VH-EBU

 

VH-EBU

19294
550
917
7808

City of Broken Hill
City of Wollongong
City of Parramatta

VH-EBU
14DEC66
Rolled out as 707-338C
VH-EBU
29DEC66
First flown
VH-EBU
08MAR67
Accepted by Qantas. Registered to Qantas Empire Airways Ltd same day
VH-EBU
28MAR67
Departed Seattle on delivery to Sydney
VH-EBU
30MAR67
Arrived Sydney at 1135 (TT:22:30)
VH-EBU
06APR67
Departed Sydney at 1100 on its first service (to Christchurch)
VH-EBU
11MAY67
First aircraft painted with revised titles ("Qantas Australia") on fuselage
VH-EBU
08JAN69
Bush fires swept across Avalon airfield while VH-EBU and VH-EAJ were on the ground in connection with crew training details. Thanks to the quick actions of aircrew and engineers, the aircraft were saved by moving them around the field to escape the fires. (Source: AHSA Journal Jan-Feb 1969)
VH-EBU
27JUL69
Delivered to Lufthansa in Hamburg for wing life modification
VH-EBU
02JAN70
Departed Sydney at 1600 as QF950, its first freighter service to New York
VH-EBU
31MAR70
Departed Sydney at 1500 as QF150, its first freighter service to Minneapolis
VH-EBU
01JUL70
Departed Melbourne on the inaugural service to Christchurch
VH-EBU
01MAR71
Departed Sydney at 0920 for crew training at RAAF Edinburgh, SA
VH-EBU
09APR71
Bird strike on take-off from Calcutta. Returned to Calcutta for temporary repairs to leading edge of port wing.
VH-EBU
12APR71
Arrived in Sydney at 1350 for permanent repairs
VH-EBU
23APR71
Repairs completed
VH-EBU
26APR71
Diverted to Dubai due Bahrain weather
VH-EBU
26MAY71
Departed Sydney at 1130 as QF755 for Hong Kong. An extortionist calling himself Mr Brown demanded payment of AU$500,000 to reveal the location of an altitude sensitive bomb. Money was handed over and the aircraft searched in flight but no bomb was found. The aircraft landed safely in Sydney at 1840. The aircraft was commanded by Captain Bill Selwyn. Two men were later arrested and jailed over the extortion.

