Bristow Photos
Join Date: Dec 2003
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I still have my Abu Dhabi issued alchohol permit. It was good for about 8 cases of Heinekens a month. Used it to help stock the concrete bar. A drink from those days I wouldn't recommend - A Dog's Nose - gin in beer.
Ecuador
Ecuador
No photos for this one but a good article about the operations from Keith Daley.......
Between 1970 and 1973, Bristow Helicopters operated from two main bases in Ecuador. Both bases were east of the Andes in the Amazonian jungle supporting a Parker air transportable drilling rig. This rig was designed to be broken down into component parts each weighing no more than 4,200 lbs, this being the max hook load for a Bell 204B.
I joined the operation when it was at Curaray named after the river Curaray on whose banks the camp was situated. The base was about one hours flying time (in a De Haviland Canada Carabou) from the nearest town Pastaza. We shared the camp with PHI who had the seismic survey contract over the jungle in Bell 47G4s.
A typical operation would start with us winching down a party through the jungle canopy. This party would cut a clearing into which we would undersling a D6 bulldozer in pieces. When assembled, the bulldozer would clear a larger space and the rig move could start. This was the most intensive phase with flying from 6 am to 6 pm continuously with running refueling and running pilot changes. The rig, and all of its equipment would be underslung from the old rig site to the new. In addition we would have to move the huts, drill pipes casing, chemicals, food, water and people, and then support the site during the drilling whilst preparing the next site. During the rig move period, we would regularly fly 240 hours per helicopter per month. All maintenance was carried out overnight.
Accommodation was in wooden huts on stilts (to help keep out the snakes and spiders). We had no air conditioning and electricity would quite often go off without warning. The river was full of piranha, catfish and alligators. Swimming races were held on Saturday nights.
Staffing.
Area Manager - Bob Brewster, based in Quito.
Chief Pilot - Horst Neu.
Dep. Ch. Pilot - Rudi Meyer.
Chief Engineer - James T (Jim) Lay.
Dep. Ch. Eng - Johannes Krippner.
Line pilots - Dick Metcalfe, Malcolm Soper, John (The Wad) Waddington, Chris Newlands, John Odlin (ferry pilot for Bell 212) plus others.
Line engineers - Keith Daley, Derek Cook, John Winton, Jeff Orme (Greenie).
Aircraft.
Bell 204B(?), s/n 3041, Reg HC-ASZ. This was built as an Agusta with a Gnome engine, converted to Lycoming T53-11 and as a result no new parts fitted, especially cowlings and panels.
Wessex 60, s/n WA544, Reg HC-ASD. Returned to UK and reverted to its UK registration G-ATSC on the arrival of the Bell 212 mid 1972.
Bell 212, s/n 30543, Reg HC-AYG. Arrived direct from Bells mid 1972 ferried by John Odlin and immediately put to work on heli-rig moving. Had it’s first Combining Gearbox failure within 200 hours in a remote clearing. Derek Cook and myself had to go to Quito and make a hoist to remove the CGB in the field. The location was a small clearing in an area known to house inhospitable indians and as a result the army provided armed guards for us while we worked. The 212 was eventually written off during a rig move when a load cable caught on a skid and rolled the helicopter.
No photos for this one but a good article about the operations from Keith Daley.......
Between 1970 and 1973, Bristow Helicopters operated from two main bases in Ecuador. Both bases were east of the Andes in the Amazonian jungle supporting a Parker air transportable drilling rig. This rig was designed to be broken down into component parts each weighing no more than 4,200 lbs, this being the max hook load for a Bell 204B.
I joined the operation when it was at Curaray named after the river Curaray on whose banks the camp was situated. The base was about one hours flying time (in a De Haviland Canada Carabou) from the nearest town Pastaza. We shared the camp with PHI who had the seismic survey contract over the jungle in Bell 47G4s.
A typical operation would start with us winching down a party through the jungle canopy. This party would cut a clearing into which we would undersling a D6 bulldozer in pieces. When assembled, the bulldozer would clear a larger space and the rig move could start. This was the most intensive phase with flying from 6 am to 6 pm continuously with running refueling and running pilot changes. The rig, and all of its equipment would be underslung from the old rig site to the new. In addition we would have to move the huts, drill pipes casing, chemicals, food, water and people, and then support the site during the drilling whilst preparing the next site. During the rig move period, we would regularly fly 240 hours per helicopter per month. All maintenance was carried out overnight.
