Another A32x engine cowling ?
 

Yesterday in Milano (Milano to Lisbon flight):

http://www.20min.ch/dyim/5a32dc/B.M6...topelement.jpg

Apparently during takeoff roll ?

Malpensa or linate?

Malpensa flight EZY2715

more pics here

Interesting that it's a CFM this time.

The Italian report linked above quotes a passenger as saying that part of the cowl was lost on takeoff, with a further piece becoming detached on touchdown.

As Mick said. CFM56 this time rather than V2500

Also interesting that it wasn't 1st flight of the day.

Fifth sector of the day, having earlier operated rotations from Malpensa to Lamezia Terme and Corfu, arriving back from CFU a couple of hours before the departure for Lisbon.

It doesn't have to be prior to the first sector to have maintenance open a cowling before departure.

Cue screaming headline of lowcost airlines cutting corners nonsense.

Oh well, 34 reported cowl losses and counting.
At least this one won't be a write off.

When I was an a/c inspector we had to do duplicate inspections of flight safety items, does this not happen anymore?

Is the BA aircraft with the double cowling failure back in service ??

Plenty of time for a 'daily'.........

Are the CFM cowling fasteners the same as the V2500 - ie are they 'Airbus' parts or engine parts?

Not yet Dry wretched thunder, still under repair at LHR. Could be in the hangar for another 3-4 weeks I believe.

Both the IAE and CFM cowls are made by Rohr (now part of Goodrich) and are technically airframe parts and therefore Airbus's responsibility.

Do EZY use CFM56s exclusively or do they also operate IAE V2533s?

CFM56 only.

Repairs should be completed on 17th Aug. May have to do a test flight to confirm everything is working properly. May also have to be repainted. Can't confirm the repaint though.

Superq7, yes duplicate inspections are still carried but on what is deemed 'safety critical' items, engine cowlings do not fall into this category.

As told to me by an engineer, the advantage of the CFM cowl is that, unlike the V2500, the latches can only be closed flush when the doors are closed. Therefore an unlocked door must, by design, have its catches protruding. On the V2500, the latches can be closed whatever the position of the door. Indeed it is (was?) common practice to close the latches on opened V2500 doors to avoid walk-by injuries. Thus the CFM should be much easier to check on the pre-flight walk round.