Captain Bill Selwyn passed away in Bendigo on 03FEB10 aged 87.
VH-EBU
04NOV71
Test flown at Sydney after overhaul and repainting in the ochre colour scheme. VH-EBU was the first 707 to be painted in the new livery.
VH-EBU
17FEB72
Photographed at Sydney in company with Boeing 737 demonstrator N1359B.
VH-EBU
01APR73
Operated the last London-New York service (QF533). Captain Ken Nicholson
VH-EBU
28DEC74
Operated a Cyclone Tracy relief flight from Darwin to Brisbane with 247 passengers (85 adults, 78 children and 84 infants)
VH-EBU
28DEC74
Operated a Cyclone Tracy relief flight from Darwin to Sydney with 270 passengers
VH-EBU
APR75
Renamed "City of Wollongong"
VH-EBU
01JUL75
Renamed "City of Parramatta"
VH-EBU
18SEP75
Departed Sydney at 1045 on the inaugural QF25 service to Port Moresby
VH-EBU
20JUN76
Flew to Peking with Prime Minister Malcolm Fraser. Captain Phil Oakley
VH-EBU
01NOV76
Departed Sydney at 2230 on its last service, the inaugural QF21 to Tokyo. Captain B. Eburn
VH-EBU
03NOV76
Arrived in Sydney as the QF22 from Tokyo. Captain Z.L. Krawczyk. Struck off Australian Register same day and sold to Air Niugini. (TT:32283:14)
P2-ANH
23NOV76
Registered to Air Niugini
P2-ANH
29NOV76
Departed Sydney for Air Niugini crew training at Avalon
P2-ANH
15DEC76
Returned to Sydney after crew training
P2-ANH
02JAN77
Entered service with Air Niugini from Sydney to Port Moresby.
P2-ANH
06JAN77
Operated an Air Niugini proving flight from Port Moresby to Kagoshima, Japan
P2-ANH
03JUN79
Departed Port Moresby for overhaul by Qantas in Sydney. (TT:40172:00 Landings:16661)
P2-ANH
30JUN79
Returned to service Sydney to Port Moresby
P2-ANH
25SEP79
Arrived in Sydney at 1430 from Port Moresby and Brisbane. Withdrawn from service and stored at Sydney in full Air Niugini colours. (TT:40821:00 Landings: 17132)
P2-ANH
OCT79
Sold to ITEL Capital Service Corp of USA. Still stored at Sydney in Air Niugini colours
P2-ANH
18NOV79
Advertised for sale at AU$5M
P2-ANH
DEC79
Leased to Air Niugini
P2-ANH
DEC79
Returned to ITEL and stored at Sydney
P2-ANH
15FEB80
Leased to Air Niugini while P2-ANA under overhaul
P2-ANH
28MAR80
Arrived in Sydney at 2110. Returned to ITEL and stored in Sydney
P2-ANH
10AUG80
Departed Sydney at 1000 to Hong Kong for overhaul and modifications by HAECO
P2-ANH
SEP80
Leased to Air Niugini
P2-ANH
08OCT80
Returned to ITEL and stored at Sydney
P2-ANH
NOV80
Departed Sydney for Hong Kong
P2-ANH
09MAR81
Sold to GATX Financial Services
P2-ANH
18MAR81
Noted parked in Hong Kong with a writ attached to the aircraft
P2-ANH
27APR81
Noted at Hong Kong with Air Niugini titles and logo removed
N707MB
14JUN81
Sold to International Air Leases, Miami, Florida. (AL177/13)
P2-ANH registration cancelled following day (AL178/13)
Seats and galleys from P2-ANH were seen in Port Moresby on 16JUN81.
Note: Registration N707MB was also allocated to Boeing 707-355C msn 19986.
N707MB
17JUN81
Arrived in Miami still in basic Air Niugini livery but no titles or logo
9Q-CDA
12SEP81
Repainted as 9Q-CDA (AL181/11)
9Q-CDA
13SEP81
Rolled out at Miami in Zaire Cargo livery (AL181/11)
9Q-CDA
27SEP81
Departed Miami on lease to Zaire Cargo (AL181/11)
9Q-CDA
28SEP81
Leased to AMCO (Airline Management Consulting & Operations) but still leased to Zaire Cargo (AL182/15)
N707HW
11MAY82
In service with Arrow Air in basic Zaire Cargo livery (AL183/16)
OB-T-1264
JAN83
Leased to TAISA (Transportes Aereos Internacionales SA) of Lima, Peru (AL196/15)
OB-T-1264
27FEB83
Entered service ex Lima to Asuncion in "Train Cargo" titles (AL197/16).
OB-T-1264
DEC84
Returned to International Air Leases (AL220/15)
N707HW
JAN85
Re-registered (AL220/15).
B-2426
JUL85
Sold to Shanghai Airlines (AL225/11)
B-2426
18JUL85
Noted at Miami in Shanghai Airlines livery (AL226/12)
B-2426
29JUN88
Noted at Hong Kong for maintenance (AL262/12)
N707HW
DEC88
Registered to Export Air Leasing Inc, Miami (AL267/12)
G-EOCO
06OCT89
Registered to Anglo Cargo Airlines, UK (AL277/12)
G-EOCO
11OCT89
Leased to Anglo Cargo Airlines, UK (AL277/12)
G-EOCO
17MAY92
Sold to USAF by Omega Air for Joint-STARS (AL307/12)
G-EOCO
18MAY92
Arrived at AMARC Davis Monthan
G-EOCO
21JUN92
Noted at AMARC Davis Monthan still in full Anglo Cargo livery (AL309/14).