Accommodation was in wooden huts on stilts (to help keep out the snakes and spiders). We had no air conditioning and electricity would quite often go off without warning. The river was full of piranha, catfish and alligators. Swimming races were held on Saturday nights.
Staffing.
Area Manager - Bob Brewster, based in Quito.
Chief Pilot - Horst Neu.
Dep. Ch. Pilot - Rudi Meyer.
Chief Engineer - James T (Jim) Lay.
Dep. Ch. Eng - Johannes Krippner.
Line pilots - Dick Metcalfe, Malcolm Soper, John (The Wad) Waddington, Chris Newlands, John Odlin (ferry pilot for Bell 212) plus others.
Line engineers - Keith Daley, Derek Cook, John Winton, Jeff Orme (Greenie).
Aircraft.
Bell 204B(?), s/n 3041, Reg HC-ASZ. This was built as an Agusta with a Gnome engine, converted to Lycoming T53-11 and as a result no new parts fitted, especially cowlings and panels.
Wessex 60, s/n WA544, Reg HC-ASD. Returned to UK and reverted to its UK registration G-ATSC on the arrival of the Bell 212 mid 1972.
Bell 212, s/n 30543, Reg HC-AYG. Arrived direct from Bells mid 1972 ferried by John Odlin and immediately put to work on heli-rig moving. Had it’s first Combining Gearbox failure within 200 hours in a remote clearing. Derek Cook and myself had to go to Quito and make a hoist to remove the CGB in the field. The location was a small clearing in an area known to house inhospitable indians and as a result the army provided armed guards for us while we worked. The 212 was eventually written off during a rig move when a load cable caught on a skid and rolled the helicopter.
Bristow Operations
Dave Ed.
If these are being shown alphabetically, what happened to Duri?
Has no one written it up, if so, I might have a go, although I didn't join until 1970, 2 years after it started.
Regards.
If these are being shown alphabetically, what happened to Duri?
Has no one written it up, if so, I might have a go, although I didn't join until 1970, 2 years after it started.
Regards.
Last edited by Oldlae; 29th Sep 2013 at 07:55.
Egypt
Egypt
Bristows operated from a number of places in Egypt such as Hergada and Port Said but I only gathered pics for Ras-Shukheir, mainly because I took them myself!
This operation served the offshore installations in the Gulf of Suez starting in the Sixties and continuing up to around the mid Eighties.
Types operated were Whirlwind, Bells 204, 205, 206 and 212. Note all the aircraft are Bermudan registration in the photos.
The base was actually part of a large petro-chemical compound with most of the accommodation being in the form of porta-cabins including the small bar.
I believe the work rota was two weeks on site and two weeks back to Cairo via fixed wing aircraft. This operation was my first line experience, on my own, and a very fast learning curve with eight hard working aircraft to keep on top of. Below are a few shots of the base including Ras-Shukheir airport "terminal." It was a pretty basic airport before this new set-up!
Ken Humphreys in this pic I think........or Humphries??
Is he still around?....great bloke to work with.
Good aerial shot of the base. Bell 204, 205s and 212.
Ras-Shukheir flight line 1984
Bell 204,VR-BDX, with fixed floats.
Bell 212 servicing in Ras-Shukheir hangar.
Ras Shukheir airport terminal
Bristows operated from a number of places in Egypt such as Hergada and Port Said but I only gathered pics for Ras-Shukheir, mainly because I took them myself!
This operation served the offshore installations in the Gulf of Suez starting in the Sixties and continuing up to around the mid Eighties.
Types operated were Whirlwind, Bells 204, 205, 206 and 212. Note all the aircraft are Bermudan registration in the photos.
The base was actually part of a large petro-chemical compound with most of the accommodation being in the form of porta-cabins including the small bar.
I believe the work rota was two weeks on site and two weeks back to Cairo via fixed wing aircraft. This operation was my first line experience, on my own, and a very fast learning curve with eight hard working aircraft to keep on top of. Below are a few shots of the base including Ras-Shukheir airport "terminal." It was a pretty basic airport before this new set-up!
Ken Humphreys in this pic I think........or Humphries??
Is he still around?....great bloke to work with.
Good aerial shot of the base. Bell 204, 205s and 212.
Ras-Shukheir flight line 1984
Bell 204,VR-BDX, with fixed floats.
Bell 212 servicing in Ras-Shukheir hangar.
Ras Shukheir airport terminal
Cork, Eire
Cork, Eire
No pics for this one......just a little info from Ken Rowe.
