Volume 3

DELIVERY FLIGHT SCHEDULE

Based on V.10 08DEC06
All dates and times are local

PORT	DATE	ARRIVE		PORT	DATE	DEPART		REMARKS
-		STA	ATA	-		STD	ATD	-
Southend	-	-	-	Southend	08DEC	0830	0905	Serviceable.
Dublin	08DEC	1000	1045	Dublin	08DEC	1200	1340	Serviceable.
Tenerife	08DEC	1610	1748	Tenerife	09DEC	0830	1135	Serviceable. See Note 1
Bermuda	09DEC	1115	1352	Bermuda	10DEC	1000	1015	Serviceable.
Orlando	10DEC	1150	1217	Orlando	11DEC	1000	1140	Serviceable.
Los Angeles	11DEC	1210	1358	Los Angeles	12DEC	1000	1052	Serviceable.
Honolulu	12DEC	1335	1418	Honolulu	14DEC	0800	0802	Serviceable.
Nadi	15DEC	1310	1239	Nadi	16DEC	0500	0519	Serviceable.
Sydney	16DEC	0900	0906	Sydney	-	-	-	Serviceable. See Note 2

Note: Some of the times shown in the above table were revised slightly on 23DEC06. This table was originally compiled while the delivery flight was in progress and the times shown are now known to have included a mix of airborne/landed and off blocks/on blocks times. For reasons of consistency, all ATD are now off blocks times and all ATA are now on blocks times. (For practical purposes, "off blocks" is when the aircraft departs the terminal and "on blocks" is when it arrives at the terminal). The times which have been amended are shown in bold.

PORT	UTC / GMT
Southend	0
Dublin	0
Tenerife	0
Bermuda	-4
Orlando	-5
Los Angeles	-8
Honolulu	-10
Nadi	+12
Sydney (DST)	+11
Time zone conversions are available here

NOTES
1	Tenerife Sur Reina Sofia (TFS/GCTS)
2	Flying beyond Sydney is subject to confirmation.

ABBREVIATIONS
STA	Scheduled Time of Arrival (Planned)
ATA	Actual Time of Arrival (Aircraft has arrived)
STD	Scheduled Time of Departure (Planned)
ATD	Actual Time of Departure (Aircraft has departed)

VH-XBA FLIGHT STATISTICS The call-sign used for the delivery flight and all test flying was the aircraft registration VH-XBA. (Source: Capt Roger Walter)
Date	Sector	Flight Time (Hours)	Distance (Nautical Miles)
08DEC06	Southend - Dublin	1.7	318
08DEC06	Dublin - Tenerife	4.1	1 710
09DEC06	Tenerife - Bermuda	6.3	2 563
10DEC06	Bermuda - Orlando	3.0	932
11DEC06	Orlando - Los Angeles	5.3	1 997
12DEC06	Los Angeles - Honolulu	5.4	2 331
14DEC06	Honolulu - Nadi	6.6	2 783
16DEC06	Nadi - Sydney	4.8	1 748
Total		37.2	14 382
-
30NOV06	Ground Taxi Test	4.4	-
02DEC06	First Air Test	3.0	-
06DEC06	Second Air Test	3.5	-

Note: The Orlando-Los Angeles flight time was previously shown erroneously as 5.8 hours. This was corrected to 5.3 hours on 23DEC06. The total flight time originally shown was correct. The flight times quoted in this table are based on times "off blocks" and "on blocks" as shown in the schedule at the top of the page.

08 December 2006 - Friday

Southend - Dublin - Tenerife

Norman King, QFM Flight Operations Administrator, reported from VH-XBA: "After the gales of yesterday, the light drizzle greeting us at 0600 as we loaded the KG Kars van with our luggage was a mere inconvenience, looked upon as a definite improvement on the previous day's ferocity. The day was an hour or more off dawning and we drove away from the Erlsmere knowing our memories of its quirkiness would never fade in our collective memories as quickly as the physical vision had faded before we reached the end of Pembury Road. Oddly enough, we will miss this anachronism, with its trickly showers and squeaky floorboards, but more so for the friendliness of the staff, Dave, Craig's great Wednesday meals and the camaraderie so deeply formed under its roof. The sound of the bar bell rang in our ears. So, out to the dead quiet of SEN at 0630, to unload our bags and begin the process of departing this beautiful beast. First the media contingent was shuffled up to the Lashams Boardroom for a briefing, with Channel 9 from Sydney a welcome sight. At last our folks at home might be given some glimpse of what was soon to arrive. The chill of the December morning was more than offset by the warmth of the wishes for a safe journey. So many real friendships were made here among the kindred spirits we had tapped with so many Lashams engineers, office and stores staff, and with so little time to say exactly what we wanted to say, in the rain at Southend Airport, we bid our sad good-bye. The door was closed to the sea of faces that Ian Dorling had encouraged to be there to witness our departure and we began our last push-back onto the taxiway and the engine start. Once more, all four dependable engines lit up on cue with the 12 occupants of this flight to history glued to the windows to watch the scene unfold. The aeroplane was under the command of Captain Roger Walter, with Captain Brett Phoebe supporting in the right seat, Captain Murray Warfield in the observer's seat, FEO Harry Hermans at the panel with FEO Joe Plemenuk the wanderer. Cabin Supervisor Karen Glass, resplendent in her jungle green uniform complete with forage cap, authentic buttons with QEA embossed on them had six "crew" under her control, Airworthiness Manager Ken Cannane, Engineering Manager Peter Elliott, avionic specialist Denis Martin, airframe and engine arms and legs, Norman King, documentary maker Jeff Watson and cameraman David Telfer. The latter three were to experience their first flight on XBA, and the anticipation of seeing more than 15 feet of air beneath the wings was apparent. Cloudy air it might be going to be, but this was not important. Lined up now, the taxi revealing the old girl to be quieter than the average -400 in terms of cabin squeaks and undercarriage rattles, we waited as take-off thrust was applied, with the brakes soon thereafter to be released. Off they went, with XBA accelerating at a rate not remembered, it being quicker than anyone had thought. Dublin, here we come, but not until we had fulfilled our promise to say an aerial good-bye to the folks at Lashams and to Southend in general. The take off was routine and our departure gesture was made with XBA, after a right circuit, completing our promised fly-by to the waving, assume cheering spectators lined along the Lasham's hardstand, who went by in a blur at speed as XBA was about to be a part of the SEN scene no longer. There was now only one 707 at Southend and we were on our way.

