Volume 1
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30
January 2006 |
|
Ken Cannane and
Frank Bowden began unpacking, sorting and researching the aircraft
maintenance records at Specialist Aviation at Kimpton where they were
being stored on behalf of the previous operator. This task was completed
on 06 February 2006. During this period, the aircraft was inspected
at Southend. Where is Southend?
The flight deck images shown above can be viewed in high resolution
(2000 x 1500 pixels)
Flight Deck
Flight Engineer's Panel |
24
June 2006 |
First members
of Team #1 arrived at Southend. |
26
June 2006 |
First inspection
of the aircraft by Team #1. |
27
Jun 2006 |
Ken Cannane and
Frank Bowden returned to the U.K. to organise the maintenance documentation
and to meet with the CAA Inspector responsible for the Essex area. |
28
Jun 2006 |
|
There
are now 10 engineers in the U.K. - Paul Wilkinson, Peter Elliott,
Alan Chong, Bob Hagon, Ken Cannane, Frank Bowden, Ben Hunter, Bob
Hodson, Denis Martin and Bob Phillips.
QFM signed a contract to purchase Boeing 707-138B formerly VH-EBA.
|
29
June 2006 |
|
Work commenced
on the aircraft. With the help of the London Southend Airport Fire
Service, the aircraft was washed. The undercarriage oleo struts were
deflated and reinflated without problems. |
30
June 2006 |
|
All
external markings and colours were painted over leaving the aircraft
all white. The aircraft maintenance records were collected from Hatfield. |
01
July 2006 |
|
The aircraft
was opened up for airing and a small Australian flag was flown from
the forward cabin door. |
03
July 2006 |
|
The
aircraft was towed from its storage site of many years to an area
adjacent to the ATC Lasham hangar. The rear airstairs were deployed. |
04
July 2006 |
|
Various checks. |
05
July 2006 |
|
All
access panels were removed in preparation for NDT inspection of the
wing spar. Commenced
cleaning dried grease and dirt from flap tracks. No significant corrosion
found. |
06
July 2006 |
Fuel remaining
on board (approx 10,000 pounds) was pumped around all tanks to check
for leaks and to test the refuel system. All passed with no leaks.
|
07
July 2006 |
|
The aircraft
was formally entered on the Australian Register as VH-XBA.
The aircraft was moved to allow a B737 out of the hangar. |
08
July 2006 |
Ken Cannane and
Frank Bowden returned to Australia. |
10
July 2006 |
|
Vulcan XL426
belonging to the Southend based Vulcan Restoration Trust was towed
up behind VH-XBA and approximately 9,500 pounds of fuel was transferred
to the Vulcan as a donation. This fuel will be consumed in one of
the VRT's regular fast taxy runs on 12 August to commemorate the 20th
anniversary of the Vulcan's arrival at Southend. Coincidentally, the
Vulcan is registered G-VJET. Given that the Vulcan design was tested
by the smaller Avro 707 research aircraft, it is appropriate that
a 707 should give succour to a Vulcan. Clearly they are both type
A1. |
11
July 2006 |
Fuel
tanks have been totally drained, opened and vented with blowers prior
to inspection. Inspection of engine control cables and pulleys was
satisfactory. The pitot static system has been purged and mapped.
Cleaning of flap tracks has been completed and no significant corrosion
found. The trailing edge flaps have been reassembled and are ready
for hydraulic testing when a rig is available. The aircraft now wears
a decal adjacent to the forward entry door stating that it is "Owned
and operated by the Qantas Foundation Memorial Ltd." |
12
July 2006 |
Pitot static
system was checked for leaks. |
13
July 2006 |
|
The
Australian registration VH-XBA was painted on the right side of the
fin. All fuel tanks, including the centre wing tank, were inspected
and declared serviceable. The pitot static system is presenting some
difficulties. |
14
July 2006 |
|
The Australian
registration VH-XBA was painted on the left side of the fin. Washing
of fuel tanks to clear any contaminants almost complete. Hydraulic
items have been ordered to repair leaks. The pitot static system is
still presenting difficulties. The aircraft was towed to Bay 1 at
the passenger terminal to allow movement of aircraft out of ATC Lasham
hangar over the weekend. |
17
July 2006 |
|
18
July 2006 |
|
NDT inspection
of spar caps commenced. A reception was held in the Downer Room
at the Australian High Commission for team and sponsors. |
19
July 2006 |
|
Corrosion was
found in lower skins of rudder. Replacement panels were ordered from
the U.S. |
20
July 2006 |
|
NDT inspection
of the spar caps completed. Some areas of minor corrosion were treated
and the aircraft will be issued with a clean bill of health. ATC Lasham
offered the use of two crews gratis for two days to work on VH-XBA.
This generous gesture saw the project move from four days behind to
four days ahead of schedule. With the assistance of the ATC Lasham
crews, it was possible to remove the lower right-hand rudder skin
and inspect the lower closure rib. This revealed some minor corrosion
which is repairable. The lubrication of the flaps has been completed. |
21
July 2006 |
Undercarriage
wash and lubrication scheduled to commence. |
23
July 2006 |
Corrosion was
found in rudder hinges. |
24
July 2006 |
Corrosion was
found in elevator hinges. This will necessitate folding the fin and
removing the rudder and elevators to replace the hinges. |
27
July 2006 |
|
02
August 2006 |
|
05
August 2006 |
Norman
King, QFM Flight Operations Administrator, reported from Southend:
"There are only 4 of us here at present and the workload is steady
and manageable. This looks like dropping to 3, as Bob Phillips has
just received news of his mother's failing health and Peter is working
on getting him on tonight's QF2 back to be with her. We wish him well
in this difficult time. The aero is in exactly the shape it was expected
to be. Corrosion is king and the upper wing surfaces and empennage
the most affected. I spent my first full day on the Scotchbrite wheel
giving the bubbling paint on the underside of the spoilers what for,
followed by the fillet flaps and a bit of the NLG lower scissor link.
The upper link is beyond it. I have been getting all the top cowl
latches to slide, having to remove most of them to do so, including
5 that were rendered u/s and have to be replaced. Southend is a synonym
for helpful. No one is anything but supportive and encouraging in
their attitude to the aeroplane and us. Help comes daily from the
ATC Lasham Ltd hangar folks, from Ian Dorling, ATC Lasham's Hangar
Manager, his engineering team, the stores man, the office staff and
down. The list is endless. We have unlimited access to stands, compressed
air and tools right down to the most basics like fasteners and masking
tape". |
10
August 2006 |
|
Norman
King, QFM Flight Operations Administrator, reported from Southend:
"This week has seen steady progress, slowed naturally by the
reduction in numbers to three. All engine and accessory oils have
been drained and replenished, with over 100 US quarts of BP 2380 now
on the account. Our search for spare top cowl latches proved fruitless
so we are in the market for new ones. Negotiations are under way to
hook our office into the Lasham's telephone switch. Again, another
example of the unselfishness of ATC Lasham's Hangar Manager, Ian Dorling.
During the week, we noticed that Lasham's had placed a young lad into
their work experience programme. A fifteen year-old, wide-eyed and
full of awe, he caught Peter's eye immediately. There was a call out
to perform an inspection of the forward side of the pressure bulkhead
bilge area. If you know the size of the crawl space available to do
this on this aeroplane which has the potable water tanks and plumbing
in exactly the wrong place in the aft hold, then you will know that
Peter is not built to perform this inspection. So, young Shaun Bonnett
can tell his mates that he gained some of his earliest experience
on the world's most significant 707. He was chuffed with the cap,
pen and key ring formally presented to him by Bob Phillips. We think
we made an impression on him. A milestone was passed today when the
first system functional check was successfully completed. All four
thrust reversers were operated, courtesy again of Lasham's who supplied
the reverser test rig. Only on one engine did one blocker door hang
up, but with some tweaking, was soon freed up. News that the rig was
going onto the 707 brought out quite a few of the Lasham's engineers
who were quietly surprised at the untroubled functional. Not bad after
6 years, was the comment. What they hadn't seen was the thorough cleaning
of the blocker door slide tracks and the generous applications of
Molykote to anything that slid. We now are close to cowling up, ready
for engine runs. This won't happen until our avionics people have
returned, putting generators on line needing their presence to monitor.
We need to be looking at fuel supply as well. The tanks are bone dry
and we need about 10,000 lbs of fuel to do several things, filling
the CWT for leak checking, transferring it to the wing tanks for their
leak checks, and for the engine runs".
Airline operations into and out of the U.K. were thrown into chaos
by heightened security checks resulting from a thwarted terrorist
plot to destroy multiple airliners in flight. |
11
August 2006 |
|
Norman
King, QFM Flight Operations Administrator, reported from Southend:
"First, we pause to think of Bob Phillips who is paying his last
respects to his Mum tomorrow. Bob, we wish you well on this difficult
day. Today we saw a major advance in the cosmetics of the Project.
We asked the good Ian Dorling to ring Air Livery Plc to introduce
Peter and me and arrange a time to visit them to follow up on the
Boeing folk's recommendation that we have the aeroplane painted while
in the UK. The result was that within 30 minutes, the Air Livery Plc's
Managing Director and Production Manager came to visit us. There was
the usual walk around the old girl, a bit of a feel of the surfaces,
a look at the number of paint layers revealed in paint removal corrosion
polishing and they were satisfied at the size of the job. It was agreed
that a total strip was the way to go and they left promising to send
a quote later today. To our delight, that they did, but by beginning
with "PPG will donate the paint, and another supplier would contribute
the stripper, to a total value of £20 000.00." We have cracked a mini
jackpot. Later, the e-mailed quote was for labour only, for £70 650.00.
which will include polishing all exposed metal. We believe Air Livery
is also looking at showcasing their expertise and you can imagine
the impact the before and after will have on their company. It looks
as if people are wanting to get on the bandwagon. Another exciting
development was for us to meet the FEO who operated HZ-123 into SEN
on its last flight, to date. His name is Forbes Bradley, and he happened
to be in SEN having delivered the 727 on which he is the FEO for a
Saudi prince. He will be back later this month and has promised to
bring his log book and some pics with him. Some of the day was spent
searching the MM and the OHM for the rudder balancing procedure but
that chapter is not in our copy of the manual. There was a bit of
a win when two hydraulic lines with split B nuts that pass through
the MLG torque boxes, one each side, that Peter had estimated a couple
of hours to remove came out in half an hour. We were happy about that.
Roy Finney, a class of '61 apprentice, joined us today for a month." |
12
August 2006 |
|
QFM
Media Relations Manager, Julian Green and his family visited the aircraft
today. The Vulcan Restoration Trust performed one of their regular
fast taxy runs with Vulcan XL426 G-VJET using fuel which had come
from VH-XBA. |
14
August 2006 |
Norman
King, QFM Flight Operations Administrator, reported from Southend:
"Roy Finney was put to work today with a vengeance. By lunchtime,
he and Bob Horn had completed installing the balance panels for the
left outboard aileron, learnt to drive a cherry picker, made a cable
clamp from discarded materials and had done the hydraulic disconnect
at the rudder actuator. Roy will be very closely involved with the
fin drop. In the morning, Peter and I met again with the MD and Marketing
Manager of Air Livery Plc to discuss the windows available for the
repaint. Peter will be looking at the 3 ball juggle, involving fin
and rudder removal, manpower allocation and paint hangar availability.
Air Livery is quite flexible regarding the work flow, and a two-stage
program is looking like the preferred option, with the strip, taking
7 days to occur, then pre-flight tasks to be completed, followed by
the finish application just prior to fly-away. Their Production Manager
took us to the paint hangar and is willing to work his men on a late
shift so that we can progress the aeroplane, in the hangar, in the
morning. Again, an example of the co-operative nature of our hosts.
