チンクチェチェント博物館の代表と館長の2人見舞って下さり、僕の著作物の今後の管理をお願いできました！

Possible cause of a Boeing 787 nose gear collapse: here's some context from a video I recorded inside a 787 nose landing gear bay some time ago. In the footage, you can see two holes: one of them is now blacked out—the downlock link assembly apex pin bore. This modification was introduced following the British Airways 787 nose-drop incident at Heathrow in June 2021 to prevent the possibility of a locking pin being inserted into the wrong hole. The other hole is the correct location for the nose landing gear downlock pin. So, back to why nose gear might have collapsed: when carrying out nose landing gear solenoid pressurization using hydraulic power, one of Boeing's first warnings is to install the "REMOVE BEFORE FLIGHT" landing gear safety pins. These pins are designed to prevent inadvertent landing gear retraction while maintenance work is being performed. I'm not suggesting this is what happened to Lufthansa's D-ABPQ.

Some LC-36 updates. Now that we’ve had access to the pad and integration facility we can share a bit of good news. The propellant farm, oxygen, liquid hydrogen and LNG tanks are all in good shape. This is good luck because these are very long lead items. The water tower is also good. The big support tower is damaged, but it can be repaired in place rather than torn down and replaced. The booster “Never Tell Me The Odds” and the three GS-2s that were onsite in the integration facility also look good. I’ve seen some speculation that we might move directly to the 9x4 configuration, but we won’t do that. Rate manufacturing of 7x2 is going well, and we’re going to continue that at pace as planned and store the stages for use. In addition, we had already been working for some time on eliminating our transporter-erector in favor of an alternative vertical conop, and we’ll now go directly to that; so we don’t need a new transporter-erector. We will fly again before the end of this year. Gradatim Ferociter.