Reaching a cruising level of less than 20.0, at 300kts, the Irish Sea soon gave way to Dublin International Airport and we were on the ground for our first and only Transit. All went well with Shell, with the fuel donation approved, (thank you, Mr Shell) this time leaving Muz's credit card manageable. We were greeted by enthusiastic airport staff, all of whom were happy to see the aeroplane for nostalgic reasons. The Shell refueller was completely across the fuelling procedures having done the same to Aer Lingus 707s almost all their life with that company. Others weren't yet born when XBA was new. Regardless, the interest was huge and we departed with a minor fuel tank leak which is apparent if the #2 and #3 Main tanks are filled.

Dublin-Tenerife is a sector not in any one's log book before, so already the aero is making history for the Flight Crew. Tenerife was reached uneventfully and we put XBA to bed with Nil Report in the Log. The other highlight of the day beside flying in the aeroplane for the first time, was the impressive bathroom water flow, hot and controllable, at our Tenerife hotel, the Jardin Tropical. We wondered what our two engineers still in Westcliff, Robert Phillips and Norm Mackay were up to at The Erlsmere. We slept well."

Meanwhile, back in Southend-on-Sea.

Southend Daily Report, Friday, 8 December 2006. Reported by Norm Mackay and Robert Phillips. DEPARTURE DAY! Everyone was awake early, most doing final packing before a 0530 breakfast. The crew bus arrived for the first group of travellers and their luggage at 0600, followed by a second trip for the crew and their luggage. Out at the aeroplane, pre-flight checks were performed, fuel samples taken and checked following Thursday afternoon refuelling and toilet servicing performed. Around 0730 lots of media people arrived under the control of Victoria Robinson (QF PR LHR) and Stephen Thompson (QF Commercial Mgr. UK / Europe). Murray Warfield and Peter Elliott were each interviewed by several of the groups; BBC, Channel 9 and Essex Radio amongst them. There was not much production in the ATC Lasham hangars, as many of their staff, with Manager Ian Dorling’s full approval, came to say farewell to the Team. Of course, Ian was at the front of the queue to wish everyone “Bon Voyage”. All were delighted to see the chrysalis-like transformation of Karen Glass, one minute in current QF Flight Attendant uniform, then magically appearing in a 1959 Flight Hostess uniform, which incidentally, she had tailored for herself specially for the return flight, a fitting tribute to our 1959 B707 and setting a nostalgic mood for the departure. Many photos were taken for posterity. The QFM Team remaining at Southend, Norm Mackay and Robert Phillips, said their goodbyes to the rest of the Team and prepared the aircraft for departure, Norm on the headphones in communication with the cockpit crew, Robert observing the pushback, connecting nose wheel steering and removing landing gear pins. At 0906 the aircraft was pushed back to the taxiway by ATC’s Matt Lawrence for the last time. All engines started perfectly and at 0919, the aircraft taxied away with our 12 friends onboard for a 0928 takeoff (using a bit more runway than the test flights due to full cargo holds). XBA commenced a right circuit after takeoff to return for a clean, low level, high speed pass over the field to say farewell to all those assembled around the field to observe this historic moment. With engines throttled back to idle over the “piano keys”, it was eerie to have the aircraft pass almost silently in front of us with just an onomatopoeic “whooooosh”. 5,300 ft later, the thrust levers were re-opened with the powerful Pratt & Whitney JT3Ds sucking the pollution out of the atmosphere and concentrating it in the exhaust efflux. Oddly, the # 2 engine, fitted with new fuel manifolds didn’t produce this phenomenon. Course was then set for Dublin as all the Southend observers watched XBA fade into the distance. Norm and Robert then proceeded to return borrowed furniture, workbenches and equipment to the Fire Station and ATC Lasham offices and hangars from which they were borrowed. Next task was to pack the final pallets with items to be returned to Sydney. Much of the tidying process had been done during packing preparations for flight, so it wasn’t too arduous. A phone call to Keith Bell (QF Logistics Mgr UK/Europe) was all that was needed to start the shipping process. At about 1100 we received a phone call in the QFM Embassy Hut from Peter Elliott to say they were safely on the ground in Dublin. Great news that, and “No Defects” as well. After lunch, with the hut cleaned, International hotline phone disconnected and the tarmac swept clean of FOD material, there only remained the task of saying goodbye to all those who had helped us during the Project - the Southend Airport staff, Fire & Rescue Service, the Canteen girls and finally to all the friends we had made in the ATC Lasham hangars and workshops. Finally, we went to say “Thank You” to Ian Dorling on behalf of the whole Team. On the way back to the Erlsmere Hotel, we returned one of the Avis cars, its duty done. Back at the hotel, Robert received a phone call from Team member Ben Hunter in the QF International Operations Centre in Sydney advising that XBA and the Team had safely arrived at Tenerife, slightly later than planned due to a minor fuel leak in Dublin when the tanks were filled to capacity. Shortly after, a joint SMS message was received from Norm King and Karen Glass advising us of their safe arrival. We were touched that even with all that had happened today, they still thought to let “The Last Men Out of Southend” know what was happening. We then enjoyed our final evening meal together at one of our favourite eateries – da Vinci’s Italian restaurant, just around the corner.

