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I've known Andrew for the last 5 years, having been a student of his, and subsequently a close teammate at the Coursera. While I feel sad that we won't see him around day-to-day, his presence will still be felt as he remains involved in our strategic discussions.Great leaders build enduring teams that only keep getting stronger. Andrew has helped to built an enduring team. Together with Daphne, he has helped to put together a strong team, bringing on board strong experienced leadership that will help us navigate the complex education space. I'm confident in the team; everyone across the board from partnerships, operations, engineering, etc. are amazing to work with, and I'm excited about where we're going.

Because a new large commercial jet engine today costs about $24 million dollars. Multiply that by 2 for an aircraft. But really, the manufacturer first puts out an engine, and I am talking decades ago with flaws, but operable. Engines are continually under improvement. Safety has to be No 1. Pretesting and following engines in service keeps them on their toes. If I found a defect in an engine that I had never seen before, I could ask GE and they would probably have every detail on this defect already including the probability of failure or not. As an airline, you don’t just buy an engine, you buy experience with warranties. Often major airlines have a Engine Representative at their facility all the time.I heard once a comparison as to maintenance on an aircraft to maintenance on your car. You would have to have 14 mechanics in a 24 hour period taking care of your car.An operating engine is often monitored during flight as to its parameters, speed, temperature, oil pressure, etc. You know this is done by the crew, right! But you may not know that the airline has a maintenance control center that also does the same from afar. Some airlines pay for this service, like GE has a ‘Power by the Hour’ service where they do the monitoring. This monitoring can tell a story about this engine and alert the airline to do further investigation at a convenient overnight layover for the aircraft.To give you some idea of safety, there is a program called ETOPS. It would take several pages to explain it, so I’ll get to my point. The program was developed for 2-engine aircraft flying over water for hours. As you can imagine we don’t want both engines to fail anytime, but over the water we especially don’t want them to fail. We can operate on one engine and we may need time to get to an airport with the remaining engine. So we take extra precautions as to maintenance and distance away from an operating airport. If I as a mechanic, (an ETOPS qualified mechanic) change the oil on the right engine, a different ETOPS qualified mechanic would be required to change the oil on the other engine. In the case that I did something wrong on the first engine, I won’t be repeating it on the second engine. The engine must be ETOPS also, meaning it has qualifying parts to make it so. There is much more to this program but it gives you an idea to the extent of safety.All manufacturers build great engines, but not only is safety a concern, they require fuel efficiency and noise reduction.

It depends on whether the engineer is in the design, build, operate, design + build, build + operate, or design + build + operate divisions of the EPC (not all EPCs have all divisions).Most typically, engineers at EPCs are involved in the detailed design for plants/buildings. This requires the most engineering hours and is the function least likely to be in house with the project owner.Most large EPCs also have many engineers working on other project aspects (conceptual design, FEED, plant start-up, process engineering, etc.), but the presence and prevalence of these other roles is much more varied from firm to firm.