In another good piece of news, Air Livery has suggested that they
will be able to source the vital rudder balancing equipment from another
of their customers, Marshalls of Cambridge, with whom they have had
previous RAF AWACS repaint experience. In the afternoon, we were paid
a visit by one of the designated 707 pilots, Roger Walter, who was
on a London trip and dropped over on his slip. It was good to see
him so keen, as well as giving him an opportunity to see the engineers
at work and to suss out the flight deck layout among satisfying many
other curiosities. The effects of the approaching end of summer were
felt today, with rain and wind hampering the work flow. Time is becoming
the enemy. Late breaking news: Our dear friend Bob Phillips has asked
for his return to be arranged. We look forward to his return to the
fray." |
15
August 2006 |
|
Norman
King, QFM Flight Operations Administrator, reported from Southend:
"Roy and Bob Horn got stuck into preparing the fin and rudder
for removal. They have been blessed with a perfect set of fin attach
bolts, all four free and rotating in their mount lugs. They were expecting
6 years worth of weathering to have made removal a headache but we
lucked it. The heads have been scratched with the discovery of only
one rudder trim cable turnbuckle where the IPC and MM say there should
be two, so new ground will be broken here when it comes to rigging.
Peter had great joy in packing all the inop avionic boxes into a huge
box for dispatch to SYD. Iain Hodgson seems to be moving things along
at a new found pace, hence the smiles on Peter's face lately. A small
problem came up today with a crack of serious dimensions was found
in the right MLG Upper Shock Strut Door. Our good friend John Sims
from Lasham's was only too happy to remove it and organise a repair." |
16
August 2006 |
|
Preparations
for folding the fin continue. Norm King enjoyed one of those little
triumphs which demonstrate the whole team's attention to detail when
he repaired and replaced the lateral inclinometer. Having this device
serviceable probably means that it will never be required in anger
and this should please anyone who has to fuel the aeroplane. Peter
Elliott continues to pack miscellaneous components for despatch to
Sydney from where they will miraculously reappear fully serviceable.
Today the team gave thanks to Boeing for anticipating their needs
by designing the undercarriage legs of the 757 to be of sufficient
length such that the wing tips of an arriving 757 would overlap those
of the 707 thus obviating the need to move VH-XBA out of the way. |
17
August 2006 |
|
Norman
King, QFM Flight Operations Administrator, reported from Southend:
"More visitors yesterday in the form of our Curator, Karen Glass,
and her host while she is here on holiday, Metropolitan Police Constable
Sue Dente. Karen promised to drop in some time ago to make us a cuppa,
and good to her word, she did. As her reward, we put her to work sorting
washers. Later that evening, we all took part in a QFM/ATC Lasham's
ten pin bowling challenge at the Kursaal alleys in Southend. It was
a great opportunity to begin to repay some of the debt we have to
our hosts, and Peter's (QFM's) 50 quid on the bar was much appreciated,
and there was a reciprocal gesture from the Lasham's team, that helped
the evening along. Naturally, there were lots of comments about Australians
bowling underarm, but we took it all in good humour. Hint. Roy Finney
and I decided that we'd stick to spannering if another bowling night
is suggested. The 707, you ask? There is a campaign to repair the
leading edges of all the acoustic liners in the fan exit duct, necessitating
the removal of all 12 pieces of the fan extension fairings. Lots and
lots of screws hold these panels on, all nicely corroded and firmly
stuck in place. Our first enquiry to stores regarding replacements
elicited a per piece price of USD12.90 each! We needed 250 of them,
or USD3225 worth. Go look for an alternative, please, was the order
to the storeman who has now sourced a titanium fastener for USD0.12
each. We are still in shock. Less than 1% of the price of steel for
titanium? Don't ask why, just buy them. We were paid a vist today
by a British Telecom technician who will install a phone line to the
perimeter of the Lasham's hangar. To connect to a Portakabin would
involve a huge surcharge, so our Lasham's property person, Keith Terry,
has happily volunteered to run a cable from the BT socket at the hangar
door to our office about 50m away, gratis. He has even had his man
make up the cable. Again, what can we say. Peter and I spent quite
a bit of time on the work load allocation and have produced what we
both believe is an achievable plan. Getting all the ducks in a row
never took on a more important meaning." |
18
August 2006 |
Norman
King, QFM Flight Operations Administrator, reported from Southend:
"Wing plank corrosion work is all but complete from our point
of view. Roy Finney and Bob Horn have been getting either a tan or
a soaking while grinding and emery mopping the dreaded alloy worm.
After the dust has settled, Roy's job has been to plot the depths
and dimensions of all the reworked areas, measuring depths to an accuracy
of one thousandth of an inch, then producing a drawing of each wing's
reworked area. This will then be sent to Boeing's technical services
department who will rule on the acceptability of our repair. We believe
the material removed will not result in the requirement for patching.
If patches are required, our schedule is severely dented. Roy and
Bob will be glad to be back on the ground where the delights of sun
and sky give way to the even greater anticipation of Skydrol leaks
and hissing pneumatic joints. We pressurised the hydraulic reservoir
in the afternoon and located a few weeps on #2 engine, which was no
surprise, since the oil stains were heaviest there. Mind you, at a
reservoir pressure of only 40psi, we really are only tickling a system
that runs at 3000psi when the engine pumps are supplying the pressure.
They won't do that until the engine runs are performed. A Kazakhstan
757 has arrived at Lasham's for a C Check, which sadly will suck up
our volunteers, John Sims and Ken Paice. They have apologised for
not being able to assist us for the next few weeks. In addition, there
is now a longer queue at the tool crib and the demand for stands and
such has increased. We have been spoiled these last few weeks. We
paid a visit to the local wheel and tyre overhaul company as well,
in the early negotiation stage, to discuss tyre changing. The entire
ship set will be swapped for new rubber, 6 years of weather exposure
rendering the tyres severely sidewall challenged. We will have to
work hard on this one, since although it's quiet in the hangars with
everyone flying their aeroplanes hard, the result is that the tyre
changers are working at the limit keeping up with the rubber smoke
generated by all the summer season landings. Following that, we paid
a visit to the nearby spare parts repository, where the fly-home kit
was enhanced by the addition of a starter motor. We snagged Peter's
hearing this week, it falling below acceptable levels. He attended
a local repair station where a flush and declog was successfully performed
on his right audio receiver. He now can hear us talking about him,
so we need to be more diplomatic than we had been. Old Warden beckons
tomorrow, so we will see some aeroplanes even older than ours".
|
21
August 2006 |
Norman
King, QFM Flight Operations Administrator, reported from Southend:
"In the country where they invented cricket, I'm sure the people
who dreamed up that game factored in the loser's friend - the weather.
We had been on track to complete the wing corrosion blending mapping,
Roy Finney as keen as any of us to get it done. He was armed with
his new Stanley 16ft tape and was about to score the winning run when
the heavens opened up and drenched us. Down off the wing, there were
other things to do, in spades, so another functional test was completed.
While Peter, Roy and Bob worked on the removal of the right inboard
aileron, I checked the Emergency Brake system. There were understandably,
some defects, but Lasham's had the parts in store to rectify the leak
found at a Tee piece, and all was fixed. The aileron has not been
as cooperative, with all 3 hinge bolts frozen solid. We won with the
rudder mount bolts but the blessings have not been repeated here.
Discussion is centred around the purchase of a pneumatic reciprocating
saw, the only way out to cut the bolts. The rain today was a real
reminder of why English weather is legendary. Good news today is that
BT is booked to install our phone line on 29 August, the fin removal
gear has cleared customs and should be at SEN tomorrow and Bob Phillips,
Denis Martin, Paul Wilkinson and new recruit, Paul Hockey are arriving
on tomorrow's QF31. Their presence will be greatly appreciated". |
22
August 2006 |
|
Norman
King, QFM Flight Operations Administrator, reported from Southend:
"Sometimes a delay can work in your favour, and the QF31 being
four and a half hours late allowed Peter a normal start to the day
before collecting the welcome manpower increase in the form of Bob,
Denis, Paul and Paul. Their renewed presence will allow engine runs
to be done, probably Friday 25 August. In preparation for that, Bob
and I completed the fan exit acoustic lining rectification and all
engines were cowled up and are now only a few hours away from being
ready to start and run. That will be a day to remember and it is a
great regret that I will miss that by two days. I leave here tomorrow
on QF2. One major job was completed today, with the right inboard
aileron giving up its grip on the rear spar after Roy's huge effort
over the last few days to free up the hinge bracket bolts. It was
with great pleasure that the four of us wrestled it to the ground
at close of business today. There is some serious corrosion on one
hinge support fitting which will require major surgery. The more we
look, the more we find. Peter is at least happy that the aileron is
off and can be assessed off the airframe. Warwick and two QFM Directors
are due here Thursday, so the number of VIP visitors is still on the
increase. Before I go, I would particularly like to thank Peter for
his confidence in me, Bob Horn for helping me find my way around the
base and in pointing me in the right direction on more than one occasion,
Roy for his unstinting devotion to his profession and to QFM for taking
on this mammoth but achievable task. In the few days that I had been
in Bob Phillips company before his compassionate return to SYD, I
had come to see a consummate professional at work. This project has
brought out so many of the qualities that big achievements need to
succeed. Having seen what I have seen, I know we can do it".
|
23
August 2006 |
|
Peter
Elliott reported from Southend: "Well the elegant scribe of the
last few weeks is now firmly strapped into the QF2 on his way home.
The job of keeping everyone up to date with the latest happenings
at SEN is back to yours truly. I must at this point say that Norm
King was a pleasure to work with and I feel we accomplished a lot
during his stay with very limited manpower. We will be assured that
the flight engineer will be able to ensure the lateral attitude of
the aircraft is capable of the most finite measurement due the excellent
craftsmanship and resourcefulness of Norman King. Jokes, aside, I
think Norm thoroughly enjoyed himself, as we all are doing what comes
naturally to us, exercising our inherent hand skills to ensure this
Aeroplane takes its rightful place in Longreach. Progress was made
on removal of the right hand outboard aileron and it is still resisting
the attempts of Paul Hockey our new recruit from the land of the other
English weather, Melbourne. We feel it will be closer to the ground
tomorrow with the offending hinge bracket removed. One of the inboard
aileron hinge bolts has been removed with a gentle amount of persuasion.
We will continue to work on the other two. The corroded hinge fitting
in the inboard aileron is almost removed and hopefully will be on
its way to Sydney for all to puzzle over and design a repair. The
lifting / lowering slings for the fin/rudder from Sydney were delivered
to the aircraft today. Again we will have to call on the generosity
of Lashams to help out with some dummy brass pins for the lowering
of the fin. The pneumatic system was pressurised today to check for
obvious leaks and although minor defects were found, there were no
show-stoppers. Fire bottle squibs and an aircraft battery were ordered
and we are looking good for an engine idle run on Friday. The avionic
team are progressing the boost pump wiring mode and it was discovered
today that the Teflon sleeving required to do the job is a shrink
fit material so it will make sleeving of the looms a far easier job." |
24
August 2006 |
|
Peter
Elliott reported from Southend: "The dawn revealed a typical
English day, wet, overcast, rain and wind but we were not deterred,
well almost. Work is still in progress removing the right hand outboard
aileron, with several hinge bolts firmly believing that their rightful
place is attached to the aeroplane. WE will win. Fire bottle
squib installation was completed with the fitment of new squibs, so
in the event of an engine fire we can be certain that we have the
ability to extinguish the fire. At this time, we are looking good
for our first engine run on Friday the 25th August. I am sure the
spectators will be out in force. A new aircraft battery was purchased
and will be installed prior to the engine run. Our avionic team are
progressing the boost pump wiring mod. A local purchase of Teflon
sleeving was instigated so a final decision will have to be made on
the status of the double sleeving after a trial fitment."
QFM Chairman, Warwick Tainton, reported from Southend: "I am
nearing the end of my five days in London. I took directors John Hamilton
and Brian Costello down to Southend to start their volunteer week.
Brian had had a flu injection and of course had a corresponding nasty
case of flu however Peter tells me he is recovering. John had his
son Clive and his mate join him over the weekend." |
25
August 2006 |
|
Peter
Elliott reported from Southend: "A great day was revealed on
opening the curtains - blue sky, sun and no wind. Definitely a day
to carry out the first engine run after four years of neglect. The
morning was spent in preparation for the engine run. Firstly, all
engine ignitors were functioned, then engine dry cycles were carried
out to check that oil pressure was functioning. Then a moment of truth
when a wet cycle was carried out to check for possible fuel leaks
prior to the real thing. After this was completed, much to the disappointment
of the gathered audience of Lashams engineers, lunch was declared.