09 December 2006 - Saturday

Tenerife - Bermuda

Norman King, QFM Flight Operations Administrator, reported from VH-XBA: "The alarm is not my friend, always wanting me up at least an hour before I wish to. This morning was to be a transport time of 0700, and so as Universal had arranged, 0700 it was when the bus collected us for the trip to Tenerife International. Today was the true test of the slogan, "Dependable Engines", with a 7-odd hour trip planned for our beautiful aeroplane, across the Atlantic. Murray, Roger and Brett have spent huge amounts of time doing the organising of the route this aeroplane will take to reach eventually Longreach and manageable sector lengths are primary. This one was nevertheless the longest we had been going to attempt and success would auger well for the remaining ones. The manana ethic applies here on this Island and there was a long wait at the crew transfer for our first bus from the pick up point to the aero. When finally it did arrive, there was a door opening problem, which meant that only baggage could be transported so we watched as the bus sped off with our bags while we waited for another bus. A little comedy to relieve the bite of the wind which by now was over 20kts. Eventually we were taken to the aero but had a long wait for the fuel because Shell headquarters had not yet provided the Tenerife office with the correct documents to approve the donation of fuel for us to use for the trip to Bermuda. The day may have started slowly but once all was in order, the flight to freedom was soon to commence from our position of magnificent isolation, well away from any prying eyes of the regular Tenerife travellers but not from the die-hard enthusiasts who had pics of the landing at Tenerife on the web before we got to the hotel last night. We started, taxied then took off to the west to bring Australia just that little closer to us. This was a sector to catch up on some sleep, for Jeff Watson to do some interviews, Karen to practice her galley skills and for the engines to prove their mettle. In addition, your humble scribe was afforded the great honour of 30 minutes at the panel under the very watchful eye of Plucka. All those sensations that had been ingrained in my mind came back to life, and despite my 707 experience being confined to the -338, this -138 behaved in a very similar manner. Manual thrust management to maintain M.80 was good to experience again and a panel scan revealed a feel to the switches that instantly felt familiar. It was a really kind gesture, Muz and Plucka, and this old purple emperor thanks you both and the whole crew for allowing me this privilege. Pictures to treasure. There was only a moment or two of turbulence this sector and before we knew it, descent into Bermuda began and another brand new airport was soon to be added to the log books. We were vectored a long way around to avoid traffic and having done that successfully, landing at Bermuda saw us end a very satisfying day in a steadily warming environment. We were met by the fuelling truck, and tomorrow's fuel load has been uplifted and checked before we left the airport, so departure will be very simple. Instead of gas and go, we just go. An HF radio defect was the only snag and only #4 required an oil top up, 3 quarts needed to bring the level up. Tomorrow is a shorty, only 2-odd hours to Orlando, Florida. XBA is goin' good."

Meanwhile, back in Southend-on-Sea.

Southend Daily Report, Saturday, 9 December 2006. Reported by Norm Mackay and Robert Phillips. With only two of us here, there’s not much to say. After a final breakfast together, we both had tasks to do - Robert packing for the trip home on QF 2 tonight, Norm making contact with family at home. Having said fond farewells to all the Erlsmere staff, who had looked after all of us over a period of 5½ months, the KG Kars taxi arrived punctually to take Robert to Heathrow, leaving Norm Mackay on his own, and “The Last Man Out of Southend” (with apologies to Jeff Watson for plagiarising his film title). Whilst enjoying the ambience of the British Airways Business Lounge, Robert received a surprise call from Joe Plemenuk (Plucka) advising that XBA and Team were safely in Bermuda – again welcome news.

10 December 2006 - Sunday

Bermuda - Orlando

Norman King, QFM Flight Operations Administrator, reported from VH-XBA: "A four hour time shift westward was a most welcome consequence of landing in Bermuda. In at around 1200, even though our bodies were feeling the fatigue, at least we were able to relax for a few hours before dinner, a meal we have been having over the last few days at times ranging from 2100 to 2230. For all of us, but possibly not for our aeroplane, Bermuda was another first, with the impression that Edward VIII and Wallace Simpson may have left their mark over 60 years ago on this remote insurance and cruise ship destination dominated economy. A pleasing blend of UK and US culture, the capital, Hamilton was decked out with Christmas decorations and suddenly we were reminded of how close to this time we are, still a long way from home. We were delighted to meet the Hotel manager, Edward, a Melbournian originally, who was equally pleased to hear a few G'day Mates in the lobby. This afternoon, on arrival, we were met with toilet service and fuel trucks, so we left a fuelled and sanitised XBA in the sunshine as we drove away to another hotel to rival the Erlsmere. In the morning, all we had to do was turn the ignition key and fly away. We were collected at 0800 and were given a guided tour of the bit of island between our hotel and the airport, with the homes or businesses of the likes of Alan Greenspan, Michael Douglas and Patrick Rafter pointed out to us mere mortals. As to the object of all our attention, I feel she may be feeling a little on her own now, with her reliability signalling the change in this project from the fix phase to the fly phase. She likes flying and the more she is exercised, the better she performs. Our attentions so far have involved swinging a speed brace in Dublin to investigate the source of a fuel weep, determined to have been from the glove area at #2 Main tank but acceptable for further flight, adding 5 qts of engine oil to #4 over the 3 sectors so far flown, cleaning the windscreen in BDA and checking out an intermittent HF radio problem. Oh, and the pilots' map holder on the glare shield came adrift and needed DSTing again. The flight control systems, thrust reversers and hydraulics have all been behaving themselves and the aeroplane is flowing very close to book and has made fuel on one occasion. What more can we ask?

