The Last Bass Outpost

... and I thought my RD was heavy...     

GB, near London, Doc...

I've heard mention of "nitro" but never heard of it before joining here... is this a "finish" or a "product"...?

The lower body "fin" has some "damage" (guilty as charged, m'Lord) problems which I may need to resolve by an "insert" (rout and cut to fit for mounting the pots/switch) or a new section of wood to make the whole front "level" with the through neck (which is a 3 piece)...

Just had the new shed delivered yesterday so lots to do and then I can work... the joys of concrete plinths... 

Not out here yet... they have five more in production...!

Imitation is the sincerest form of flatulence... err flatery...?

They are bus drivers, expensively paid but glorified bus drivers all the same (our boss is one - 747's and A340's), with getting into the air being the most dangerous aspect of the trip - there is no doubting his exemplary nature...
I can not be certain of present aircraft but the orange "black boxes" (big and bulky things they used to be - above the rear port toilets on the old 747's I used to work on back in the day), the pilots had the privelege of wiping the metal (used to be 1 hour) loop "tape" if they "embarrassed" themselves...
Those baby airbus' (that US Air was a 319...?) have wings designed by what's left of the British aviation industry, reputedly the best and most advanced there are...
What bothers me is the drip-feed we are getting re the loss of the Air France A330, which is starting to sound like it flew too fast and tore itself to pieces... Not the first time this has occured to a commercial airliner - The Lockheed Electra (still flying in the guise of the Orion sub hunters etc) had an overspeed (engine vibration) issue which tore wings off early versions...

What bothers me even more is the Boeing 777 accident at Heathrow (fuel cut-out 30 seconds from the runway) - the BA ones have Rolls Royce Trent engines, with 110" fans (the Trent's on the A380 are bigger - 118") - the report noted that it would take a year to resolve the problem, so pilots have been advised to avoid extreme cold - I must presume that this has been classified as a ADD - Aircraft Defered Defect - an example of this back in 1979 was an Air New Zealand DC10, they had 2 flights a week from Auckland to LHR, via Fiji and LA; probably the longest scheduled flight in the world... one of them had a "fire-wire" fault on the No 1 (tail) engine that kept "crying wolf"... flashing up that it was on fire... every time she came in up we would go to have a look and check the connections, to no avail... the long-range DC10 had (has) a site port for a sextant (it's a long trip over the Pacific) which they could turn to view the engine, so it could be classified an ADD - it the light flashed on, they would take a look rather than shut her down and hit the extinguisher... the "wire" was stripped out and completely replaced on her next "major" overhaul in Auckland...

Correct me if I'm wrong, but as most airliners are flying in the rarified upper atmosphere, and at their speed the wind chill factor must be significant, is it not sub-zero up there...? They clearly reported that the 777 fuel-freeze issue could re-occur... nice to know it's been classified as an ADD...  all those triple-7's

Now that we have all plumbed the depths of this thread, and are feeling flushed with the success (pit) of the ingenuity of our innuendos, maybe it's time to bum a ride to pastures new, to purge the efluvia of our minds, to begin a new movement, and draw a (loo-paper) veil over the hole, err whole sorry affair... anyway, which sorry bum started this in the first place...?

Lets keep the veggies out of this one please...  the finances are in a big enough hole as it is...

If anyone wants a specific shot I'm happy to e one over...