This allowed some of the accumulated fuel in the tailpipe to drain
and dry out. We don't want a blowtorch for the first start. Lunch
was completed and final preparation for the history making event was
under way. Final cockpit checks were done and it was time to "turn
and burn". The run commenced with No 1 engine and after four
years of rest, when the start lever was lifted, the engine accelerated
away to idle that was acceptable with all parameters normal. The next
in line was No 2 engine and again when the start lever was lifted,
the engine accelerated away to an acceptable idle without the slightest
hesitation. You would have thought the engine had only been shutdown
one and a half hours previously after the last sector. There were
minor defects revealed but in general all systems functioned satisfactorily.
Then it was the turn of No 3 and No 4 engines. Again all
systems functioned normally and no major defects were revealed. We
are not out of the woods yet with the engines and all will be revealed
after we satisfy my "lust for thrust"* and the oil filters
are pulled after the second engine run to check on internal engine
health. If we come through that stage with nil defects we can thank
Mr Pratt and Mr Whitney for making such a robust engine that can stand
four years of neglect and still operate satisfactorily. We all
went home at the end of the day with a rather warm feeling inside
and a sense of relief that we have operating engines."
* Take-off power! |
28/29
August 2006 |
|
Peter
Elliott reported from Southend: "The right hand outboard aileron
finally gave up its hold on to XBA and allowed itself the dignity
of being place on a pair of trestles for further post-operative care
by Dr Hockey. There are still two hinge bolts, which are proving extremely
difficult to remove. The restricted access to the bolts makes things
extremely difficult. The avionic department have struck a problem
with the boost pump wiring Service Bulletin as the Teflon sleeving
specified is too large to fit in the conduit and it will not suffer
a tight bend radius where it exits from the conduit. The problem has
been handed to Boeing, as the specification of the sleeving has to
be adjusted. ATC Lashams are going to manufacture a couple of dummy
pins for the lowering of the fin. We cannot lower the fin until these
pins are manufactured. The plan is to have the fin on the ground by
the end of this week. Then will start the next episode of stubborn
bolt removal. Don't worry, you can tune into this thrilling report
of the trials and tribulations of seized bolt removal in "sunny" Southend.
The British Telecom man duly arrived this afternoon (29 Aug) and completed
the installation of the phone line. The mapping of the corrosion on
the left wing is now ready for presentation to Boeing for the official
ok or a repair. The right wing should be in the same position tomorrow.
This should keep Boeing busy for a while checking the plots. We have
had two of the QFM directors here this week checking out progress.
They were not allowed to idle their time and were press ganged into
service cleaning the cabin area with the chemicals kindly donated
by Ecolab. The test of time will see if the smell in the cabin has
dissipated. The vinyl in the entrance area was lifted to check if
there was water under it and it proved to be perfectly dry so obviously
the smell is not coming from there. If the smell continues it will
need further investigation." |
30
August 2006 |
|
Peter
Elliott reported from Southend: "The mapping of the wing upper
surface corrosion has been completed and this will be faxed to Boeing
on Thursday morning. At last – this has been a big job due to the
amount of corrosion caused by neglect over the last six years. The
next hurdle will be the analysis by Boeing to determine if repairs
are required to the wing. A requirement to carry out repairs to the
wing will probably cause a major hiccup in the proposed delivery date
to Longreach. The right hand outboard aileron hinge bolts have finally
been liberated and all bearings that require replacement have been
purchased. The aileron is very sound structurally although the bearings
have suffered in the English climate. The hydraulic lines that pass
through the torque box area have been refitted with a minimum of fuss
and no great heartache. These lines are anchored to a skyhook and
Boeing builds the aeroplane around them - well Boeing will dispute
that but that is my theory. The fin removal gear from Sydney is being
prepared for fitment so all looks good for the lowering/removal of
the fin on Monday. We have started to place some components back on
the aircraft with the fitment of the left hand outboard aileron tab."
|
31
August 2006 |
|
Peter
Elliott reported from Southend: "The fax to Boeing was sent this
morning, so they will have something to occupy them for the next few
days. The mapping was done in A3 size and then halved to make it a
manageable size. The fin gear was fitted so all is ready for Monday.
We will have to move the aeroplane tomorrow as Lashams have an aircraft
movement into the hangar bay in front of us. This will cause some
lost production. Iain Hodgson, the Qantas co-ordinator of the project
paid us a visit on Monday and again today. He has been in the UK on
business so he paid us a visit to see how things are being done and
to advise on progress with the repair of components currently in the
Qantas system. He had some good news with the arrangement of a supply
of tyres, 8 main and 2 nose being shipped from Sydney this weekend.
We have to now arrange the fitment of the tyres but that will not
be an impossible task. The manpower situation is still critical but
there may be a light at the end of the tunnel. John Hamilton decided
we needed to be on sky cam so he hired a Cessna 150 for half an hour
of photography with several low slow passes over the 707 with the
gathering of all engineering staff on the wings trying to hide the
green patches where the corrosion had been ground away. He stated
it was successful so it will be interesting viewing on the video.
Shaun Bonnett, the young lad who helped us out with inspection of
the bilge area behind the potable water tanks in the rear baggage
hold, has returned from his holiday in France so he will be returning
to school next week. We will visit tomorrow and drop off his little
helping hand on the way to becoming an Aircraft Engineer. Young kids
that show potential have to be encouraged. More on this next report.
Well it is time to go and check what culinary delight awaits us in
downtown Southend tonight." |
01
September 2006 |
Peter
Elliott's 70th day on duty at Southend. Thank you Peter! |
Peter
Elliott reported from Southend: "The week has ended on a high
note with all hydraulic leaks repaired and leak checked with no further
defects. The leak in the left hand leading edge was repaired as per
a standard flareless union repair. The brakes were bled this afternoon
and all came up with a pass. The taxi test may result in further brake
problems but we can only hope all will be ok. The No 1 ac pump complained
with a few groans when asked to do some work but once the air was
out of the system it performed ok. We have ended the week on a high
note with the expected arrival of tyres next week and the return to
serviceability of the hydraulic system. Lashams had to play musical
aeroplanes today, which resulted in some lost time with the aircraft.
The hangar bay in front of where we normally park will be filled with
a C check for the next few weeks so this will leave us in peace for
a while. We will have to convince the tyre company on the other side
of the airport to do us a favour and do the tyre changes for us. The
French Supervisor in charge of the workshop (Fred) may have to experience
a fine drop of Australian red wine to help convince him of the qualities
of this project. The next big step is the removal of the fin, so watch
this space for the next enthralling episode from sunny Southend by
the Sea." |
02
September 2006 |
|
There
is another Boeing 707 at Southend. This aeroplane is the former Pan
Am 707-321C N473PA "Clipper Pride of America" (msn 19375)
which has been stored at Southend since 1998. Any possibility that
the aeroplane might fly again ended on 3 May 2003 when vandals set
fire to the cockpit. The aircraft was last registered EL-AKJ to Omega
Air. Its most recent operators include Occidental Airlines and Skymaster
Airlines of Brazil, who still operate the former VH-EBN.
UPDATE 25 March 2007:
The engines were removed from EL-AKJ on 15 March and the rear fuselage
and tail were cut off on 16 March 2007.
UPDATE 28 October 2008:
Added an image of the aeroplane being dismantled on 17 March 2007.
Within two weeks, all traces of the aeroplane were gone. |
04
September 2006 |
|
Peter
Elliott reported from Southend: "The week started slowly when
on our arrival at the airport, we found XBA parked in the reverse
position to normal. On Friday we had to position our aircraft to the
Eastern bay to allow the aircraft Lashams had in the hangar out for
engine runs and departure. We worked the aircraft in its present position
with the final grind of corrosion wrapped up by the corrosion crew
- Bob Hagon, Bob Phillips and Roy Finney finally hanging up their
die grinders. It's a job no one enjoys but something that has to be
done. They were ably assisted by the surgeon/artist in residence,
Da-vinci Hockey, on the green primer brush. It is a pity the fine
brush work will be lost when a coat of colour goes on the aircraft.
The final plot of corrosion removal will be faxed to Boeing for consideration.
John Hamilton completed his work experience at the Southend B707-138
repair base and he will depart for Oz on QF2, 05 Sep. He went away
with a clear understanding of the size of the project. Both John and
Brian thoroughly enjoyed cleaning of the interior and the polishing
of the engine cowls - I hope!" |
05
September 2006 |
|
Peter
Elliott reported from Southend: "Tuesday started on a high note
with Brendan from Lashams stating their crane was back from repair
and we would be able to use it. So, armed with that info, we prepared
to lower the fin... It is now 1513 hours as I type this and the fin
is still firmly attached to the aeroplane. Lashams have multiple aircraft
movements today so we are very low down the pecking order of things.
They have to look after their paying customers first. With a little
bit of luck we may be able to complete the fin removal tomorrow, depending
on our host's workload. The forecast winds for today and tomorrow
are 5-10 knots - satisfactory for removal of the fin, so keep your
fingers crossed we may have the fin sitting on the ground tomorrow.
The donated tyres have arrived in LHR so we will have them at SEN
on Thursday. I approached Aviation Component Repair Services again
to see if they could do the tyre changes and they can fit us in and
as well, have agreed on a very good discounted rate. Once the tyres
have been delivered, we will commence cycling them through to have
the new rubber fitted. We need volunteers now to blacken the tyres.
We have to have this aircraft looking better than JT's. That's about
all from the land of the permanent clouds." |
06
September 2006 |
|
Peter
Elliott reported from Southend: "Ladies and gentlemen, the fin
is on the ground and we did it without bending it or the aircraft.
The day started with a rush with the first part of the procedure laying
the fin over 90 degrees to the right and supporting it with a strut.
Next, Lasham's crane was positioned and an attempt made to lift the
now horizontal fin off the fuselage. Despite several attempts, it
would not depart its hold on its mother. The crane from Lashams was
proving limited in capacity and we could not remove one of the dummy
brass pins. It was decided to call lunch and investigate the reason
for jamming the pin and the 1/2 inch brass drift in the fin mounting
lug. The fin was left attached with the 1/2 inch brass drift and the
dummy pin. After lunch was finished, the fin had not departed to earth
so a large crane from outside was organised with a 30 meter jib extension
and 25 ton lifting capacity. I don't know the cost but I'd say it
will surely dent the budget. This crane arrived at 1450 and the fin
was removed and firmly attached to its transport trolley by 1537,
thanks to a great effort by Bob Horn (The Quiet Achiever),
Bob Hagon (The 707 Guru) and Roy Finney (The Fin Man).
They persevered against difficulties without a complaint. By the way,
the photos you will see have been digitally edited to ensure no one
thinks these blokes were taking any undue risks. The end of a great
day-- THE FIN IS REMOVED. O&O from the land of permanent clouds."
|
07
September 2006 |
Peter
Elliott reported from Southend: "Another day in sunny Southend-on-Sea.
The reinforcements arrived today - Al Chong, Dave Short and Bob Hodsdon.
Both Al and Bob have had a previous tour of duty at Southend so they
know what to expect. Dave is new to the effort to save this aeroplane.