Well, we have landed at Orlando and taxied to the parking bay only to be told to taxi back to the spot adjacent to the Customs and Border Patrol unit about a 1/2 mile back where we came from. These guys don't make house calls. From there we will be cleared and can then make our appointment with history, as we join with another famous aeroplane for a photo shoot. Sure enough, as we wait for clearance in the hut after having had to drag all the bags out of the boot (Thanks Brett, Joe and Harry) an excited Karen cries out "There she is!" and Boeing 707-138B, N707JT taxis past on its way to the spot we had just vacated. Eventually we are declared persona grata and we fire up the inboards to taxi back to join John Travolta and his 707. It's a day most would say was pretty exciting, Hollywood movie star, police protection, entourage, make up artist, PA, the works, not to mention what John Travolta had brought along as his assistants. The two 707s were brought 90 deg nose to nose and the Kodak Moments (period cameras only for this shoot) began. Every possible combination of people and groups was posed alongside aircraft and actor and everyone went away with praise for the man's demeanour and grace. Everyone will have his or her magic moment recorded. An exercise in pure publicity, the shoot still allowed all of the two crews to mingle, visit each other's toy and compare notes. It was interesting to see that the N707JT Flight Engineer is one Keith Baird. Although not related to AB, he was nonetheless delighted to know he shares his name with Arthur. To the Airport Marriott tonight and the promise of a good day tomorrow as we do a trans-US flight. LAX awaits tomorrow with a water cannon salute proposed."

Meanwhile, back in Southend-on-Sea.

Southend Daily Report, Sunday, 10 December 2006. A quiet day for Norm Mackay, returning the rental car to Avis, packing for the trip home on QF2 tonight and time alone to be pensive about all that was achieved here, also grateful to have been a part of a great Team. Then time to farewell the Erlsmere staff and make the M25 trip for the last time this visit. Next obstacle was to spend 4½ hours in the Security screening queue with only one operator for multiple flights – back to reality with a jolt! The flight departed late but travelling in Business Class did take the rough edges off the trip. So ended our quest.

11 December 2006 - Monday

Orlando - Los Angeles

Norman King, QFM Flight Operations Administrator, reported from VH-XBA: "We leave the Marriott Orlando Airport Hotel at 0730, where I caught up with family, a short drive to the airplane (been in the US too long) before a scheduled 1000 departure for LAX. The weather is good, with the feeling of warmth for the first time since we left Southend a sign that we are slowly escaping the northern winter. Some of us had a reshuffle of the clothing carried in our overnight bags, putting winter-ish stuff into the hold baggage and breaking out the summery gear. Honolulu may be another sector away but the lure is strong. As is becoming the norm, paying for the fuel is once again problematic, with Captain Warfield again having to negotiate the payment using a credit card. The Shell authorisations we thought would work without hitch, aren't. We are now 1:20 late and expect another few more minutes before we get away, this delay because the Miami Radar is out and there is departing traffic stacked along the taxiways everywhere. Yesterday, we had the first occasion of a reverser not stowing, a blocker door obstructing #4 fan reverser but easily fixed when you have a 10 ft Harry Hermans to persuade it into place. The (in)famous mulcerating pump in the C toilet found difficulty dealing with the tough Tesco Baby Wipes that have found their way into the loo, so it was black glove time again to unclog the little jigger. Been there, done that so it was no mystery to locate and free the offending fibrous gunk. If this is all we have to contend with, I'll live with that. At least there is no Skydrol in the brasko. Our transit of the US proved uneventful, save some bumping over the Rockies. Always was and always will be a place to catch a standing wave. The last time I crossed this mountain range was by road but today it was in style. The cabin ambiance on this 707 is becoming addictive, and flying again in a public transport configured 747 or whatever will never compare. Pulling up on airports in the private plane parking areas in our own 707 is pretty cool, let me tell you. Talking about private planes, our cabin is being run in the most professional manner and the catering Karen Glass is purchasing along the way underlines her care for both our tastes as well as our health. For the budget-est of budget airlines, we are doing a huge amount for the spend allowed. We can't say enough about the way we are treated by our Cabin Crew and for the way Karen keeps tidy house. Despite the opulence, I am informed that I slept very well for a fair part of the trip but can't verify that because of the confusion I'm having with the time change and can't tell what the time of day is. That's my story, at least. For the 6th successive time, the landing was a greaser, so all praise to all captains who have each had at least one arrival. The tyres are the least worn components on the old girl. Our arrival at LAX was somewhat of a contrast to the previous day's circus. Today, the bleachers were bare and apart from the odd airport enthusiast employee, you could hardly say anyone noticed. All reversers stowed, the arrival was routine with #4 still liking a drink, 4 quarts this time. Despite the quiet on-airport scene, we are however, parked in one of the most prominent viewing positions off-airport, not far from the busy intersection of Sepulveda and the 105, very close to one of the many huge LAX sculptured signs that adorn the edges of this busy airport. I'm sure there exists a great pic of this but as we drove away from the airport, not expecting any more photo ops, my camera was not handy. Into check-in at the airport Westin where we were met with open arms and with the full run of the house offered by the duty manager, an Aussie. The 707 magic is working again, with a little help from Murray and his silver tongue. For most, if not all, LAX is not a first-time visit and instead, we believe it may be the first time a Qantas-liveried 707-138B will have landed here. History again, Ron Cuskelly?* Tomorrow, the Pacific crossing and Honolulu as the reward. Let the shopping begin."