CORK Apr 70 ( Wessex G-ATBY).
On arrival at Cork the chief pilot was Jim Lawn and a Danish pilot whose name I can't remember. The chief engineer was John French with the "Grunts" being "Knackers" Sewell, Fred Clarke, myself Ken Rowe and Paddy McGrath as the radio operator and plotter. A radio operator was necessary because navigation was by DECCA nav-aids and the A.R.B insisted that all flights be plotted. We flew once a week on crew change day and stood by for any emergency.
Mr Bristow thought that this was a bit of a waste of resources so it was decided that we should do some training and we had many pilots visit us for Wessex conversion courses but even so it was still a holiday posting.
No pics for this one......just a little info from Ken Rowe.
CORK Apr 70 ( Wessex G-ATBY).
On arrival at Cork the chief pilot was Jim Lawn and a Danish pilot whose name I can't remember. The chief engineer was John French with the "Grunts" being "Knackers" Sewell, Fred Clarke, myself Ken Rowe and Paddy McGrath as the radio operator and plotter. A radio operator was necessary because navigation was by DECCA nav-aids and the A.R.B insisted that all flights be plotted. We flew once a week on crew change day and stood by for any emergency.
Mr Bristow thought that this was a bit of a waste of resources so it was decided that we should do some training and we had many pilots visit us for Wessex conversion courses but even so it was still a holiday posting.
Old and new, long and short
Ex Bristow S61 G-BDIJ and British Airways G-ASNL (shortened!) lining up for a bit of formation flying this afternoon, once the Typhoons have cleared......
Bristow AW189 at Helitech
And here's a close up I took last week at Helitech 
Cheers
Cheers
Falklands
Falklands Islands
Ever since Argentina invaded the Falkland Islands the British armed forces have maintained a considerable presence there, and in 1983 Bristows commenced a contract to supply three S-61s in support of the Falkland Islands Garrison.
For a short time an S-61 was also on contract to the oil exploration consortium during the first drilling campaign but this proved to be short lived as test holes did not live up to expectations.
Another small contract was the operation of a Dornier 228 for the Falkland Islands Government in a fisheries protection role.
The hangarage was provided by the military.
A lot of underslung work was carried out, typically between supply ships and shore, hence the need for rear view mirrors as can be seen in the picture below.Operations were based at RAF Mount Pleasant and this shot shows ex Aberdeen S-61, G-BBHM, parked in front of an RAF Tristar. The Tristars were used to ferry personal between U.K. and the Falklands via the Ascension Islands, the journey taking approximately 18 hours and covering 7,400 miles (ish).
The work involved ferrying personal and supplies around the islands' various outposts. This photo shows the "Club Class" area in the S-61 cabin. Fresh fruit available on this flight!
A legacy from the war were the infamous "Penguin Mines". Apparently, the enemy forced many penguins to swallow mines in the hope that they would wander into British held areas and detonate.
But seriously, the Islands shores are teeming with wildlife and flights to visit the Penguin and Sea-Lion colonies were one of the highlights of a Falklands posting. O.K. except for all of you that never got out of this place:
A fine collection of Bristows "wildlife".
And a few shots that illustrate the bleakness of the place including Stanley golf course, the most Southerly in the world - and the roughest? Pics form Chas Ducat if I remember rightly.
The Real Falklands!
Thanks to Andrew Rice for the following:
Bristow operations started in 1983 and were based at Stanley airport along with Phantoms, C130s and Seakings. There was no hangar and facilities were minimal. Accommodation was in barges on Stanley Inner Harbour (Now used as prison ships!). Washing was all done at the airport porta-cabin, except when the water tank froze.... Crew change was by C130 to Ascension, and sometimes all the way to the UK, with in-flight refuelling.
The first surveyor for the Mount Pleasant Airport was landed on the virgin site by Bristow S61 in 1984.
The following are pics from the early years.
Bristow offices and wheels at Stanley, 1984.
Getting there - Business class on the C130!, 1983.
Getting there 2 - C130 refuelling from a Victor tanker ex Ascension Islands.
The Coastel accommodation, Stanley inner harbour, c1984.
I'll add a few Falklands people pics in my next post..............
Ever since Argentina invaded the Falkland Islands the British armed forces have maintained a considerable presence there, and in 1983 Bristows commenced a contract to supply three S-61s in support of the Falkland Islands Garrison.