Progress was made on the removal of the rudder from the fin with all
balance panels removed by knock-off time today. I have located a rudder
sling at Cambridge (Marshalls) and they have agreed to the loan, so
providing we do not have numerous bolts seized we might see the rudder
liberated from the fin in the near future. Note I did not stipulate
a day. The flap rigging was completed today. For this task, we'd normally
connect an external hydraulic test unit, a large capacity pump usually
driven by a petrol or diesel engine. Unfortunately, Lasham's hydraulic
rig is electric powered and it did not have enough power lead to reach
outside the hangar. The only alternative was to use one of the aircraft's
engine driven pumps, so we started No 2 engine to provide the flap
system hydraulic pressure. Not the cheapest way to rig the flaps but
it required a full 3000 psi and plenty of flow to ensure the flap
rigging was correct. So, for the second time in this exercise, No
2 engine started and idled OK with no obvious defects. The next step
will be a power run to get a true gauge of the engines. Roy Finney,
a tower of strength on the Heavy Maintenance work, departs for home
tomorrow. He was running around on top of the fin yesterday like he
was an apprentice again. A big thank you from the Board of QFM and
the 707 Team. O and O from sunny SEN." |
08
September 2006 |
|
Peter Elliott
reported from Southend: "The day we have all been waiting for
- a serious engine run. It is time to test the LRTs to see if they
can muster enough grunt to propel the old girl all the way home.
The day commenced with a phone call to Marshalls of Cambridge to
confirm their rudder sling was available for use on XBA. Not only
did they lend it but also they arranged for a delivery to SEN by
the afternoon. Once again, companies all over the UK are only too
willing to come to our assistance. The rudder was ready to remove
at lunchtime so it appears we will not have a marathon for the removal.
After lunch, as we approached Lashams hangar, the storeman handed
us a present of a box containing two slings, one for the rudder
and one for the elevator. We are so taken with the support offered
from local companies which has just been above and beyond. The aircraft
was prepared for the move to the engine run area, taxiway Bravo,
not far from where she spent her last six-year holiday. Lashams
provided a tug and crew for the move and once again, where would
we be without this company? Nothing is too much trouble. Half our
team drew the short straw and had to stay and progress the rudder
removal. Thanks to their hard work, when the engine run was completed
and we were towed back to the allocated position in front of Lashams,
there was the rudder sitting on its own transport stand. A job that
was done with a minimum of fuss and no great difficulty. An interesting
point was discovered - when No 3 hinge was removed, it was impossible
to turn. Just as well the rudder has a large hydraulic actuator
to move it otherwise it would never have moved. Well, I suppose
you want to know the results of the run.
No
1 engine: |
Trim
required. Engine made part power, and take off power will be
acceptable after minor adjustment. Thrust reverser worked OK.
|
No
2 engine: |
Made part power but started to smoke from turbo compressor area.
Will be investigated Monday. |
No
3 engine: |
Made part power but on power reduction thrust lever snagged
and would not return to idle. Engine would not respond to thrust
lever after this. Another Monday job. |
No
4 engine: |
Trim required. Engine made part power, and take off power will
be acceptable after minor adjustment. EGT was high at take off.
Investigation required. Thrust reverser worked OK. |
Definitions
LRT |
Little Round Thing. Small jet engine (707/737 etc) as opposed
to ... |
BRT |
Big Round Thing. Large jet engine (Jumbo etc) |
EGT |
Exhaust Gas Temperature |
Part
Power |
A set throttle position, less than take-off, higher than idle,
at which actual engine performance data may be matched against
target book figures. |
Trim
Required |
Adjustment of the fuel flow regulator, a fancy carburettor. |
O&O from PE
and the team in sunny S-o-S."
|
11
September 2006 |
|
13
September 2006 |
|
15
September 2006 |
Peter
Elliott's 90th day on duty at Southend. Thank you Peter! |
|
Peter
Elliott reported from Southend: "The important milestone of landing
gear retraction and emergency extension was hit today and all worked
as per book. This week has ended on an important high, with the rudder
hinge fitting support finally being removed from the fin after three
day's hard slog. All we have to do is find a new one from somewhere.
Sorry there has been no daily report for a few days, but this week
has been very hectic. Bob Hagon departed today after his second stay
trying to save XBA. Thanks Bob for your continued effort and help.
Regards, Peter." |
19
September 2006 |
|
20
September 2006 |
|
22
September 2006 |
Alan
Chong reported from Southend: "Gday from Sunny Southend on Sea.
Peter Elliott is currently returning to Sydney for a well earned rest
after almost 100 days on the job. We welcome Ernie Wearne and Bill
Hill to our team this week. Structural repairs to the fin are almost
complete. Drilling and attachment of the rudder hinges will commence
next week. Rudder attachment will have to wait for delivery of the
centre hinge support fitting . Marshalls will arrange free delivery
of the fin paint fixture tomorrow which will allow painting of the
fin and rudder on the ground after repair. Hinge fittings for the
rudder arrived today but require precision drilling, so jigs will
need to be manufactured to ensure a good fit. This will keep us busy
while painting is in progress. Number 2 and 3 engine fuel pump and
fuel control unit filters were removed, checked and found clean, so
no major mechanical failure of the pump / FCU was evident. Qantas
Stores at Heathrow advise that the shipment from Universal will also
arrive in the next few days." |
23
September 2006 |
Alan
Chong reported from Southend: "Gday from a very wet Southend
on Sea. Well it rained all day for the first time in a while. Peter
must have known it was coming and yes, our hangar roof leaks. Structural
repairs to the fin centre rib are now completed and awaiting the arrival
of the hinge support fitting. The stubborn right hand outboard aileron
hinge support has now been removed after great effort by Paul and
Bill in the wet. Entry door lubrication now completed. Air Livery
now report that their hangar is not available until Thursday owing
to difficulties painting the B-17. Painting is now scheduled for Thursday
28 September. Today was Bob Phillips' last day on the job. He will
depart for his tree hugging course on Sunday and will be greatly missed
by the girls in the canteen and the hotel and all of us of course.
Can somebody with influence convince Mrs Phillips to allow his return.
The fin support fixture hasn't shown up yet but hopefully it will
be here on Monday. Stores advise more avionic parts should also arrive
Monday." |
25
September 2006 |
Ross
Downes reported from Southend: "Baptism of fire over. Welcome
to the project, Rossco. Rainy day to start us off, even better. Steve
Jones of Air Livery confirmed that the aircraft will go into the paint
shop on Thursday afternoon for seven days. The rudder and aileron
hinge fittings have been received and sent to the shop for drilling.
The rudder/fin support stand has been promised for tomorrow or Wednesday
so we should be able to work on the fin and fit the rudder while the
aircraft is in the paint shop. Flap lubes are now completed and corrosion
rectification to the fuselage has been done prior to painting. Avionic
parts have been packaged and despatched to Sydney. All in all a busy
but fun first day. I think I have been smitten by the old girl already."
|
27
September 2006 |
Ross
Downes reported from Southend: "One sheet metal guy was borrowed
from ATC Lashams for 4.75 hours. More rudder hinge fittings have been
received from the work shop after drilling. The right hand outboard
aileron hinge bracket has been fitted and the aileron can now go on
tomorrow. A repair to the left hand forward fuselage was completed
prior to painting. The left hand main landing gear door has also been
rapaired. The nose landing gear steering cables have been cleaned
and lubricated. The left hand outboard aileron cable was also cleaned
and lubricated. Many portable oxygen bottles and other avionic parts
were received. Tomorrow we hope to fit the right hand outboard aileron
and repair the right hand air conditioning door prior to painting."
|
28
September 2006 |
Ross Downes reported from Southend: "Well the old girl has gone
into the paint shop today and should come back out as good as the
day she was built. The rudder hinge fitting has left the States on
Fedex. The right hand outboard aileron is back on with the balance
panels still to go. Olin Binge will go out and buy an anti-skid shield
he has found with the correct paperwork for $2200. The right hand
air conditioning door repair has been completed prior to painting.
The left hand main landing gear door sheet metal repair has been completed.
Aileron build up has started." |
29
September 2006 |
Ross
Downes reported from Southend: "I spoke with the paint shop supervisor
today and they are going to strip and treat the top of the wings.
I also asked if they have the time and some spare paint if they could
scuff and roller the top of the flaps but I am not sure if that will
happen. Colin Binge has come up with an alternative for the missing
rudder panel so we have asked for a photo to see what it looks like.
The right hand inboard aileron is back together and ready to refit.
The remainder of the rudder hinges have been fitted. We are now working
on clearing up cowl defects until the bird comes back out." |
02
October 2006 |
Ross
Downes reported from Southend: "The painting of the aircraft
is coming along. Stripping is completed. The fuselage inspection found
only minor defects which have been rectified. Barrel sealing and treatment
has been completed. Colin Binge has been requested to buy the missing
rudder panel as photos have been received and it looks ok. The rudder
hinge fitting has arrived in Sydney for rework. The replacement upper
scissors link for the nose landing gear has been received. The second
closure rib and skin have been removed from the lower rudder. We are
working on defects where we have access to the aeroplane." |
06
October 2006 |
|
Alan
Chong reported from Southend: "Gday from Soggy Southend. It rained
all day so it was lucky that the aircraft was in the hangar while
the paint was wet. Val Wearne is still here with no space on flights
for the next few days. No work was achieved today as the rudder hinge
fitting is holding up the works. The aircraft exited the hangar late
this afternoon sporting its original livery. It's amazing how a little
paint can make an old girl look good." |
09
October 2006 |
Media Release
by the Australian Minister for the Environment and Heritage, Senator
the Hon. Ian Campbell.
Historic
707 still calls Australia home
Australia’s
first jet plane – a 1959 Boeing 707 and the oldest in existence
– will return home next month to become part of the nation’s aviation
history, following a grant of one million dollars from the Australian
Government, the Minister for the Environment and Heritage, Senator
Ian Campbell, and Qantas Chairman Margaret Jackson announced today
in Sydney.
“This aircraft is a significant part of our national identity,”
Senator Campbell said. “Its arrival in Sydney on 20 July 1959 changed
the way Australians thought about their relationship to the world.
“The jet symbolises that monumental change in thinking because for
the first time everyone had an affordable and fast way to travel
overseas by air. The 707s reduced the Sydney-London trip from 48
to 27 hours, and crossing time for the Pacific from 28 to 16 hours.
“Not only did this important jet plane broaden Australians’ horizons,
it brought many migrants from the United Kingdom and Europe to their
new homeland.”
The recovery of the historic aircraft from the United Kingdom is
a vision of the Australian Government and the Qantas Foundation
Memorial, a non-profit organisation aimed at ensuring the conservation
of Australia’s aviation history. The aircraft was the first jet
owned by Qantas and was designed and built to Qantas specifications.
It was also the first jet registered in Australia and the first
US commercial turbojet to be sold outside the USA.
“Although the jet hasn’t flown for over six years it is in excellent
condition and is now being restored to flightworthiness for the
return journey home,” Senator Campbell said. “Its final destination
is the Qantas Founders Outback Museum in Longreach, Queensland,
the birthplace of Qantas. “From the pioneering brothers Ross and
Keith Smith – the first to fly from England to Australia in 1919
– to Kingsford Smith and Ulm’s ground-breaking circumnavigation
of the globe in 1929, Australia has been at the forefront of achievements
in aviation. “I look forward to welcoming this important part of
our nation’s heritage when the 707 comes home next month.” Australian
Government support will assist restoration of the plane for flightworthiness,
construction of a concrete pad and equipment to secure the aircraft
in its display hangar at Longreach.
|
23
October 2006 |
Norman
King, QFM Flight Operations Administrator, reported from Southend:
"Dark and damp. A familiar scene replays as we taxi in to begin
my second session at SEN. I had left a late summer behind two months
ago but now I'm reminded that in the UK, months that end in ---er
are best spent in the other hemisphere. A text message from Peter
tells me to look for my pickup at Starbucks and soon we are on the
M25 heading for Westcliff, the Erlsmere Hotel and home for the next
few weeks." |
24
October 2006 |
|
Norman
King, QFM Flight Operations Administrator, reported from Southend:
"Three full cars drop off their loads of workers at SEN and as
I walk onto the hardstand I confirm my opinion that an aeroplane minus
its vertical stab, no matter how fresh the paint, is not a good subject
for photography. I can't wait to help the experts put the tail back
on, which is one operation for which we need good weather. It won't
be done in the rain. Within minutes, the team is at work all over
the aeroplane, the Boeing engineers from Amberley adding a huge presence
to the bustle that is now the mood here. They also have the biggest
tool boxes you have seen. During the day, the Marshalls of Cambridge
engineer arrives and performs the rudder balance and tells us that
will probably be his last since he's about to change employers and
move to Norwich to start with KLM. All the best, Gary and thanks for
adding to the history of XBA. Roy Finney and Bob Horne trundle the
rudder out of the hangar and all of us lift it to flop it over as
it is brought up next to the fin ready for reattachment. Funny how
most of us wanted to go to the light end to lift leaving Peter at
the base. At lunchtime, Denis Martin, Paul Wilkinson, Dave Short and
I begin some functional testing of (tech speak for playing with) the
FMS. This of course reveals a snag that will require yet even more
manhours to solve. Typical of this phase of the operation, as components
are returned from overhaul, installed then functionaled, glitches
appear. Frustrating, but reality. Fresh in this morning on the QF31
is Peter Asplin who awaits us as we return home. Welcome, Peter. The
forecast is for rain tomorrow."