* Webmaster responds to Norman's challenge:
Certainly the 707-138Bs were not scheduled into Los Angeles but one would have to assume that there would have been the occasional diversion from San Francisco. Can any reader with local knowledge advise?

12 December 2006 - Tuesday

Los Angeles - Honolulu

Thanks to Tim Wagenknecht in Los Angeles for these glorious images of VH-XBA departing LAX. Just prior to departure from LAX, Norman King asked Tim to send them to us and we are able to present them before Norman is sipping his first mai tai.

Thanks to Michael A. Carter for these spectacular images of the departure from Los Angeles.

Norman King, QFM Flight Operations Administrator, reported from VH-XBA: "The days roll along, and it's hard to believe we take XBA away from the 48 for the last time this morning. I wonder if she feels she is leaving her country of birth, but am reminded that she's only aluminum (been in the US too long) and rubber and come back to reality as my friend the alarm sounds at 0630. The morning air as we take the short trip from the Westin Los Angeles Airport Hotel to the private jet parking lot (doesn't that sound pretentious?) is brisk and adds a frisson of anticipation for what is to come in Honolulu - warmth, we hope. The Yellow Cabs, with driver IDs that reflect the immigration from all over the world into the land of the free, drop us at the Mercury Air offices right next to the aeroplane and we are through with absolutely no fuss, a contrast to what we would have had to endure as public transport passengers. There on the plasma, we are perturbed by the CNN reports of bush fires near Launceston and are brought out of our cocoon just a tad by what is one of the dire features of the Australian summer. We are waiting for an HF transceiver to arrive on the QF11, due in at around our departure time, which will be driven to us as soon as it is free of the bureaucracy. Meanwhile, two LAX Fire Department appliances arrive and set up to shoot off the traditional water arch reserved for special flights. Because our doco makers will be on board when we depart and can't get the shots of this from the ground, the firies oblige with a practice run before we go and dispense 2000 gallons of water in about 20 seconds of water play. How obliging is anyone connected with this flight? Mercury, our local handling agent, has donated the ground handling costs and charged no commission on the fuel and its delivery. The catering arrives as promised and today's fare looks as if it has come from a Michelin rated restaurant, if presentation has anything to do with it. The time allotted to the wait for the part coming from the Qantas 11 is declared to have been exceeded so Captain Warfield declares doors closed and we are away again - almost. The APU starts and runs only for a few minutes when it auto shuts down. What is this? Does she really have feelings and doesn't want to go? Another start is attempted but this time auto shut down occurs at 80% and so we ask for a Ground Start Unit, for which a 5 minute wait may be required. In this time, a recycle of the APU doors is done and a third start is attempted. It works! We load up the APU air and start engines normally. Brakes are released and we taxi out into the rainbow-fringed arch shot high over our heads by the Fire and Rescue guys formed up on either side. It is the last time XBA will see US mainland soil and a fitting tribute to a grand Queen of the Skies. The Pacific beckons. In flight now, and we are treated to the sight of the 707 shock wave, with the light just right to reveal it dancing as it does on the thickest part of the wing, something I haven't seen for over 25 years. The flight has once again been smooth and we hope for the continuation of ops normal as we begin our descent into HNL. On the ground we do a full lap of the airport before being given a spot for parking. This time, not in the private plane park but beside a broken NWA 747-400. The guys working it tell me it has start problems. Ha! They think they have start problems, they don't know what start problems are. I tell them about Turbine Motor Works and they are gob smacked*. Importantly, we are good to go - on Thursday. A two day slip in the Sheraton Moana Surfrider is most welcome even if transport is at 0500 that day. So we put our baby to bed with the usual drink of oil in #4 as well as its Turbocompressor. Half way across the Pacific and XBA is still goin' good."

* New readers will have to bear with me on this one. It's a story on its own.

In response to several requests, here is the Turbine Motor Works story:

Turbine Motor Works are based in the UK and they overhaul jet engines. While VH-XBA was being restored to airworthiness at Southend, TMW twice stepped in when engine problems cropped up. On the first occasion, #1 had to be removed from the wing for a specialist welding job at the TMW workshops. On the second occasion, despite having been run successfully at take-off power, #2 consistently refused to start, despite methodical troubleshooting by the best brains on the subject. After all options had been exhausted and with time running out, the engine had to be removed from the wing. TMW instructed two of their engineers to drop what they were doing and travel to Southend to fix the engine - which they did. Despite a preceding 16 unsuccessful attempts, #2 started perfectly on the first attempt after TMW had worked on it through the night. For all of this, Turbine Motor Works charged QFM for parts only. It was an outstanding contribution but one that is becoming typical of organisations and individuals who fall under the spell of this grand old aeroplane.

13 December 2006 - Wednesday

Honolulu

Norman King, QFM Flight Operations Administrator, reported from Honolulu: "Swim, shop, sleep. 's wonderful. Tomorrow wake up is 0430 for 0530 transport. As wonderful as she is, it has been great to have a day free of the aeroplane. We three engineers have had a dream run with the reliability levels XBA has demonstrated but the aircrew, both flight and cabin, have to do a full day's work every sector, so the rest will have been well taken by Murray, Roger, Brett, Harry, Joe and Karen. They have deserved the break today more than we, although I believe Murray has been hard at it, fighting the paperwork war most of the day. With XBA now in Honolulu, it seems the connection is now correct, with this port being one she would have seen very early in her life and from then on, very often. As we descended into this airport on Tuesday, all of us had a feeling that we were back in familiar territory, and the pic of Peter after landing tells us how he feels, an emotion shared by Denis and me. It was the first occasion on which we let ourselves feel as though we really were on the way home. A planned 6:10 flight time tomorrow will mean our second longest leg and more of the Pacific to cross but XBA has probably done this scores of times and knows the way blindfolded. The momentous news today of the sale of Qantas has dominated our thoughts, and wonder at the timing and the effect it will have on the way the Project is viewed. In a way, it makes the aeroplane even more significant, with the direct link it has with Qantas as it was, an airline without too many external influences. I know she will rise above the clamour and revive old friendships made so long ago when the aeroplane dominated the news, not the company itself."