For a short time an S-61 was also on contract to the oil exploration consortium during the first drilling campaign but this proved to be short lived as test holes did not live up to expectations.
Another small contract was the operation of a Dornier 228 for the Falkland Islands Government in a fisheries protection role.
The hangarage was provided by the military.
A lot of underslung work was carried out, typically between supply ships and shore, hence the need for rear view mirrors as can be seen in the picture below.Operations were based at RAF Mount Pleasant and this shot shows ex Aberdeen S-61, G-BBHM, parked in front of an RAF Tristar. The Tristars were used to ferry personal between U.K. and the Falklands via the Ascension Islands, the journey taking approximately 18 hours and covering 7,400 miles (ish).
The work involved ferrying personal and supplies around the islands' various outposts. This photo shows the "Club Class" area in the S-61 cabin. Fresh fruit available on this flight!
A legacy from the war were the infamous "Penguin Mines". Apparently, the enemy forced many penguins to swallow mines in the hope that they would wander into British held areas and detonate.
But seriously, the Islands shores are teeming with wildlife and flights to visit the Penguin and Sea-Lion colonies were one of the highlights of a Falklands posting. O.K. except for all of you that never got out of this place:
A fine collection of Bristows "wildlife".
And a few shots that illustrate the bleakness of the place including Stanley golf course, the most Southerly in the world - and the roughest? Pics form Chas Ducat if I remember rightly.
The Real Falklands!
Thanks to Andrew Rice for the following:
Bristow operations started in 1983 and were based at Stanley airport along with Phantoms, C130s and Seakings. There was no hangar and facilities were minimal. Accommodation was in barges on Stanley Inner Harbour (Now used as prison ships!). Washing was all done at the airport porta-cabin, except when the water tank froze.... Crew change was by C130 to Ascension, and sometimes all the way to the UK, with in-flight refuelling.
The first surveyor for the Mount Pleasant Airport was landed on the virgin site by Bristow S61 in 1984.
The following are pics from the early years.
Bristow offices and wheels at Stanley, 1984.
Getting there - Business class on the C130!, 1983.
Getting there 2 - C130 refuelling from a Victor tanker ex Ascension Islands.
The Coastel accommodation, Stanley inner harbour, c1984.
I'll add a few Falklands people pics in my next post..............
Falklands 2
Falklands 2
More wildlife..............
Name this lot! Being blurry adds to the challenge.....I am not attempting it....last time I incorrectly put Dave Mallock in a bar in Argentina and this pic has another DSM look-a-like! Some of them were in a pic in previous post.
Got to put a few extra hours into a C-check these next few weeks so might not get time to post for a while........
More wildlife..............
Name this lot! Being blurry adds to the challenge.....I am not attempting it....last time I incorrectly put Dave Mallock in a bar in Argentina and this pic has another DSM look-a-like! Some of them were in a pic in previous post.
Got to put a few extra hours into a C-check these next few weeks so might not get time to post for a while........
Kerala, India
Kerala, India
Tim Arnett provided the following for my original website......
I have just happened on your site and history of the company. I note that in your Bases section India is mentioned but perhaps you are not aware of the operation carried on there from 1962 to 1964. The intention was for Bristows to start a company in partnership with a Bombay outfit called Cambata Aviation (Pvt) and the principal task was spraying rubber in Kerala (South India). Approximately eight pilots were involved and Bell 47G and Hiller 12A and C machines were shipped out.
We had links with Tata-Fison, BP, and Shell Chemicals if my memory serves. The operation manager was Cyril Chresta who had previously been in Iran, I was senior pilot, the local company was to be called Aerocrop and we used that name locally. We flew the Bells and Hillers (plus one 12E of Cambata's) the length and breadth of India, often by strapping jerry cans of fuel onto the outside of the helicopters when out of sight of the airport authorities. I obtained an Indian licence and have the distinction of holding Indian Commercial Helicopter Pilots Licence serial number 1, issued 2-9-1963.
Plans to set up a permanent Indian operation in conjunction with a local company fell through after we had done three years of the South India rubber spraying and other work including some oil exploration support in the north just below the Himalayas. Redhill in fact pulled us out just as I was signing up for a new house there, we had wives accompanying us. The initial base was to be in Bangalore, then Bombay and finally Hyderabad the ex Nizam's principality, was selected, my first daughter was born there. It would probably have been a good long term operation but Redhill politics decreed otherwise.
