1. Qantas being "the world's safest airline" is a myth delivered to us by Dustin Hoffman and Tom Cruise in the movie Rainman. Whilst we cannot actually measure "safety", we can measure "risk" (future probable accidents) and "accidents/incidents" (past occurrences). Certainly the "risk" of an accident onboard a Qantas airplane is extremely low, and is of an excellent high standard. To say that it is "the world's safest airline", however, is to not understand airline safety.
2. Regardless of what QF does, the VH-OJH occurrence on 23 September is regarded as an "accident". An accident not only causes fatalities and/or major injuries, but is only required to cause "major damage" to the airplane. "Major damage" is usually classed by whether the airplane can continue to fly safely. VH-OJH, with significant structural damage and only two main landing legs to stand on, is not flyable. VH-EAK, a Qantas 707 that suffered from a heavy landing at Singapore in 1964, was able to fly home to Sydney for repairs. However, the airplane had to fly unpressurised and it took three or four stops to travel a distance that it would usually do non-stop.
What is true is that if repaired -OJH will not make it to the "hull loss" list, which is almost as important as the accident/incident statistics.
3. When returned to service, there will (should) be no difference between -OJH and a non-crashed airplane. Qantas and Boeing will team to literally re-build the airframe - a process that is 75% undertaken with a major D-check, anyhow. Infact, the newness of some parts may help to iron out some of the problems associated with -OJH and will probably make it a cleaner airframe aerodynamically.
I would certainly fly this airplane. I watched, one day, a flight training partner of mine plant our airplane into a fence and almost rupture a fuel tank. Six weeks later the airplane was flying again and was better than ever. There is certainly no increased risk of a major event happening because you're flying in a repaired airplane.