14 December 2006 - Thursday

Honolulu - Nadi

Norman King, QFM Flight Operations Administrator, reported from VH-XBA: "The early start today fitted in well with where our bodies had found themselves after a day not having to attend the aeroplane and waking at 0430 was relatively painless. I say 'attend' which doesn't mean 'forget about' with one Captain reminding me this morning that this pilot group has to do its own flight planning, and the day off wasn't really off. We are grateful that such dedicated people are part of this Team and without our Captains and Flight Engineers who do all the hard yards, we'd still be in Southend. So, with that firmly in my mind, we filled the bus up and were at the executive jet entrance by 0500 where we waited in the pre-dawn for the Air Service Hawaii agent to escort us to our aeroplane. We noted that the broken NWA 747-400 was still standing guard over us and wondered who the US equivalent of Turbine Motor Works was. The balminess was such a contrast to Southend, the departure still fresh in our minds and we thought of our English mates at Lashams and their heated hangars and wished they could be here enjoying the tropical air with us. We are truly privileged to be able to take part in this return to Oz, and a certain melancholy starts to creep in as this journey draws inexorably but happily to its close. Our next port is one you can do a day return service to from SYD and it's only an hour away in time zone, so the next arrival will be like being at the back door to home. So close but not quite there. Murray has added a classy touch to the cabin by purchasing labels for all the cities we have transited, marked their location on the former map wall on one of the timbered bulkheads, and provided some pin-striping to join the dots. You'll just have to picture it in your mind, the embargo on pictures of the interior still standing. We now look the complete tourists but our camper van has a little more style than the average Kombi, Let Me Tell You, as Murray would say. The catering once again has been superb and the mark the next providor has to meet is pretty high. On arrival, we are back on the Australian side of the International Date Line and today is really today, not tomorrow. Our last slip port will be a blink or you'll miss it, with pick-up planned for 0300. We'll have to get up before we go to bed, sleep in our uniforms and have breakfast for dinner. But hey, next one is Home."

16 December 2006 - Saturday

Nadi - Sydney

Thanks to Sam Chui for these special images of the arrival in Sydney and the subsequent welcoming ceremony.

Norman King, QFM Flight Operations Administrator, reported from VH-XBA: "A rambling, spread-eagled resort, the Sheraton Denarau Villas in Nadi, Fiji had the honour of accommodating the crew of the 707 for their last night together, a night that was to be all too short, with the wake up time many people's go-to-bed time, 0200 on Saturday, 16 December 2006. Murray briefed the Team on Friday night about the arrival procedures and the plan on Saturday to land at 0900 precisely, in order to fit with the arrangements made for the official welcome at the Qantas Jet Base at Mascot. It was going to be a shut-down and tow-in jobbie, not the most dramatic entrance you can make in a 707 but the knowledge that Ken Groves was organising the function gave me confidence that it would be done right. The bedside alarm clock confirmed the time so for the last occasion on this journey of discovery, the phone rang to spoil yet another good night's sleep and we assembled in the foyer, this time with two extra members to help us to SYD. John Seccombe, the Deputy Chairman of QFM Ltd and Richard Burn, our legal advisor and aviation law expert were to be our honoured guests on the NAN-SYD sector, the 707's first "passengers" for over 6 years. John was happy to see QFM's acquisition for the first time on Saturday when we arrived at the aeroplane in the dark, and pics of his first glimpses of Warwick's and his organisation's shiny 707 show happiness clearly evident. The livery was completed on Friday afternoon with the addition of the Canberra coat of arms and the aircraft name "City of Canberra", applied with care by Phill Aberline, a Qantas employee seconded to Air Pacific. She looked beautiful before, but with these additions, was now as close to the delivery scheme as we could make her. She was ready to be put on show. On show for our passengers meant a tidy cabin was essential, and Karen stayed back with the engineers on Friday night to vacuum, polish, scrub, window clean and fold the first sheet of toilet paper to form that cute little point. Karen's attention to the appearance of the interior has been outstanding and she gets the MVP award for this Team. First though, get her to Sydney and once again we start the dragon and fire up those Pratt and Whitney Dependables. She must have done this trip hundreds of times but after today she was never coming back to the sticky humidity of these troubled tropical islands. The flight was marked by one unserviceability today, #3 generator requiring disconnect just after start. No matter, we can go with 3 gens and go we did. In flight, we started packing up all those loose ends, and odds and sods that accumulate when you spread out over a whole aeroplane for 8 days. It's surprising how much it totals and pretty soon we had two boxes of stuff to take off the aeroplane. The mood on board today was one befitting the occasion. Happiness that we were going home, sadness that we would be leaving friends behind, relief that the reliability meant that we never had to do an all-nighter to fix anything, anticipation that we were going to meet up with colleagues, and more. The descent starts and we are told that we can expect the flypast of Barrenjoey as requested. Pleased with ourselves, the 707 is flown up the harbour and turns North to cover the Northern beaches then backtracks to have a second look. After 5 or 6 minutes of this, we are cleared for the approach onto 16R and we land in Sydney.
They said it couldn't be done.
We'd just done it.
We are home.

There is so much more to this story than I have been able to manage to write about each day, and so that I was able to get a small amount of sleep each night in Southend, my posts were short. I was able to write most of the trip diary on the aeroplane and just do the transmission on arrival at the hotel. At this very moment, I'm drifting in and out of sleep and feel I've only another 10 minutes left of useful consciousness but before I hit the sack (my own bed, my own pillow, what bliss) I'd like to pay tribute to the Team that brought VH-XBA home.

