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Post by stealthmanbob on Apr 16, 2020 13:33:13 GMT 1
G-CIVN has landed at Kemble, I have heard it and CIVI have been stripped of a lot of interior components at LHR prior to ferrying to Kemble.
I will add Videos / photos later
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Post by FabienA380 on Apr 20, 2020 0:56:17 GMT 1
The twit doesn't seem to work (likely is restricted).
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Post by stealthmanbob on Apr 20, 2020 10:36:58 GMT 1
The twit doesn't seem to work (likely is restricted). It worked for a few day ! but not anymore, I have deleted it.
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Post by kevin5345179 on Jul 17, 2020 0:41:47 GMT 1
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Post by fanairbus on Jul 17, 2020 8:46:27 GMT 1
It could be good news for the A350-1000 if and when business picks up again. Fond memories however of the heady days of the BA 747s when the crew allowed me to be above Caribbean and Atlantic stromclouds in the cockpit and to have a good chat - sometimes for 40' or so!
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kronus
in service - 1 year
Posts: 3,187
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Post by kronus on Jul 17, 2020 16:26:45 GMT 1
Details of current locations of whole BA 747-400 fleet:
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Post by stealthmanbob on Jul 17, 2020 17:03:41 GMT 1
Details of current locations of whole BA 747-400 fleet: CIVN is at Kemble as well, arrived 16th April 2020
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sunjet
Final Assembly Line stage 2
Posts: 385
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Post by sunjet on Jul 17, 2020 17:28:21 GMT 1
It could be good news for the A350-1000 if and when business picks up again. Fond memories however of the heady days of the BA 747s when the crew allowed me to be above Caribbean and Atlantic stromclouds in the cockpit and to have a good chat - sometimes for 40' or so! I used to do that if they allowed it when flying back to Trinidad for holidays as a child, I have such fond memoeries of the aircraft.......
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Post by ff on Jul 18, 2020 10:24:38 GMT 1
Will that be any demand in the future, to convert those stored 744 to cargo usage?
I don't mean just the BA frames, the younger frames from Qantas, Thai Airways, Virgin Atlantic are all less than 20 years old, surely they can carry cargo for another ten years.
While the production of 748F is towards the end, surely there is a need for large cargo planes bigger than 77F/77W.
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Post by ca350 on Jul 18, 2020 16:53:08 GMT 1
Will that be any demand in the future, to convert those stored 744 to cargo usage? I don't mean just the BA frames, the younger frames from Qantas, Thai Airways, Virgin Atlantic are all less than 20 years old, surely they can carry cargo for another ten years. While the production of 748F is towards the end, surely there is a need for large cargo planes bigger than 77F/77W. The biggest advantage of a 747F is its front loading ability for large-volume cargo, most obvious examples being the Trent 1000 RR was busy shipping around the globe after repair/maintenance. But the demand for those requirements are limited, I highly suspect all the currently-operable 747Fs, AN124s are already more than enough to cover this need. Shippers are also most adjusted to breaking down the shipments into smaller parts that fit in a traditional ULD or any main deck hold. From the large freighter perspective, I think the 77W-ERSF that IAI is working on will be the next hit. Being able to burn 20% less fuel than 747F while having significantly more volumes. COVID will help bring the feedstock cost down enough to make the conversion more favorable than ever. www.aircargonews.net/airlines/freighter-operator/first-b777-makes-its-way-to-iai-for-freighter-conversion/#:~:text=In%20October%2C%20GECAS%20said%20the,than%20a%20factory%20747%2D400F. So yeah, there's a reason why there's no 747-400 conversion in the last decade.
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