The photos were taken in Kerala, probably on a rubber estate called Shaliacary in April 1963, the following year I was flying the Hiller 12E there. We charged I think 10 rupees per acre for the rubber which was quite profitable.
Tim Arnett provided the following for my original website......
I have just happened on your site and history of the company. I note that in your Bases section India is mentioned but perhaps you are not aware of the operation carried on there from 1962 to 1964. The intention was for Bristows to start a company in partnership with a Bombay outfit called Cambata Aviation (Pvt) and the principal task was spraying rubber in Kerala (South India). Approximately eight pilots were involved and Bell 47G and Hiller 12A and C machines were shipped out.
We had links with Tata-Fison, BP, and Shell Chemicals if my memory serves. The operation manager was Cyril Chresta who had previously been in Iran, I was senior pilot, the local company was to be called Aerocrop and we used that name locally. We flew the Bells and Hillers (plus one 12E of Cambata's) the length and breadth of India, often by strapping jerry cans of fuel onto the outside of the helicopters when out of sight of the airport authorities. I obtained an Indian licence and have the distinction of holding Indian Commercial Helicopter Pilots Licence serial number 1, issued 2-9-1963.
Plans to set up a permanent Indian operation in conjunction with a local company fell through after we had done three years of the South India rubber spraying and other work including some oil exploration support in the north just below the Himalayas. Redhill in fact pulled us out just as I was signing up for a new house there, we had wives accompanying us. The initial base was to be in Bangalore, then Bombay and finally Hyderabad the ex Nizam's principality, was selected, my first daughter was born there. It would probably have been a good long term operation but Redhill politics decreed otherwise.
The photos were taken in Kerala, probably on a rubber estate called Shaliacary in April 1963, the following year I was flying the Hiller 12E there. We charged I think 10 rupees per acre for the rubber which was quite profitable.
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I am a US former helicopter pilot. 6 thousand plus hours in various types, military, offshore gulf of Mexico, Alaska, etc, etc. After reading through most of the posts on this page, i realize I really have done nothing compared to you guys. My hat is off to you all. Never worked for Bristow but came close with the purchase of Offshore Helicopters inc at Sabine Pass Texas. I actually left for a fixed wing job a few months prior. I digress. I have greatly enjoyed the stories of family connections and living in some of the far away places on contract. Different world, different time. I salute you all
Clint Polansky
Clint Polansky
Indonesia, Djambi
Indonesia, Djambi
Bristows have had numerous operations in Indonesia and it would be impossible to mention every one of them as many bases consisted of no more than a landing pad and a few refuelling drums. The bases covered in my next few posts will give an insight into the types of operations carried out.
One Sumatran operation was Djambi which was used to support helirig operations.
The pictures show some of the earlier aircraft used at Djambi, such as the Wessex and Bell 206, plus a typical onshore drilling rig and accommodation.
Bristows have had numerous operations in Indonesia and it would be impossible to mention every one of them as many bases consisted of no more than a landing pad and a few refuelling drums. The bases covered in my next few posts will give an insight into the types of operations carried out.
One Sumatran operation was Djambi which was used to support helirig operations.
The pictures show some of the earlier aircraft used at Djambi, such as the Wessex and Bell 206, plus a typical onshore drilling rig and accommodation.
The 206 is VR-BCR which began life as G-AVSZ (an Agusta-Bell) and the ninth JetRanger delivered to the UK .. in August of 1967.
In 1968 she was transferred to Indonesia (initially wearing her Bermudan registration VR-BCR as per the photo). She went on to fly as .. PK-HBD, PK-HBZ and VH-BEQ before returning to the UK in the early 90's where she remained on the register until 2011.
In 1968 she was transferred to Indonesia (initially wearing her Bermudan registration VR-BCR as per the photo). She went on to fly as .. PK-HBD, PK-HBZ and VH-BEQ before returning to the UK in the early 90's where she remained on the register until 2011.
Duri
Duri
See map from a couple of posts back.
This picture shows the "old" Duri hangar as it was during the Eighties, the types in the hangar being Bells 205 and 206.
And moving on a bit, this was the improved set up.
Bell 205, PK-HBU carrying out a typical task.The main client was Caltex-Pacific and the work involved servicing the onshore oil rigs and seismic exploration. The vast amounts of underslung work was ideally suited to the 205, however, flying over the Sumatran jungle was risky stuff in a single engined aircraft.
Upmarket Duri with twin-engined Bell 212s, new hangar and new paint scheme.
The staff roster was 2 weeks on and 10 days back to Singapore.