Thanks to the Boeing Australia Team |
25
October 2006 |
Norman
King, QFM Flight Operations Administrator, reported from Southend:
"The Team held a progress review today and regretfully rolled
the fly-away date to the right. The factors that drove that decision
are myriad, with weather deterioration, lethargic parts supply and
system failures occurring during functional checks the predominant
causes. For example, the F/O's #2 window produced sparks and smoke
when the window heat test was being done today. The bus bar overheated
and to make sure we had a completely dead window, several cracks radiated
in the outer pane from the bus bar hot spot. Waking an aeroplane from
a 6 year deep sleep is problematic. On the plus side, the rudder was
attached to the still horizontal fin today and another day's work
to panel up and connect all the linkages should see it ready to mount.
Avionics work continues to reveal odd problems such as attitude warning
vane heating inop but Denis Martin, Paul Wilkinson, Norm Mackay and
one of our Boeing engineers, Brett Godby have been having more success
than not, so are confident heat will be soon restored. Our Patron,
Ron Yates, in Paris for a safety conference, has called to say he
will visit on Guy Fawkes Day, 5 November. Jeff Watson is filming at
present and has welcomed the chance to grab some history on film as
Ron is reunited with his 'baby'." |
26
October 2006 |
Norman
King, QFM Flight Operations Administrator, reported from Southend:
"Peter Asplin has refreshed his 707 skills over the last two
days and has been part of the fin and rudder team with Roy Finney,
Bob Horne and me working all day on the vertical stab. Hundreds of
new fasteners and 8 hours later, we are 99% on the way completing
the build up and are confident that if the weather and crane stars
are in harmony, we will mount on Monday. In good news today, we determined
the air conditioning packs ran successfully and that #2 Turbocompressor
is operational when a new shut off valve is installed. Just to balance
this good news off was the discovery of cracks in the diffuser cases
of both #1 (serious) and #3 (minor). Speculation is that heat treatment
after repair prior to the last C check manifested itself after our
recent engine runs. One step forward... " |
27
October 2006 |
|
Norman
King, QFM Flight Operations Administrator, reported from Southend:
"A clear but cold day dawned, with 0700 showing the promise of
some sun. As Jeff Watson said, it looked like an f16 at 1/200 sort
of a day. The last of the overhauled main wheels were changed this
morning, Roy Finney and Peter Asplin playing the starring roles as
cameras rolled inches away from their faces. A bright morning brought
another bright spot in our day with our Curator and nominated Flight
Attendant for the return Karen Glass, visiting this time with a huge
tin of Anzac biscuits to share. She and Ken Cannane went through the
many aspects of running the cabin and contributed greatly with her
knowledge of things CIQ, especially with regard to the quarantine
regulations applicable to the US. Ken was most impressed with her
professionalism and knowledge. The fin prep was completed and at last
some panelling up was commenced with many square feet of wings and
struts now a bit more aerodynamic. A sizable number will do a day's
work tomorrow to try to drag back a few of the lost hours. The request
for a crane to lift the fin is in limbo, and we await the lifting
company's reply. Robert Phillips returns to the fray on Sunday. Sydney's
answer to the diffuser case cracking is still to come but looks as
if it will be OK to do provided it's patched over the weld." |
28
October 2006 |
Norman
King, QFM Flight Operations Administrator, reported from Southend:
"With the setbacks of this last week in mind, 6 of us took the
decision to work XBA today (Saturday), in an attempt to scrabble back
some of the time-shift the project has taken to the right. Peter Elliott,
Bob Horne, Roy Finney, Norm Mackay, Fab Romanin and I made a leisurely
start to the day and at 0915 were at the aircraft with outboard aileron
lockout hook up and aileron rigging for the framies and fuel flow
indication rectification for Norm Mackay, the aim. Fab Romanin came
out to knock over a few more sheet metal repairs. The weather was
good with fair skies and sunshine to greet us and things appeared
to be progressing well. Norm Mac found a wiring problem that was the
cause of #2 fuel flow indication creeping at 500 lb/hr with the engine
static while the aileron work was carried out. The flaps had to be
raised and extended many times to allow the aileron work to progress
and we had almost completed our tasks when, during the final flap
operations there was a disheartening call to switch off the #1 Aux
Hydraulic Pump because hydraulic fluid was spraying in the right wheel
well and we were losing Skydrol - yet again. Result? Work that had
only been done yesterday to button up the area of the leak had to
be undone and the offending line removed and repaired. Frustrating
to say the least but we were in the end, ahead by a day, the B nut
due to split on Monday when this work would have been done. The line
is now removed and the repair complete with only (!) the installation
to go. Aluminium B nuts will be near top of our Most Trouble Inducing
Component list. With this, we departed to launder our Skydrol soaked
gear and a take a bit of a weekend break. Sunday will be a full day
of rest." |
30
October 2006 |
|
Norman
King, QFM Flight Operations Administrator, reported from Southend:
"The crane Peter had ordered was waiting for us as we walked
onto the hardstand at 0800, the first sunrise of this post-daylight
saving period promising a fine morning. Nil wind, eager workers who
had been going over it in their heads in bed before going to sleep
(thanks Bob Horn) and a professional crane driver set the scene. This
was going to be a significant day, no doubt.
Ben Hunter scaled the scaffold to attach the crane to the sling, jumped
down and slowly the tension increased in the cable, and the fin and
rudder were on their way.
Ready on top of the fuselage to receive the one ton lump were the
aptly named Roy Finney, his doubles partner, Bob Horn and not to forget
that there are electrons involved in this, Paul Wilkinson, gloved
up and ready to hook up the 7 electrical connectors for radios and
yaw damper. On the ground, a dozen cameras were there to ensure no
angle went uncovered. Jeff Watson and Dave Telfer, his cameraman made
sure we all looked like amateurs but our website pics come free.
It is now about 0810 as the fin approaches the height where mount
forks and lugs must meet exactly in order for the pins to slip into
the holes that marry the fuselage and vertical stabiliser to form
one unit. So well rehearsed were this trio that with only about half
a dozen hand signals from Bob, the satisfying clunk of the first pin
sliding into place was heard only 5 minutes after the two pieces gently
came into contact.
If ever an engineering operation started smoothly, this was it. The
minimum of fuss that went on was probably a bit of a disappointment
to the documentary makers but to us, it was pure magic.
At this point, attached by the right side pins but still horizontal,
our fin is held level by the crane but a jury strut has to be installed
to hold it so, while the crane is disconnected.
Again, a few deft movements with the required links and the strut
is in place and we hold our breath while the crane jib is lowered
and the cables go slack, the strain now taken by the bright red strut.
Forty minutes after he has hooked up, and £550 later, the crane driver
is on his way, oblivious to the perfection he has just witnessed.
Next, the fin has to be raised through 90 degrees to the vertical
position and the left mounting pins installed.
To do this, we again call upon our ATC Lashams friends and a tractor
and driver appear as Roy and Bob erect the A frame that will add the
mechanism to allow a cable to be connected to the tow bar that will
pull the fin up to vertical.
Another pause for breath as the tractor reverses and the new cable
tensions up under the weight of the fin as it slowly transfers the
strain from the jury strut. When exactly the right force is applied,
the strut can now retire and again, it's with the pretty-to-watch
economy of motion of the fin boys that the strut comes off and the
tractor driver's skill is now the key to success.
He creeps it backwards and the fin now starts its upwards arc, the
big worry now to restrain it from going over-centre if it goes past
vertical. To prevent this, the tug-o-war team is pulling on a rope
in opposition to the tractor, they on the right and the tractor on
the left but there is once again the beauty of a team doing what it's
perfected in the mind and the gentlest of clunks announces the meeting
of the left side lugs. It's up.
The final bolt installation is mere routine and at 0940 the fin is
declared bolted in place.
The statement this makes is enormous. A sense of real achievement
settled on us and the smiles are back on many peoples' faces, the
biggest of which is now on our Engineering Manager's face.
In other news, the hydraulic system is contained again, with Saturday's
leak repaired and tested.
Peter had planned an engine run late in the day but in the usual manner,
sod's law applied with the one and only Ground Turbine Start Unit,
GTSU, unavailable because it had been taken to London City Airport
to rescue someone whose APU must have failed. Tomorrow.
The day ended at The Fisherman's Wharf which rang to the sounds of
16 very pleased engineers, one wife and visitor Bruce Chivize from
Qantas Engineering as we toasted the Boeing contribution and wished
them and Dave Short, our radio volunteer, God speed, and paid tribute
to Bob Horn and Roy Finney, and Paul Wilkinson for their slick act
in making XBA look like a real aeroplane again." |
31
October 2006 |
|
Norman
King, QFM Flight Operations Administrator, reported from Southend:
"After yesterday's brilliant sunshine, today dawned with that
light in the sky that said "Rug up". The visual progress so beloved
of Qantas engineering managers of the '60s was a tad absent today,
but with yesterday's statement standing 44 feet tall, we could be
forgiven. We did however, make an audible statement with idle engine
runs done to prove Fuel Control Units, leak check fuel systems, run
airconditioning packs, tubocompressors and provide some entertainment
for Jeff Watson. Nothing spectacular, but added up, the project went
forward with no backward steps taken. QFM Director John Hamilton phoned
to check on progress and told us that it was 38 deg back home. Here
it was 10 deg at the end of the day. Thanks, John. A little distraction
appeared in the form of a Monarch 757 that went past the corner of
my eye at a speed I thought meant take off. I stepped back to look
at it, expecting to see it rotate. Instead there was a huge cloud
of dust as it came to a stop which couldn't have been far from using
Woodbury Lane as a taxiway. About 30 seconds later the firies sped
past and there was a discussion in which "smoke" was mentioned. From
the pilot's underpants, was the riposte from our group. Nevertheless,
something to think about for our operation. SEN is not too long." |
01
November 2006 |
|
Norman
King, QFM Flight Operations Administrator, reported from Southend:
"Twelve Michelin Men descended on XBA today, bucking a 25kt headwind
on the way to the the hut with the promise of only weak sunshine to
add some warmth. Nevertheless, since the fin went on, the mood has
been decidedly upbeat, with the sense that the end is in sight. As
Peter has said, it's only a lot of 5 minute jobs remaining. As if.
We have had the pleasure of having had one of our Sydney Qantas Engineering
contacts drop in to spend some time on the job with us. Bruce Chivizhe
has been with us for three days and the famous 707 magic has been
woven after he walked a few days in our remote, distant shoes. That
tyrannical distance so beloved of authors is now very real to him.
All the same, it was good to be able to refine some of the processes
that should see speedier parts delivery result. Bruce departed this
afternoon with a bag full of notes and his To Do file bursting. On
the aeroplane, there wasn't a lot to see for the effort put in, with
the highlight of the day being the Air BP bowser's visit to put 14
000 litres of fuel into the 4 main wing tanks. This gave us the chance
to look at tank integrity after some component changes and all went
well as far as leaks were concerned. What did show up was a gauging
problem with #2 Main Tank that has been problematic from the beginning.
