position. You will be popular! To dis-arm them requires panels to be removed, switches to be moved etc, etc. That is why engineers don’t want you to open them.
As for the silver jet I suspect that a combination of reduced passenger load and interior fit will be the reason why they have de-activated one hatch.
BTW some thing in the back of my mind is telling me that some 767-200 were built with only two over wing exits. Am I wrong????

Rgd Cking

Doors are opened manually with the handles from the outside.

The main thing on an airbus is turning the Battery Packs off as this turns off all the systems in the cockpit. Unsure of Cabin Systems.

The cabin will still have power for the cleaners. I always turn turn the batteries off if I leave an aircraft for any length of time. If the ground power drops off line the batteries will not be discharged trying to keep various essential services powered.

To “wake” an airliner up requires a number of systems to be switched on after the relevent safety precautions have been observed. There isn’t one “Master switch” that does them all.

Rgds Cking

I was an apprentice at the RAE during the late eighties I lookes very hard for the mythical hanger full of boxed WW2 german aircraft. It did not exist. I did find odd bits of tooling that had come from German WW2 aircraft though. All of that must be long gone now.
There were reports that the Johnson’s wax factory in Frimley green was built on a dump of German aero engines.

Rgds Cking

My firm has sent me to LHR on a course and the kind benevolent people have put me in the Renaissance!!!! So you can imagine my suprise on tuesday morning as I sweep the curtains back to find a camera crew right outside my window! (Room2183) Mind you they would have got a suprise if they had turned round I can tell you!;)
As has been said before the 747’s winglet is easily removed (Three big bolts, a bunch of fairings and a bonding lead that you always forget) and the aircraft is allowed to fly with one removed. There is a fuel penalty and a fatigue issue so they will replace it ASAP. The winglet is mainly composite structure, the attachment fittings are alloy but are in the lower 1/4-1/3rd of it.
I did’nt see the damage to the A340 but the first thing that I noticed from the pictures was that it had its leading edge devices down. That might have caused more damage as they might have been distorted.

Rgds Cking

A gun?

Rgds Cking

Would love to know what happened to the AA rudder.

If you are talking about the dirty mark at the bottom of the 757’s rudder, it’s evidence of a Sydrol leak. It’s either got a very slight (within MM limits) weep from one of the rudder PFCU’s or it’s had one. If it’s had one, the will have fixed the leak and cleaned as much of the fluid up as possible. The residual fluid then leeches out of the nooks and crannies over subsiquent flights bringing all sorts of dirt with it. The Skydrol will eventualy soften the paint and cause that to come off. Look out for a yellow steak (The primer paint) under the left hand wing inner section on the 767’s. They are all prone to Skydrol weeps in this area, from the leading edge device PDU’s. Spent hours looking for that one!!!

Rgds Cking

The 380 is a big suprise to me, They must be getting them cheap. It must be the first big order they have had for a while?
The 787 was expected because the 350 is still a paper plane. BA have been bitten by paper planes before, whilst the 787 hasn’t flown yet by the time BA get them everybody else would have worked the bugs out of them.

Rgds Cking