G-EOCO
02SEP92
UK registration cancelled (AL311/14)
67-30053
17JUN93
Departed AMARC for Lake Charles, LA for Joint-STARS conversion
93-0597
25NOV97
Handed over to USAF as E-8C Joint-STARS P-3 (3rd Production Aircraft) after conversion at Melbourne FL. Assigned 93rd ACW, Robins AFB, GA (AL376/23)
93-0597
28APR01
Noted at Warner Robins AFB with a green stripe and code WR on the tail
93-0597
13MAR09
E-8C JSTARS, tail number 93-0597, assigned to the 379th Air Expeditionary Wing, experienced a near catastrophic fuel tank over-pressurisation during aerial refueling. The aircraft terminated its mission and returned to Al Udeid Air Base, Qatar. The crew and mission personnel evacuated the aircraft safely with no injuries. The mishap resulted in damage to the aircraft in the amount of $25 million dollars. There was no damage to private property. The mishap occurred during operations in the Area of Responsibility (AOR). The crew had begun aerial refueling (AR) with a KC-135, when a loud bang was heard and felt throughout the midsection of the aircraft. The crew suspended AR to evaluate the aircraft to checkout their systems and evaluate the aircraft for any damage. Finding nothing apparently wrong, the crew re-latched to the tanker and attempted to continue the AR when another series of loud noises and vibrations were heard and felt throughout the aircraft. Personnel aboard the KC-135 observed a stream of vapour and fuel streaming from the aircraft and alerted the crew. The crew checked for damage through a rear window and observed fuel streaming from at least two holes in the left wing, just inboard of the number two engine. The crew opted to terminate the mission and return to Al Udeid. Maintenance personnel then examined the aircraft and found that the number two main fuel tank had ruptured, causing extensive damage to the wing. The Accident Investigation Board (AIB) President found, by clear and convincing evidence, that the mishap was caused when a civilian subcontractor employee inadvertently left a test plug in the fuel vent system of the aircraft during recently completed Programmed Depot Maintenance (PDM) performed on the aircraft. Additionally, the AIB President found by substantial evidence three factors which contributed to the mishap. First, the PDM subcontractor employed ineffective tool control measures. Second, the PDM subcontractor failed to follow Technical Order (TO) mandated procedures when employing the fuel vent test plug during PDM. Third, due to the relatively short period of time between takeoff and AR, the crew did not have the opportunity to burn a substantial amount of fuel from the number two fuel tank which could have allowed the dive flapper valve to open. This explains why this mishap did not occur during ARs conducted between the time the aircraft left the PDM facility and the time of the mishap.
93-0597
FEB12
It is reported that the aircraft has been parted out and broken up at Al Udeid, Qatar.

It is ironic that the former VH-EBU should end her flying days as a result of an explosion - albeit not of the type threatened by Mr Brown.

 


 


Camera icon is linked to a photo.

 


 

Issue
Date
Remarks
5
03FEB13
Added a reference to the aircraft being broken up.
4
02MAR10
Recorded the passing of Captain Bill Selwyn on 03FEB10.
3
03SEP09
Added a report on an incident which resulted in serious damage to the aircraft on 13MAR09.
2
09SEP06
Added a reference to bush fires at Avalon on 08JAN69.
1
27JUL06
Created individual page for this aircraft. Archived Updates for combined B707-338C/327C/349C list.

 

NOTES

1
There are four numbers in the second column of each header. These are:

1. The Constructor's Number (c/n or Manufacturer's Serial Number)
2. The Line Number (The order in which final assembly began)
3. Cumulative Line Number (The order in which the aircraft were rolled out)
4. Engineering Block Number (Customer Number)

Note: During early production, the Line Number was often the same as the Cumulative Line Number.

Source: "The Boeing 707 & 720" Air-Britain 1972.
2
Please forward any errors or updates to the Webmaster.
3
These sources are gratefully acknowledged.