Where 6100lbs should be indicated, it's reading 3800lbs. More head
scratching for the avionics guys. After daylight saving ended, we
have discussed moving the work day start time forward, so as to stay
in the daylight at close of business. The sun goes down around 1700
now, and the last half hour of our current day needs torchlight to
complete. In the sense of unity, all agreed to give it a trial. Great
to see all pulling in the same direction. Tomorrow is forecast to
be 3C min and 10C max with a 10 kt North Westerly. We can handle that." |
02
November 2006 |
Norman
King, QFM Flight Operations Administrator, reported from Southend:
"Today saw more panels going onto the aeroplane with the corresponding
increase in floor space in the office a heartening sight, not to mention
convenient. This has become the progress indicator of the most tangible
kind and all have a look in their eyes that says the sense of completion
is kicking in. Areas progressed today include the continuing diagnosis
of the #2 Main Tank Quantity Indication defect, which Denis Martin
unfortunately believes is due to a defective Compensator. This means
a tank drain, ventilation of 24 hours before humans should get in,
maybe 12 for avionics personnel, a few hours to swap out the component,
refilling the tank again and calibration. Assuming we can purchase
the part within the week, that means another sizable dent in the schedule.
On the diffuser case cracking, we have a promising lead into Turbine
Motor Works, in Cambridge, who are responding in very much the way
all our UK providers have, with a can-do attitude which seems to follow
any mention that the work is on our rare and historic aeroplane. We
are becoming quite good at pleading our case. Cold but less wind made
it a better day." |
03
November 2006 |
|
Norman
King, QFM Flight Operations Administrator, reported from Southend:
"Last night, Craig our friendly chef did a special meal for 14
of us. A plate piled high with roast turkey, vegetables, cranberry
sauce and roast potatoes stopped us in our tracks but somehow we managed
the apple pie and ice cream that followed and then put in a super
effort to clean up the cheese plate for a finale. I can't speak for
everyone, although I'm sure most would agree, that this was the closest
thing to home cooking we'd had for quite a while. It's these simple
things that make such a difference to the overall morale and another
dining-in night is planned again for next week. Oh, and four bottles
of a French red disappeared during the night's feasting, as well.
So, on full tummies, first thing this morning, more pics of the engine
cracks were sent to the potential repairer, Turbine Motor Works of
Bury, Cambridgeshire. By 1100, they responded with the good news that
they can do the #1 engine diffuser case repairs. The bad news is that
they can't do it on the wing. Heat treatment to normalise the area
where welding will be done is not possible in the open. The good news
is that yet again, our best friends here have a complete bootstrap
engine change gear kit, an engine stand, the works. The best news
is that by 1645, the engine was in the transport stand and ready for
collection. TMW has put a 3 day turn time on it with return next Wednesday.
With that efficiency the filip, once again, the team spirit took over,
with all hands to the winches and more Pratt and Whitney JT3D engine
change experts on hand than had been gathered since 1968. With fading
light, the tools were put away and a satisfied band of weary workers
plodded off home, the prospect of a day or two off lifting their mood.
TMW, by the way, overhaul RAAF 707 engines. Our mate Frank Bowden,
one of the quiet generation who do and don't trumpet, leaves us today
after a three week stint grafting away at the regs side of the project.
To relieve the, um, boredom he got out and about to help with panelling
up but more importantly, he has packed up many stray components into
manageable sized boxes ready for either shipping or carriage on the
delivery, which has made the office much more habitable. Thanks Frank,
travel safely and may your creaking joints recover soon. An eventful
end to a great week." |
06
November 2006 |
|
Norman
King, QFM Flight Operations Administrator, reported from Southend:
"More bits and pieces are finding their way off the hardstand
and into place on the aeroplane, with Robert Phillips installing the
last of the sailboat fairings onto #4 engine the most visible. To
counter this progress, the largest part, in terms of mass, left today
in a truck bound for Turbine Motor Works, with the turn time still
predicted to be three days total. By Wednesday, we should have #1
back with a crack free diffuser case. Late morning brought with it
an historic moment when our Patron, Dr Ron Yates, together with his
sister, June Harvey, visited us. He has long been excited by the prospect
of his reunion with the 707-138 for which he drew the specifications
nearly half a century ago and so what a privilege it was to be with
him when he set eyes once again on the very first of his 707s. Ron
had been to Paris to attend a safety conference and put aside some
time in London following that in which to come out to Southend. He
made a point of meeting all those working at the airport that day
and to spend some time thanking each individually for their contribution
to the project. We took the opportunity to introduce him to Ian Dorling,
ATC Lasham's Hangar Manager, who joined Peter Elliott and me for lunch
at a local pub. We were heartwarmed to witness rapport that immediately
developed between Ian and Ron, with their common philosophies regarding
the importance of people in the organisation. Of particular interest
was the initiative Ian has taken in introducing an aircraft maintainence
apprenticeship scheme to the area, previously without the requisite
college course into which to place the trainees. Ron and his sister
were astounded at the condition of XBA and left with the hope that
all would go well for a an early departure. His gracious nature is
something to which we all aspire and his visit touched all of us.
We are becoming aware of the ever increasing demands on ATC Lasham's
facilities when, late this afternoon, we had to move XBA about 30
feet to the right to free up some hardstand to allow a BBJ to park
in front of the hangars. #4 engine is now almost in the office. Four
nose wheels arrived today, so now we have a complete set of fresh
wheels and tyres. We still await a Fuel Control Unit but #2 Fuel Quantity
indication has come good. An hydraulic pressure shortfall is still
unresolved. Some of those 5 minute jobs, Peter?" |
07
November 2006 |
|
Norman
King, QFM Flight Operations Administrator, reported from Southend:
"There wasn't much to entice us to work today, the damp, dark,
cold morning not promising much else but more of the same, all day.
And so it was. Despite the gloomy weather, we all felt that the dear
old girl may finally be giving up the fight to remain a ground hugger,
when in the wash up of the day's toil, we declared it an all-steps-forward
shift. There has been a remarkable change in the way the aeroplane
has behaved following Ron Yates' visit. No, it's an inanimate collection
of aluminium, steel and rubber and has no life. Can't be. But how
do you account for two fuel quantity indication defects that have
self-rectified? Pay another visit, Ron, anytime. Not due to any mystic
reason but to his powers of deduction and a bit of home study, Ben
Hunter has isolated the reason for the low hydraulic pressure and
has removed the offending component - the left wing cooling loop restrictor.
With this out of the system, a healthy 3000psi is now indicated with
the #1 Aux Pump on, where only 1900 was previously seen. Well done,
Ben. In another box tick, Peter Asplin and Bob Horn swapped over the
two nose wheels which we had been waiting for for so long (thanks
Bruce), and while they were in wheel change mood, replaced the last
two main wheels with fresh ones. We now have a ship set of new rubber
(Thanks Mr Goodyear) and refurbed wheels. Norm MacKay discovered the
reason for the inop windscreen wiper and after a clean and lube of
a teleflex cable drive, all is set for ops in the rain. Dr Robert
and I attached the sailboat fairing to #4, panelled up the strut,
and replaced missing or corroded rivets in the upper fillet flap fixed
skin which means my Cherry Max rivetting diploma is not far off. The
missing balance weight for the left elevator tab arrived and Peter
himself attached it to complete the empennage work. Roy has been in
the one spot all day, worrying the right outboard spoilers into submission.
Denis and Paul are progressing the oxygen systems and the arrival
of new portable bottles was welcomed. A great day's progress with
finally, nothing to detract in the way of an XBA pop-up. Oops, how
un-Australian can we be? We failed to run a Melbourne Cup Sweep! What
does this say about this dedicated band of ginger beers? Heaps. The
ramp outside ATC Lasham's is beginning to take on a cluttered appearance
with the latest arrival a swoopy BBJ joining the queue for shed time."
|
08
November 2006 |
|
Norman
King, QFM Flight Operations Administrator, reported from Southend:
"We carried out a wet spin first and were pleased to see the
fuel vapour appearing in the exhaust, as it should. The starter motor
was doing its job and the turbine spun smoothly and accelerated up
to max motoring without problem. The starter was disengaged and the
engine started its run down, during which time Robert Phillips and
I started to mop up the exhaust pipe, soaking up the now pooling fuel.
After it was declared dry, it was now time for fuel and ignition.
Norm MacKay asked for the clearance and it was given: "Clear to start".
Once again the starter whined, the engine commenced spooling up and
there was the gentle whoompf of ignition, a few short flickers of
orange flame and the hot exhaust gases started the mirage thing going,
even in the 10 C deg afternoon air. Starter cutout again on schedule
as the turbine accelerated to idle. For the first time in 6 years
- The APU runs! What a satisfying thing to be part of the gang tasked
with bringing this long-idle engine back to life. Mr Garrett's product
behaved impeccably, and after a warm up, Norm MacKay tried to apply
APU generator power without success - yet. The pneumatic capability
of the unit was tested and soon both airconditioning packs were running
off the air provided by this very important component. Confident that
the sparkies will be able to sort the voltage problems, we will be
able to dispatch the aeroplane with a vital capability, that of being
independant when it comes to electrical power and most importantly,
pneumatic pressure with which to start engines. Earlier in the day,
we were paid a visit by another crew member, this time another of
the pilots, Brett Phoebe who was on service and slipping in London.
He took time to famil himself with the IRS and FMS, with much advice
and information from Denis and Paul. In other successes today, we
have a First Officer's #2 window on its way from SYD, Roy has almost
completed his checks of spoiler throws, and our engine off at Turbine
Motor Works had passed all the Non Destructive Testing after heat
treatment and was on its way back. It would have arrived this afternoon
except for one of those common problems oft encountered in this country
- a major traffic jam. The truck carrying it was caught in the car
park known as the M25, in the Dartford Tunnel, and wasn't able to
make it here today. Tomorrow is promised. Once again, we seem to have
had a no backward steps day, our second in a row, and we left the
airport with once again the feeling that XBA will soon surrender completely."
|
09
November 2006 |
|
Norman
King, QFM Flight Operations Administrator, reported from Southend:
"Our friends, Turbine Motor Works, headed by Tom Vaughan, Managing
Director and General Manager, and our direct contact in that company,
Dave Billington, Customer Relations and Support Manager, delivered
big time today. Our repaired #1 engine, NDTed, welded, heat treated
and delivered, ALL at NIL COST, arrived just on lunch time. What can
we say about such largesse? Once again the mention of an Historic
707 is the aviation equivalent of the magic wand, and another UK company
falls under the spell. How blessed are we when it comes to making
the right connection. They are also supplying the last FCU at cost.
It should be in the UK tomorrow, coming from the US. From delivery
of the engine at the aeroplane, 38 minutes later, we had a four engined
707 again, with all three bolts torqued up. The Team is getting more
proficient with every operation, but we hope we don't have to test
ourselves again when it comes to engine changing. Not all were involved
with the re-engining, and one seemingly simple job, allocated to a
seemingly competent, at this level, worker, me, was to prove a challenge.
"Find out which toilets are dumped through which dump chutes, Norm,"
asked Peter. "OK, Pete, give me a moment." Never having had much of
a relationship with Roylyn products, I was soon to find out why I
had avoided this aspect of the aeroplane. How long should it take
to remove two toilet dump caps, operate three dump levers and check
which toilets no longer contain fluid? Don't ask. One cap came off
with the combined effort of two of us and a strap spanner but the
aft cap? We had to destroy it to remove it. The quintessential crappy
job. Robert P and Norm MacK have my sincere thanks for lending their
assistance in this highly prestigious engineering task. I apologise
for the poor segue to the departure of Peter Asplin who leaves us
tomorrow morning. Peter melded instantly and his good nature, cheery,
positive approach to any and all tasks and natural ability leaves
us short by one enthusiastic worker. We farewelled him with dinner
at the Joy King Restaurant and he leaves us with a full memory chip
of the Southend Experience. See you in Oz, Pete." |
10
November 2006 |
|
Norman
King, QFM Flight Operations Administrator, reported from Southend:
"With only half an hour's work left on the #1 engine connect,
Ben Hunter and Bob Horn were ready to run the newly installed engine
before 0830. Easy-peasy. The two Norms, now called the Number Ones
in Number Twos had a full day ahead chasing the elusive toilet drain
system, figuring out how to drain the two centre toilets, the only
aid, a wiring diagram of how the pumps were connected electrically.