To Murray Warfield, Roger Walter, Brett Phoebe, Harry Hermans, Joe Plemenuk and Karen Glass, my story telling of the trip home would not have covered a different sector each day had you not been so persistent in solving the countless problems that accompanied each day's planning. There were never any barriers that couldn't be broken, nor were there any things left undone. You have spoilt me for air travel forever more, and this trip will be unsurpassed even if I live to be 100. Thank you, each and every one.

To Ron Cuskelly, your acceptance of my copy each day and the pics that accompany these ramblings is very generous. Your publishing times are so rapid, the words are hardly off the fingertips before they are on the net. Thanks for the bandwidth.

To my readers, some of whom were at the arrival this morning, your comments made in person at Mascot were all so encouraging. I was happy to keep you in the loop, and for now I bid you a fond farewell, a Happy Christmas and good health to enjoy life to the full.

Norman King.

A Christmas Message:

There were times in the course of this project that revealed the very best in human spirit, epitomised by the unselfish generous hospitality that was so evident among the folks in the UK with whom we shared our hopes. The nature of man is not always disposed to this end of the spectrum and to experience it from so many organisations and individuals when you are far from home is my enduring memory and one that has enriched our life experience and affected all of us who have had anything to do with the recovery of VH-XBA. At this time of the year, when thoughts turn to holidays and sunshine if you're down south or snow if you're up north, relaxation and family reunions, we wish all our supporters - our readers and fellow enthusiasts, the dedicated spotters who lined the route back home in 6 different countries and all who think our 707 is a beautiful sight and sound - a time of reflection as to how life can be where peace and harmony rule. The Project could not have succeeded were it not for this atmosphere that surrounded it. From all of us at the Qantas Foundation Memorial Ltd 707 Preservation Project, may your Christmas continue to be filled with this special Spirit and in the New Year we look forward to the final chapter in this story - the flight to Longreach.

With my warmest regards,

Norman King
An Engineer.

22 December 2006 - Friday

Engine runs were performed at Sydney in accordance with the Low Utilisation Maintenance Routine.

29 December 2006 - Friday

Engine runs were performed at Sydney in accordance with the Low Utilisation Maintenance Routine.

09 January 2007 - Tuesday

Norman King, QFM Flight Operations Administrator, reported from Sydney: "XBA arrived in Sydney over 3 weeks ago, and the impression you may have been given by the dearth of information about her since she landed here is that the story is over. My lack of copy is to blame to a degree but claim some immunity due to the long breath I needed to take and my old body's lethargy when it came to settling back into Southern Hemisphere time. I hope you all had a great Christmas and, New Year break. In fact, not a lot happened until 22 December when the weekly Low Utilisation Maintenance Schedule was implemented. In a nutshell, we open up all the doors and flight deck windows and get some ventilation going, do a fuel tank water drain, flush those beloved toilets, move her off the bay, do an idle engine run, operate the flight controls, run the flaps, crank up the air con system, power up the avionics and generally flex her muscles a tad. That's the weekly Friday routine that happens between 1000 and 1630. Today, however, in order to make the correct decision regarding the proposals being put to us regarding extra flying before her enshrining at Longreach, we have taken up the offer of some hangar time, and she was pulled into Qantas' Hangar 245 at around 1030 this morning. While there, some depanelling will occur to allow inspections of various components to establish their condition after the delivery flight. It is also an opportunity to chase several niggles that we had lived with on the way south but which would annoy us if there were more sectors to be flown than just the one into Longreach. The luxury of hangarage will extend to Friday of this week, by which time all the parts of the equation should be known to allow the arithmetic to occur that will decide her next operation. In attendance today were more of the Sydney-based team, with Project Chairman John Argyle once again in overalls and on the tools, our parts chaser and ex-Maintenance Watch Tech Specialist, the recently retired Darryl Pitkin, with the other usual suspects, Peter Elliott, Bob Hagon (who starred on the 16 December TV news) and your scribe. We were delighted to be allowed the run of the hangar, all very observant of the OH&S requirements of a very safety conscious Company, and it was 5 cases of deja vu who started on the inspections and rectification in a place we had once called home. There will be an even bigger attendance tomorrow, and the Spirit of Southend will continue to grow. I must say, it's different being inside a hangar and secretly wished it were raining. Such a glorious summer's day (for all our Northern Hemisphere readers) going to waste."

10 January 2007 - Wednesday

Norman King, QFM Flight Operations Administrator, reported from Sydney: "It must have been that word had spread that XBA was in a hangar, as the list of volunteers grew to a sizable 11 today. This turn-out ensured that all the work raised by the extra flying proposal would be well in hand when it came to manpower. Argyle, Pitkin, Chong, Horn, Asplin, Hagon, Finney, Hockey P, Hockey D (David, son of P) and King all answered Mr Elliott's roll call at 0800 at the Qantas base, where the plan was to look closely at some structural components to ensure no further deterioration had occurred since rework in Southend some months ago. Corrosion management was an important issue during the restoration and having escaped a damp winter climate was a good thing. However, with Mascot's location not too distant from the salt water of Botany Bay, coupled with Sydney's frequent high humidity days, we have to be sure our nemesis is not given a second go at chewing into our alloy and magnesium components. So, off came the right inboard aileron to allow Qantas structural engineers a better look at a hinge support bracket. The hydraulic system, which had played ball with us all the way home, only to spring a leak from our old friend, the alloy B nut last Friday, was given some attention, the leaking line repaired and best of all, the fluctuating Aux Pump output was well and truly fixed with the replacement of the flex supply line. The gear doors now close with conviction on Aux Pump pressure and in addition, the elusive nose gear wheel well fluid weep is fixed. Roy Finney, in his element atop a cherry-picker, and Peter Asplin removed some rudder panels to allow a good look at some of its structure and were pleased to announce that all was well. It was good to be able to renew the feeling of unity we had established in Southend but even better to go home to a decent shower, familiar food and a bed that the body fits."

