Great thread - Yes the 733 could go a lot further than the 9 but with no where near the style!
See the pic in post 119, the bottom of the overhead panel was the warning light cluster (forget the offical name - will never forget the "AC crosstie relay"). When the Master Caution or Warning came on you just needed to consult the warning display (grouped by system) and work your way through it, unlike the 733 where illumination of the master caution sent you neck craning around the panels to find which system had set it off.
This was an early version of EICAS/ECAM and typical of the 9's leading edge technology.
Some one asked in an earlier post about Port Headland, The 9 was used for CNS-GV-DRW(o'night)-PD-PER (o'night) Deadhead home to MEL in the 727 in First Class
or v.v. Ansett WA owned the West so we we just there to p*ss them off.
CNS-GV was fun, max fuel in the wet with GTE as Alternate, lost CNS VOR at 100 nm, backtrack on Kowanyama NDB over the Gulf until you picked up GV VOR. Quite strange sitting in an airliner with no supplemantary nav systems, flags on all your navaids and water as far as the eye can see. Then descent OCTA mixing with all the MAF C206's dodging CB's around GV. About 10 mins loiter time and if you didn't get in, then off to GTE where you were generally stuck - see earlier post.
We also had a procedure, as I recall, where the GPWS could be deactivated "in VMC" allowing a low crossing of the ridge and a tight right base for CNS15 when inbound from GV.