This meant lots of panel removal to chase wires, relays and switches.
The last had been the subject of a full-scale search by Ken Cannane
and Peter Elliott some time ago and both had given the aeroplane a
nose to tail going over without success. No wonder. It took hours
of following wiring, pulling toilet shrouds, megger testing, plain
old basic nutting out and original thought, before Norm Mac found
them. Completely hidden and out of sight inside cupboards down low.
With high expectation, we operated the first one with success, the
toilet contents finding their way down the aircraft's snaking colon
to the equivalent of the rectum, to finally be expelled via the Roylyn
equivalent of the anus. Graphic? You'd better believe it. Making the
toilet system is totally unglamorous but essential for the comfort
of the three pilots, the two flight engineers, the flight attendant
and the travelling engineers. We finished the investigation with the
good news that the second of the centre toilets has a colon blockage
and the application of compressed air to the line only resulted in
some reflux. We have some surgery to perform tomorrow and the surgeons
are more anxious than the patient. To contrast this we were rewarded
with the engine run for which all had been waiting, and this time
we used the APU to provide the start air supply. What a puffer it
is! Engine starts were faster than I could recall and the output is
very high. Full marks to the APU. We started #1, #2 and #3, but not
#4 because we were still short its FCU. Idle trims were done and some
upwards adjustment made without problem. One thing we wanted to check
with engine driven pumps supplying the hydraulics was flap operation
which was in progress when Paul Wilkinson, on the Flight Engineer's
panel, called a rapid loss of hydraulic contents. Pumps were shut
off with the shut down of all engines immediately after, due to the
call from the ground that there was a Niagara Falls thing happening
in the left wheel well. Once again, our Nemesis, Skydrol leaks, had
struck again. We deplaned to see a lake of fluid on the ground under
the left gear and the offending part was quickly identified. The return
filter housing had split. Easy to get at, its replacement will be
a doddle. Obtaining one will be the next question, this part being
-120 series specific. -300s had a different housing, so our usual
source of parts will not have one. With that, another Saturday detail
has been volunteered for by all, so we can catch up again, all part
of the delights of being here in SEN." |
11
November 2006 |
|
Norman
King, QFM Flight Operations Administrator, reported from Southend:
"The luxury of an extra hour's sleep that goes with a Saturday
start seemed not have been grasped by many, with most of us at breakfast
at 0800 saying we'd been up for hours before the alarm. The cure here
is to turn on the free-to-air tellie, any channel will do, then watch
for a few minutes before falling back into a deep coma. Explains why
there is a huge uptake for pay TV, with almost 9 out of 10 homes sprouting
a dish. And so it was a dozy bunch, all the Team, who wandered onto
the hardstand on the most brilliantly sunny morning we'd had for a
while to progress the aeroplane. To cut a short story even shorter,
XBA now has a complete suite of toilets, 4 in total, that shine and
sparkle, flush on demand, and which can be dumped at will. Norm Mac
swears he saw a smile on the radome as she had her first decent flush-out
in 6 years. We also reckon the hydraulic leaks have been frequent
because she'd been straining for too long, and now predict a drop-off
in Skydrol usage. That's the end of the loo saga, we trust. Meanwhile...replacing
the hush-kitting and cowling up, Paul Wilkinson, Bob Horn and Ben
Hunter made real vis prog and only #4 is half-dressed, awaiting the
FCU which the tracking info says was at East Midlands Airport last
night. TMW will deliver as soon as it's cleared. Maybe on Monday we
will have a completed engine to run. At the end of the day we had
a small shopping list, and with two main items on the list, we went
forth to acquit it. On the list were a toilet cap to replace the demolished
one and an hydraulic return filter assembly to replace the one that
split its bowl last night. Just before we left for the shops, Robert
Phillips asked me to look for a flight deck door handle set to replace
the one we are obliged contractually to remove. OK, I'll see what
I can do, I replied and set off. We were in luck, as the spares department
ran to both a toilet cap and a filter. Good start, but in the most
amazing happenstance I've encountered, listen to this. The toilet
cap was difficult to access, located as it was at the rear of the
shop, and a small struggle ensued during which the cap came away suddenly,
accompanied by a clatter of something solid dropping out as the cap
came off. Looking down to see what fell out, not only was I pleased
to see it was not brown and oozy, but almost glistening in the late
afternoon sun was...a flight deck door handle set. We rolled on the
tarmac, laughing our heads off at this amazing provision and returned
to our piece of Longreach with a satisfied smile on our faces, packed
up and came home. In another sad farewell, we all said our grateful
good-byes to our UK Logistics Manager, Tom Coe, who paid us a last
visit before departing the UK for a bit of R&R in Australia prior
to taking up a posting in Singapore. With him, as a departing, intuitive
gift, he bore a carton of XBA's favourite drink - Skydrol. Without
asking, we were once again provided with exactly what we have needed
and Tom's prescience is another of those minor miracles that seem
to accompany our labours. Serendipity is becoming the norm. So, it
is with regret that Tom and Ann depart the scene before the aeroplane
with which he has had such a long relationship. Thanks mate, for all
that shipping, on forwarding, dispatching, sourcing, "borrowing",
supplying and, last but most importantly, the reservations service
you have provided that has made travel so seamless for all of us.
KT is looking forward to your arrival (practice your karaoke) and
we'll catch up with you in Longreach when XBA arrives. Sunday is a
well deserved day of rest, with sunshine forecast. Bewdy." |
13
November 2006 |
Norman
King, QFM Flight Operations Administrator, reported from Southend:
"I'm tired and I want to go to bed. Peter, Ken, Denis and I were
awake at 0530 in preparation for the 0600 SEN time conference call
with the Sydney Support Group. After a day's slog, Peter and I went
back to the airport at 2000 to meet the two employees of Turbine Motor
Works who delivered the precious FCU to our aircraft's doorstep. Just
back from a late dinner, so this will be brief. All avionic components
that needed to go through a shop have been dispatched, the wheel and
tyre shop doing the last nose wheel has advised that there were 3
through-bolts bent at the thread root and will need to be replaced.
They are sourcing them and will know tomorrow whether the wheel can
be completed by Wednesday, as planned. The replacement hydraulic return
filter bowl was installed and the hydraulic reservoirs were drained
of old Skydrol and replenished with Tom Coe's supply. All but #4 engine
are cowled up and ready to run, with that engine planned to be fully
fettled tomorrow afternoon, with Ben the nominated FCU installer.
There will be no shortage of assistants. Bob Horn, aka Wiley C Coyote
and Roy Finney, aka The Road Runner, have just about run out of flight
controls to rig and have the vertical stabiliser ready for final paint
additions. To that end we went to visit Air Livery after lunch and
arranged the completion time. By the end of the week, we should have
all the fan cowls and nacelles in grey, the aluminium side cowls polished
and all the mandatory decals added, including the door surround contrasts.
There is a cough and sniffles bug taking its turn at taking the edge
off us, one at a time, but it's a low level nimby and we are all confident
none will succumb to anything more debilitating. In all, not a huge
step forward today but the light at the end at least hasn't shrunk.
Peter has requested me to accompany Denis and him on the way home
on the delivery flight as an extra pair of arms and legs, to which
Ken has added his Regulatory blessing, a privilege not lost on this
scribe. My admin levels are now soaring, with the issue of my B1/B2
US visas being high priority. TMW is looking at ways of providing
spare engine capability trans-US. All with a polite and enthusiatic
attitude, laced with empathy that comes from a guv'nor who has recovered
27 B707s in his time. We picked a good supplier, there. The log looks
like continuing a few weeks more." |
14
November 2006 |
|
Norman
King, QFM Flight Operations Administrator, reported from Southend:
"The FCU was waiting for us, as we knew, and I wheeled it down
to the aeroplane at 0800, where Ben and Bob, the FCU mob, were ready
to do battle with all those O rings and unions that all have to meet
just so, as I recalled from my last FCU change in 1968. No problem
to these guys and by lunch we were ready to do the spin, then the
event we had all been waiting on, the take-off power run. The aeroplane
had to be moved away from the shed, er, office, and Matt was happily
released from his ATC Lasham's tasks to drive the tug that pushes
us around. #4 started without problem and then it was time to run
the inboards again to provide the utility hydraulic system pressure
so that the flaps could be cycled. Again, yet again there was, moments
later, the same Niagara Falls effect in the left wheel well. Yes,
you guessed correctly. The new Utility System Return Filter bowl had
burst and the Falls was Skydrol escaping big time from the ruptured
bowl. The engine runs were abandoned and Robert Phillips set about
removing the one hydraulic line that stood between the return filter
and the reservoir, there being expert opinion that the return fluid
was not able to make it back there. In moments of high flow rates,
such as when the Leading Edge Flaps are moved, the pressure being
built up because of the flow blockage is enough to crack a filter
bowl. Moments after Bob had the said line out, the diagnosis would
seem to have been correct. There was a huge blister in the lining
of the hose of which Peter is sure is the cause of return line blockage.
We have sourced a new filter bowl in the UK and it should be available
tomorrow. A fresh return flex hose has been added to the system. We
will now be confident that we will have a significantly reduced chance
of a third failure and the delayed engine runs should be able to proceed
tomorrow afternoon. It was laundry night tonight, Skydrol being one
of aviation's nastiest inventions. Another problem discovered today
was that there was a leak in the Q Bellows system. More cherry-picker
work for Roy and Paul Wilkinson ahead, with demand for this equipment
extremely high with the ATC Lasham hangars full, as well as their
ramp area. The First Officer's #2 Window was installed and rigged
and has passed its Window Heat test." |
15
November 2006 |
|
Norman
King, QFM Flight Operations Administrator, reported from Southend:
"We were forewarned yesterday that we would be required to move
from our spot to allow the swoopy BBJ that had been outside next to
us, into the hangar. This is a major disruption to us, as we have
to remove all the stands, compressed air lines, pack up tools, wait
on the tug and relocate. This just as much of a nuisance to Lashams
as well, with the double handling we cause. We are conscious of the
tolerance being extended to us, and are starting to feel that our
departure will be welcomed for more than the emotional reasons. We
are in the way, no doubt about it. However, in the spirit of this
Project, we took the opportunity to do a bit of housekeeping. In our
old spot, we had spilt copious amounts of our favourite fluid, Skydrol.
We treat these spills with an absorbing agent much like kitty litter,
which is fine at soaking up oil if it that's all it has to do. Add
water, as happens when it rains, and the oily, chalky piles of absorber
turn to pasty, muddy sludge. We didn't want to leave Lashams with
the impression that we were grots, so Peter paid a visit to the firies
who came to our rescue with an appliance which gave the entire area
a good hose down. You'd hardly know we had been there. Thanks, Southend
Fire and Rescue. We owe you again. In the cabin, we became Sadies,
with the entire cabin floor scrubbed if it were vinyl, or vacuumed
if it were carpet. Ben finished off with the application of protective
Glad Wrap over all the walked on areas, Norm MacKay applied his painting
skills to touch up the chipped paint on the pilots' and flight engineer's
panels, and outside, the Air Livery painters sanded back then painted
the fan cowls. The struts will be next then the vertical stab. Late
afternoon, our third hydraulic return filter bowl was delivered and
installed by Bob Horn, (is there nowhere on the aeroplane that has
not had his expert attention) and we were ready for another engine
run. Peter's reputation was decidedly on the line here, as two engine
runs and two hydraulic failures meant he was looking at a special
award were this one to complete the trifecta. Clearance was received
for an idle run and away went #2 to provide the pressure. The flaps
were once again lowered and we all had pups when a stream of fluid
poured from the rear spar on the left side as the flaps passed about
20. Two of us headed for it and did the feel test, then finding it
non-slippery, the smell test, and finding it odourless, the taste
test. It was water. The collective sigh of relief could be heard above
the idling #2. Just as we were about to try another cycle of the flaps,
we were asked to shut down, as traffic needed to pass behind, so the
complete satisfaction of an hydraulic system that retains all its
fluid all the time is yet to be had. This will be our expectation
tomorrow, which is scheduled to be Engine Run Day. Full power runs
will definitely take place tomorrow. All we have to do is move a Monarch
757 out of the way, find a suitable place to perform the run, prove
the hydraulic system's integrity and fit in with SEN ATC. An observation
was that most of the stands we had been using on the original spot
had, after clean up, been reclaimed by Lashams. I guess they can sense
that we will not be needing as many of them as before. Perhaps they
know something we don't. The recovery is coming into a most interesting
phase." |
16
November 2006 |
|
Norman
King, QFM Flight Operations Administrator, reported from Southend:
"It was all arranged to happen on that most important date -
16 November, when 86 years ago the Company was founded. This anniversary
was to be the make or break day for this Project. If the engines were
not up to scratch, the set back this would have imposed would be very
difficult to hurdle. The winter chill was in the air as we pushed
the 707 out of its new location to the disused runway, past the Southend
Terminal where the usual clutter of plane spotters was camped, binoculars
trained, note books out and watching with expectation. There were
also a handful on the fence up on stepladders closer to the road.