11 January 2007 - Thursday

Norman King, QFM Flight Operations Administrator, reported from Sydney: "We are waiting for the answer on the aileron hinge bracket question, with a good lead into the supply of a new part. Even if this proves uneventful, it still leaves us with a serviceable original part but with a scheme to increase its durability if further flying is the eventual decision. More hydraulic work is being done with a few more flex hose updates performed by Al Chong and Bob Horn. Bob Hagon, Paul Hockey and I worked on locking devices that will secure the engine fans, preventing the wind from rotating the first stage compressors, which would not do their bearings much good with no oil flow to them. Roy Finney is similarly working on control locks to stop elevator, rudder and inboard ailerons from flapping around in the breeze. All this is being done with no penetration of surrounding structure, the integrity of the engines and airframe not being compromised in the least. If in 5 years a decision is made to fly her again, there won't be any repairs to the structure needed to complicate matters and her originality remains intact. For those of you who think the blue engine inlet nose domes don't really go with the livery of the rest of XBA, you don't have any argument with us. We simply ran out of time in SEN doing the vital stuff and they missed out on a coat of silver paint. Fear not, that little cosmetic enhancement is on the to-do list. After tomorrow's engine run, they'll come off and soon the head-on shots will not have those distracting blue circles to grab your attention."

12 January 2007 - Friday

Norman King, QFM Flight Operations Administrator, reported from Sydney: "The things you discover by default. In the flight control gust lock exercise, Roy Finney was assigned the elevator job, he loving these surfaces to death. To do the design, naturally he needed to be at their level and on mounting the stand he had pushed under the tail, he was able to look at the upper surfaces of the horizontal stabiliser for the first time since Southend. What he saw was not what he wanted. A postcard-sized piece of skin was missing, peeled back from the honeycomb at the inboard end of the left stabiliser actuated tab. More repair needed. Off with the tab was the order which means the piano wire hinge must be withdrawn to separate the tab from the elevator. Guess what? The wire was impossible to remove. Despite a drowning in penetrating fluid, it refused to budge. The tab will now need to be repaired in situ. What such an important job this will be was demonstrated by the sight of no fewer than 9 engineers on the stand inspecting the damage at one stage. Talk about attention-getting. Meanwhile Ross Downes and Peter Asplin turned into sheeties and did a magnificent job on the inboard aileron locks. They were so engrossed in their new-found discipline that they forgot to stop for lunch! There is something about being a volunteer that puts all those concerns that employed people have out the door. Joy of work returns and time just zips by. There is some serious thinking going on about the flying proposals and any decision we make will be based on the extrapolation of all the markers and events that have shown up, both on the delivery and during this week's inspections. Engine runs did not occur today due to the hydraulic system being short a hose or two and the aeroplane did not leave the hangar. One thing we can tell you with certainty though, is that the four engine nose domes are at the bead blaster and that unsightly blue paint will soon be removed to reveal a lustrous aluminium sheen, we hope. Much more betterer. At week's end we have to thank Jeff Richards from Qantas Engineering for his gracious assistance to us during our hangar visit. He has been our sponsor, the employee whose responsibility it is to ensure the visitors under his supervision stay safe and out of harm's way. He has spent all day with us over the last four days, from meeting us at the main gate to departure, and has been our guide and mentor whenever we have needed assistance and advice about the facilities available to us. He will likely continue in this role while ever we partake of Qantas' generosity to us. Thanks, Jeff.

Finally, following the QFM Ltd Executive decision that the aircraft is to remain in Sydney in the short term while we perform these inspections, additionally we need to do the work required to prepare the interior for public display at Longreach. The time required for all this now means we will not be able to make the 27 January delivery date to Longreach. That flight has been postponed pending the completion of these important tasks. When a firm fly-away date is declared, in addition to any public announcement that might be made by QFM Ltd or Qantas, I will publish it on this website."

17 January 2007 - Wednesday

A Good Deed Goes a Long Way

Today was a big day for Josh and Sam Gibson. Not only did they get to check out their dad's workplace, take a tour of a Boeing 747 and sit in the cockpit of Qantas' first B707 aircraft, but they also got handed a rather large cheque. And while the tour of Qantas' Sydney Jet Base was the fun part, it's the cheque that will make the difference for Josh as he begins his first year of primary school.

Josh has a rare genetic condition called Epidermolysis Bullosa, which causes his skin to blister from the slightest bump. To ensure that Josh started his school in as much comfort as possible, funds were needed to purchase a wheelchair. Enter Qantas Engineering's Base Maintenance department where Josh's dad, Todd Gibson works as Licensed Aircraft engineer. With the support of Qantas senior management, Base Maintenance Aircraft Customer Services (ACS) and Engine Maintenance, employees donated their $15 Christmas allowance and cash donations to the cause, raising over $13,000 for Josh and the Dystrophic Epidermolysis Bullosa Research Association of NSW (DEBRA).

The cheque was presented to the Gibson family by acting Group General Manager ACS Douglas Mills, who noted that "the donation is a great example of the community spirit within Qantas Engineering and shows our employee's willingness to support one another when it's needed the most."

Jo

Volume 3

DELIVERY FLIGHT SCHEDULE

Based on V.10 08DEC06 All dates and times are local

Based on V.10 08DEC06
All dates and times are local