Test flight for a potential buyer. It may not be the last.

I think the remaining aircraft are all off to ASP for storage anyway so no need for VCV at this stage.

Logohu, if I recall correctly, Boeing admitted responsibility for the pylon cracks in the BA B767's (the first RR powered ones in service) - they thought that Rolls Royce had " over-engineered" the specs for the pylons and had made some weight-saving alterations to the pylon design. It cost a lot of money for replacement pylons as well as compensation while the BA fleet was grounded.

Thanks Keg

According to the database I am looking at:
All except VH-ZXF are now stored.

ZXA: Stored as N489AS @ Roswell - under "AerSale Inc" - "AerSale is a global leader in the supply of aftermarket aircraft, engines, OEM material and asset management services."

ZXB: Stored as N283AS @ Roswell - under "AerSale Inc"

ZXC: Stored as N796JM @ Victorville - under "Jet Midwest Group LLC"

ZXD: Stored as N793JM @ Shanghai - under "Jet Midwest Group LLC"

ZXE: Stored as N740JM @ Kansas City - under "Jet Midwest Group LLC"

ZXF: Active as HS-JAS - under "Jet Asia Airways"
(Was Stored as N797JM @ Shanghai - under "Jet Midwest Group LLC" until 08 Jan 2014)

ZXG: Stored as N254MY @ Kansas City - under "KMW Leasing"

tdracer et al,
First,
A question for the full anoraks, membership of Air Britain optional: Why was VH-EAL delivered with M on the top of the rudder?

The two v. three pilot ( most US airlines did not use specialist F/Es in the jet era) was all union, just as it was in Australia. The demand was for three crew aircraft if they had more than 100 revenue seats. Don't blame the FAA.

Remember the TAA strike over two versus three crew in the B737, which the AFAP lost. This was a major issue resulting in AFAP Overseas branch breaking away from AFAP and forming AIPA. QF pilots were happy to fly the B767 as certified. We had serious commercial competition, Ansett and TAA had the protection of the two airline agreement.

With the Reagan Commission adjudicating on the two versus three crew issue, Boeing hedged its bets, a considerable number of the original B767 were built so that they could have a "system" panel, to give the third pilot (or even sillier, an F/E) something to look at, as they effectively dead headed from walk-around to walk around. A number of 90 aircraft comes to mind, but don't hold me to it.

Boeing might be many things, but dumb is not one of them, all those aircraft could be two or three man crew with a couple of hours work. As somebody noted, how fast the Ansett sim. could be reconfigured!. After the Reagan Commission reported (and pointed out that 99 or 101 seats behind the cockpit door made no difference to what happened ahead of the cockpit door --- the (some) union demands were just "make work" programs.

There was never any intention by Boeing to use other than EICAS, and the cockpit of the B757/767 were common, the biggest difference was you stepped up into the B767, and down into the B757. I know I am supposed to say "flight station" because "cockpit" is sexist, but politically correct I am not!

My (now) CASA license says B757/767.

Source of the information: Boeing and having spent time at Renton ( doing B747-338 deliveries) when EAK/L/M/N were being put together, and having been on the O/S branch committee of the AFAP when much of this was a very heated issue.

Other hot issues were "glass cockpits", they were going to make us all epileptics, I kid you not, and this was an even a big issue in Cathay, with very strong union opposition to anything other than round dials. Other matters dear to the domestics, at the time, that the OSB would not have anything to do with were directives banning intersection departures, and any use of de-rated/reduced thrust takeoffs, "reduced screen heights" for takeoff calculations etc.. There were more, in a similar vein, but enough, already.

Believe me, it was no problem at all, Boeing SOP was the order of the day, and most of the early crews had extensive two pilot, one F/E B707 experience. Indeed, it was not even a matter that was discussed during training, particularly as a lot of the initial training , including F/Os, was done in Seattle and at Moses Lake.

Captain Alan Bones (recently deceased) ran the program for the first seven (P&W) aeroplanes, much of the success of the program should be put down to him, and his clear thinking, untainted by years of QF indoctrination.

The GE powered aircraft were my favorite, best 150 tonne fighter ever built.

Tootle pip!!

Cockpit is ok as long as you use Box Office too :ooh:

LeadSled,

Slightly off topic but wasn't the original B767 Fleet Manager - P F Flannery - up to his neck with its introduction?

LeadSled

OK Leady I'll play your silly game even though my Air-Britain membership lapsed years ago. I'm guessing it was either a mistake in the paint shop or the rudder of EAL was damaged so they took the rudder off the next aircraft on the line so that EAL could be delivered. Did EAL appear in Australia with the EAM rudder or was it rectified between handover and delivery flight?

Too hot in Brissy for an anorak.

Rgds

Ken,
Peter was subsequently the Fleet Manager, but Alan Bones had executive responsibility, operations wise, for the whole B767 project.

That's the answer, EAL was always known as "lemon", it was the "long weekend aeroplane" of the fleet, it even failed its initial acceptance flight test. Due to a hydraulic assembly being incorrectly rigged up, the original rudder for "L" was damaged in pre-flight testing. They used the rudder of M, still on the line, and supplied a new rudder for M.

"silly games" --- sound like an ex-Air Britain type, absolutely no sense of humour.

Tootle pip!!

Here's another for the not-so-anoraks here!

The sequence of the 762s' registration was broken in that QF didn't have EAP, going from EAO to EAQ. Does anyone know the (real) reason why not?

Ken

Presumably because a Mr L M Egan snaffled the registration VH-EAP for his Cessna 172 in April 1979.

LeadSled

I thought "silly games" was humour. Besides you're the one asking "I know something you don't know" riddles. Where's my cigar by the way?

Rgds

Here is my video from a Melbourne point of view.

Here are some images from the Alice Springs Airpark (Boneyard).

https://www.flickr.com/photos/113820...57648778997738

There are six ex-QF B763's parked here, being OGU, OGO, OGM, OGS, OGT and OGR.

OGL was still in a hanger in Sydney as of Saturday, looking like she was undergoing some sort of inspection (most doors/covers open) when I flew home to Alice, not sure if it's being sold directly from YSSY or will also be ferrying here to join the others.

Regards,
Geoff