We were under scrutiny. Into wind and all engines over tarmac, the
Lasham's tug unhooked and with the luxury of our own APU, we were
clear of equipment and ready to start. Peter's lust for thrust was
either going to be fulfilled or we were going home empty handed.
At exactly 1000 the first engine was started and by 1200 we had the
answer.
THEY PASSED!
17 000lbs of fuel later, all engine performance criteria were met,
with the addition of 15 minutes of part power running in pairs to
simulate some cruise thrust, dry out all the moisture in the internals
and put enough oil through the filters to reveal any fines that might
give a clue to impending internal troubles.
There were some minor problems revealed, turbocompressors lazy to
start or not start at all in the case of #3, #1 EPR indication inop
and the inability to select reverse on #1. Just more 5 minute jobs.
The run completed, we set about checking the engine oil filters which
meant pulling off the lower section of the hush kit, adding about
another 30 minutes to what used to be a real 5 minute job on the original
noise maker.
Once again, we were greeted with an All OK result and we toasted Messrs
Pratt and Whitney for designing and constructing such a bullet-proof
engine.
A couple of new faces appeared at the aeroplane late in the afternoon.
Two surveyors, architectural, not airworthiness, arrived to take the
old girl's vital measurements. The Museum needs to prepare a place
for XBA and exact dimensions need to be known so that when it takes
its place alongside the 747, their respective wingtips don't occupy
the same bit of airspace. Here's your chance Ron Cuskelly to be absolutely
precise in your data. I'll try to talk them into measuring the tailplane
span. They'll be back again tomorrow.
The rain that had fallen during the engine run had now cleared but
the chill of night began to creep up our legs as darkness fell and
we decamped for the warmth of home. Peter is a happy boy." |
17
November 2006 |
|
Norman
King, QFM Flight Operations Administrator, reported from Southend:
"The good news on our arrival was that we were going back home.
Moving up the hardstand for a few days was a little unsettling, with
the office a good 200m away, which meant a long walk if you weren't
able to purloin Bob Hodsdon's mountain bike, thoughtfully left for
such occasions by our mate. So it was back to the freshly scrubbed
hardstand outside Lasham's Bay 4 to complete the rectification and
routine maintenance following the engine runs. This time, your humble
scribe got to sit in the left hand seat, with the responsibility to
light up all four, idle them for the leak check of the filters we
had inspected yesterday, look at #3 Turbocompressor's failure to start
and functionally check #1 thrust reverser. Something of a move up
from dunnies. My 1966 JT3 Course flashed before my eyes but it was
not too much of a stretch back to recall the numbers. Not a stretch
back in memory, but a stretch back to the Flight Engineer's table,
where under a perspex cover all those vital numbers pertaining to
engine limitations were displayed for all to see. I love a cheat sheet.
Nil oil leaks was the only good news, with failure to start again
of the Turbocompressor, and #1 T/R failing to stow after selecting
fwd thrust. We shut down and went looking. The T/C looked like needing
another regulator valve, so one was sourced from the spares shop while
the reason for the T/R failure to stow was revealed to be fouling
of a bolt head where a countersunk Phillips screw should have been
installed. Not a QFM engineer's doing, but in its previous shop visit,
perhaps. Another idle run will prove the troubleshooting. We are in
need of more fuel, and a whip round has produced enough to buy a 44
gallon drum. Peter will need to talk to Uncle Wazza for a kitty top-up.
The breakfast table discussion revealed that more than a few of us
had a better sleep last night than we had had for weeks before. The
successful engine run was a real marker and to have it behind us has
lifted the load on our minds considerably. Most now make the observation
that XBA is beginning to look like an aeroplane about to go into service.
In other forward progress, Roy Finney, married to the vertical stabiliser
but in serious relationships with the ailerons, flaps, elevators and
anything remotely connected to a flight control, together with Paul
Wilkinson who cobbled up a pressure adaptor from a washing machine
water connector, Norm MacKay who devised the procedure and sourced
the test rig, all teamed up to acquit the Q Bellows functional check.
This system ensures that rudder throws are reduced as airspeed increases.
In doing so, the structure is protected against excess loads that
could break it. So now, every aspect of our rudder is now completely
tested and proved. Not sure what Roy is going to do next, as he's
been our flight control guru forever. We might have to make a set
of 3 holes that can be placed in variable positions, a rig pin with
a red streamer attached and present it to him for frequent therapeutic
use lining up the holes. As another indicator of our impending departure,
multiple boxes are being packed and marked for return to SYD or as
Flight Spares. The office is taking on the air of a business soon
to close down. We are waiting on a few avionic parts, a few of which
are capable of holding up the test flights. We can taxi test without
them but flying will not be possible. Despite this, because of the
guidance we have been given during our dealings with ATC Lasham's
buying department, we can make a pretty good stab at their arrival
dates - except for the ATC Transponder, away for repair at a Toulouse
facility. That's our weak link. However, tonight, after the report
is closed off, and morning has broken in Australia, we will conference
with QFM Chairman Warwick and Qantas Support in SYD to agree on the
call-out date for the crew. We are getting that close." |
20
November 2006 |
Norman
King, QFM Flight Operations Administrator, reported from Southend:
"I feel a bit guilty filing a report at the end of a day on which
I spent only 15 minutes at the airport. Today, I experienced the pleasures
of being interviewed for my US visa at the Embassy in London. On a
train at 0702, interview over at 1100, back at Westcliff at 1250.
But...the crew arrived today, on two services, the QF31 and the QF1.
Guess what didn't arrive? The bags checked in by the pax on the QF31.
Time was similarly lost rounding up the essentials that will allow
three crew members to be socially acceptable tomorrow while waiting
for the lost bags to be delivered. Meanwhile back at the aeroplane:
#4 Top Cowl was installed, it needing a tad of adjustment to do so,
thus becoming the last cowl to be fitted and...the last screw was
put into the last panel to complete the panelling up, another milestone
passed and toasted at pre-dinner drinks. The last of the wheel swaps
was done, #3 Turbocompressor passed its functional test today, and
the paint company has arranged to hangar the 707 tomorrow morning
at 0645 to complete the struts and vertical stab painting, and detailing
such as applying the door contrast outlines. The crew spent the afternoon
on XBA looking around and trying to stay awake, which they have done
superbly. All up, the day was successful. The crew, Pilots Murray
Warfield (Muz), Roger Walter (Ridgeback) and Brett Phoebe (Feebs),
and Flight Engineers Harry Hermans (H) and Joe Plemenuk (Plucka),
and Flight Attendant Karen Glass (Green Hornet) have all settled into
the Erlsmere with the whole team now here for the duration. They have
met with all the engineers here and tomorrow night, we all will go
bowling with the ATC Lasham's engineers. The tone is definitely upbeat."
|
21
November 2006 |
|
Norman
King, QFM Flight Operations Administrator, reported from Southend:
"We were at the aeroplane at 0645 ready to move it into the paint
hangar. Air Livery wasn't quite ready to receive us, and we had a
wait until an XL 737 was moved out. The cosmetic attention XBA had
been waiting for for some weeks now was about to be given. Our transformation
was soon to be complete. This meant no work was going to be done on
the aero today, so it was Clean Up Southend Day for us. First, the
fwd boot was emptied, then the rear, and the contents divided into
Company Stores, to be returned as freight, and Flight Spares, coming
home on the 707. The latter amounted to 44 boxes close to 1500kg.
Let's hope they are only insurance, and won't be needed, he says,
optimistically. The timing was fortuitous, as this irksome task had
to be done, and having the 707 out of our reach, not right in front
of us asking to be worked on, saved some frustration. It was going
to be completed by 1600 but with a forecast of 2 deg C overnight,
exposing the paint to this temperature was not going to do its gloss
any good, so it has the luxury of being hangared overnight. The crew
spent the morning consolidating their flight deck famil with the pics
they had taken of the panel layouts and attacking the paperwork, already
at it at 0600 when the tow and stow crew surfaced for brekkie. The
afternoon saw them at the airport discussing ATC issues and giving
us a welcome hand hoiking Flight Spares boxes on and off trolleys.
They are a versatile lot, and the spirit among us is contagious, the
old girl once again weaving her magic. Significantly, there have been
numerous comments that they think our 707 is in many ways better presented
than the examples they have been flying recently. That makes us particularly
happy, and adds to the desire to do even better. During the afternoon,
we had the pleasure of a visit from two people with very strong links
to the project. I was delighted to see a familiar figure looking at
the painting operation, and it was a smiling Ross Barkla who greeted
me after I had taken off my home boy beanie. Ross was Qantas' Principal
Power Plant Engineer in the '80s and '90s and was a close colleague
when RB211s were in the location bearing failure era. With him was
Keith Bell, our UK and Europe Purchasing Manager, responsible for
the many items we have had moved in and out of LHR. His assistance
to us has been invaluable. Reluctantly, he allowed me to photograph
him, shy and retiring as he is. In the morning, the tow and stow crew
will again go out early and the reward will be to see XBA completed
structurally and cosmetically. Tomorrow also is pressurisation day,
where we will pump the aero up and look and listen for leaks. We can
achieve around 3psi differential on the ground, enough to reveal any
problems in the hull. With that complete, the crew will be ready to
taxi test. In an hour, we will be Bowling for Australia, with the
QFM/Lashams Challenge to be a precursor to the Ashes. We'll thrash
'em, graciously, of course." |
The
QFM 707 Project |
Daily
Diary
|
Slideshow
|
30JAN06
to 21NOV06 |
|
|
22NOV06
to 07DEC06 |
|
|
08DEC06
to 27JUL07 |
|
|
Retrospective Additions (the latest is at the top)
|
Added
Date
|
Event
Date
|
Remarks
|
28OCT08
|
02SEP06
|
Added
an image of Boeing 707 EL-AKJ being dismantled at Southend. Thanks
to Phil Whalley. |
12SEP08
|
18JUL06
|
Added
a series of images of the reception at the Australian High Commission
in London on 18 July 2006. |
25MAR07
|
15MAR07
|
Work
has begun on scrapping EL-AKJ, the last 707 at Southend. |
06NOV06
|
|
Added
46 images by Robert Phillips.
The Erlsmere Hotel (#2)
Team photo (#1)
Peter wielding a paint brush (#3)
Spoiler swallowing engineers (#4)
The aeroplane left her mark on SEN (#6)
VH-XBA painted on the aeroplane (several)
VH-XBA painted on the aeroplane (#1)
WT and others inspecting the wing tanks (all)
Peter punches out the rudder and unusual view of a/c (all)
ATC Lasham's guys help out (all)
Unusual view of the aeroplane (#1)
Norman King brandishing a grinder (#1)
Scorched grass (#6)
Forklifting wheels and XBA banished to a remote bay (all)
The gear swings. No fewer than 19 new images (all)
Al Chong, Ernie Wearne and Peter Elliott (all)
Before and after of corroded components.(all) |
04NOV06
|
|
Added
9 images by Karen Glass. |
03NOV06
|
|
Added
John Hamilton's "overflight" photo. |
|