G-BNLU [and other parked 747-436s] return from the desert
Aug 15, 2010, 5:04 am
#16
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BA to dust off desert aircraft
Cannot see this already posted anywhere and thought it worth a mention.
http://www.businesstraveller.com/new...esert-aircraft
djkenrob
http://www.businesstraveller.com/new...esert-aircraft
djkenrob
Aug 15, 2010, 5:08 am
#17
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Cannot see this already posted anywhere and thought it worth a mention.
http://www.businesstraveller.com/new...esert-aircraft
djkenrob
http://www.businesstraveller.com/new...esert-aircraft
djkenrob
there is a thread somewhere on it
cs
Aug 15, 2010, 5:15 am
#18
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Aug 15, 2010, 5:45 am
#20
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Aug 15, 2010, 7:47 am
#21
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I would guess that some extensive maintenance will be done at CWL prior to any bird re-entering service from a period in the Sun, you are correct that they would also no doubt require heavy checks which would so be done at CWL.
my guess would be that these frames will be re-fitted with NF as part of this as i cant see the point in the same bird ending up back at CWL further down the road to get that fitted. And im pretty sure that it was suggested in a previous thread that some if not all of the seats were removed before these frames went to the desert? i could be wrong and it could of been just the 2 stored at CWL.
CS
my guess would be that these frames will be re-fitted with NF as part of this as i cant see the point in the same bird ending up back at CWL further down the road to get that fitted. And im pretty sure that it was suggested in a previous thread that some if not all of the seats were removed before these frames went to the desert? i could be wrong and it could of been just the 2 stored at CWL.
CS
Aug 15, 2010, 5:24 pm
#22
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As for the need for c checks on return, werent the birds that were sent to the desert the ones that were getting towards major checks and as such cheaper to ship them off for a little holiday until needed rather than checking them and sending another bird on holiday ?
Also, From what i understand from a little reading on other forums and this one, it very much depends on what the aircraft operator pay the storage facility to do when storing an aircraft, for example at VCV. If its expected the aircraft could be returned to service fairly short term the storage facility is able to keep the aircraft fairly airworthy, i think it depends what the aircraft operator is willing to pay for storage and future needs of said aircraft.
cs
Aug 16, 2010, 6:58 am
#25
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Aug 16, 2010, 8:56 am
#26
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Totally agree, thanks PTF, i was only online for a short time earlier and didnt have time to search at that time!
As for the need for c checks on return, werent the birds that were sent to the desert the ones that were getting towards major checks and as such cheaper to ship them off for a little holiday until needed rather than checking them and sending another bird on holiday ?
Also, From what i understand from a little reading on other forums and this one, it very much depends on what the aircraft operator pay the storage facility to do when storing an aircraft, for example at VCV. If its expected the aircraft could be returned to service fairly short term the storage facility is able to keep the aircraft fairly airworthy, i think it depends what the aircraft operator is willing to pay for storage and future needs of said aircraft.
cs
As for the need for c checks on return, werent the birds that were sent to the desert the ones that were getting towards major checks and as such cheaper to ship them off for a little holiday until needed rather than checking them and sending another bird on holiday ?
Also, From what i understand from a little reading on other forums and this one, it very much depends on what the aircraft operator pay the storage facility to do when storing an aircraft, for example at VCV. If its expected the aircraft could be returned to service fairly short term the storage facility is able to keep the aircraft fairly airworthy, i think it depends what the aircraft operator is willing to pay for storage and future needs of said aircraft.
cs
The storage facility will have weekly storage check maintenance to carry out on the aircraft. What needs to be carried out on these checks is stipulated in the Boeing Maintenance Manual so BA would have to pay for this service. This requires weekly checks to be done on the aircraft. These vary from moving the plane around to rotate the tyres to apu and engine ground runs.
If BA had not asked for storage checks to be carried out then it would have taken months of work just to get the aircraft airworthy enough for a ferry flight to CWL, and I would imagine it would be uneconomical. If BA ever even thought they would need these 74's again then they would have been being cared for from day one.^
Aug 18, 2010, 2:50 am
#27
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I would have thought that the fact the plane had been stripped down internally would allow them to perform the work necessary for a C check. It may even be mandatory after having a holiday in the sun (I'm not in aviation mechanics so don't know) and therefore this would allow them time to fit NF. Having read the BT article it seems the DFW F pax are in for a treat in October.
I think the point is that using 747s to Dallas requires the return to service of a stored 747 unless a comparable route is being "downgraded" from 747 to 777. I think G-BNLV will be used across the 747 network. (When BA operated a mixture of 747s, the older -136s with their relatively shorter range were used on shorter hops, like Heathrow to Montreal and Toronto.)
As an aside, I, too, am a great 747 fan and remember my first BOAC 747 flights in 1972. It's such a pity that the economics of operating it compared, say, with the 777-300, mean that its days are numbered.
Aug 18, 2010, 10:18 am
#29
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I can't imagine BA dedicating a particular 747 to a specific route. It's too inflexible, for one thing. I could be wrong, though.
I think the point is that using 747s to Dallas requires the return to service of a stored 747 unless a comparable route is being "downgraded" from 747 to 777. I think G-BNLV will be used across the 747 network. (When BA operated a mixture of 747s, the older -136s with their relatively shorter range were used on shorter hops, like Heathrow to Montreal and Toronto.)
As an aside, I, too, am a great 747 fan and remember my first BOAC 747 flights in 1972. It's such a pity that the economics of operating it compared, say, with the 777-300, mean that its days are numbered.
I think the point is that using 747s to Dallas requires the return to service of a stored 747 unless a comparable route is being "downgraded" from 747 to 777. I think G-BNLV will be used across the 747 network. (When BA operated a mixture of 747s, the older -136s with their relatively shorter range were used on shorter hops, like Heathrow to Montreal and Toronto.)
As an aside, I, too, am a great 747 fan and remember my first BOAC 747 flights in 1972. It's such a pity that the economics of operating it compared, say, with the 777-300, mean that its days are numbered.