This is typical of the accommodation when on site, the house name being "Chateau Bristeau"
Taken in 1980, winch training at Duri using Bell 205, PK-HCE.
.......and 212 PK-HCF
Bell 205 respray, 1974.
Bell 205 birdstrike, the bird in question ending up on the co-pilot's seat.
1974, Duri based Bell 205 under-slinging Bulldozer bits.
Indonesian work horses.
A couple of Duri 206's sporting the Bristow-Masayu logo.
PK-HBK recovery after overspeed induced engine failure.
Possible non-fatal tail rotor failure.............
.......and finally.....
See map from a couple of posts back.
This picture shows the "old" Duri hangar as it was during the Eighties, the types in the hangar being Bells 205 and 206.
And moving on a bit, this was the improved set up.
Bell 205, PK-HBU carrying out a typical task.The main client was Caltex-Pacific and the work involved servicing the onshore oil rigs and seismic exploration. The vast amounts of underslung work was ideally suited to the 205, however, flying over the Sumatran jungle was risky stuff in a single engined aircraft.
Upmarket Duri with twin-engined Bell 212s, new hangar and new paint scheme.
The staff roster was 2 weeks on and 10 days back to Singapore.
This is typical of the accommodation when on site, the house name being "Chateau Bristeau"
Taken in 1980, winch training at Duri using Bell 205, PK-HCE.
.......and 212 PK-HCF
Bell 205 respray, 1974.
Bell 205 birdstrike, the bird in question ending up on the co-pilot's seat.
1974, Duri based Bell 205 under-slinging Bulldozer bits.
Indonesian work horses.
A couple of Duri 206's sporting the Bristow-Masayu logo.
PK-HBK recovery after overspeed induced engine failure.
Possible non-fatal tail rotor failure.............
.......and finally.....
Indonesia, Masalembo 1970
Indonesia, Masalembo 1970
As we continue working through Indonesia....................an article from Frank Chammings.
Bristow Base Jan 1970 to October 1970 Masalembo, Indonesia, an island between Java and Borneo.
Chief Pilot: Bill Farnell
Line Pilot: Daniel Pouron, replaced by Phil Barriball approx August 1970
Chief Engineer: Frank Chammings
Radio Engineer: Ian Black replaced by Ian Dobson
Line Engineers: Mike Austin, replaced by Don McQuaig and Clive Hughes.
Aircraft: WS55 Series 3, PK-HBM, in support of Union Carbide drilling for oil off east coast of Borneo in the Makassar Straits.
About twice a week, the aircraft took off from Masalembo for Surabaya where it picked up pax and freight from the Djakarta DC9, it then flew to Masalembo for refuelling and then to Pualu Laut, an island off the south-east corner of Borneo where we had set up a refuelling stop and then to the drilling ship run by Zapata. The trip from Masalembo and back took 7 ½ hours and was then the longest operational run for a single engine helicopter, probably in the world.
The refuelling stop at Pualu Laut was actually a hand pump with drums of Jet A-1, the drums were transported to the island by a workboat and were underslung to the island. On one occasion the helicopter shut down for lunch on land, Ian Dobson and I were on the MV Millentor a German crewed workboat. After eating, we waited for the helicopter to finish moving the drums, we could see it through the trees with the rotors not turning. After a while we realised that the crew were on the beach trying to attract our attention so we requested the captain to launch the lifeboat. So much for German efficiency, the lifeboat engine wouldn’t start and it took an age to get going, eventually at nightfall, we got the crew onboard with the flat batteries from the 55. The boat was short of rations so we only had a fried egg each for supper, Ian really suffered. The batteries were charged up overnight and we eventually got the aircraft started and we made straight back to Masalembo, leaving the fuel drums on the boat.
Every hole drilled was dry so the operation ended, we were getting fed up doing six weeks on and one week off anyway and having to go by a small ship from Surabaya to Masalembo everytime.
Bill Farnell was a character, he used to fly Dakotas in the war in Burma. At one operation before pilots wore uniforms, he joined the passengers in a Whirlwind and sat down, as if pressed for time he kept looking at his watch and saying if the pilot doesn’t hurry up, I’ll fly this myself. Eventually, he got out of the cabin and climbed into the cockpit and made remarks like “ I think this is the right switch” and started the engine, apparently only one passenger got out.
At Masalembo, before starting up, in front of the passengers, he asked me which direction he should take for Surabaya, so I pointed over the sea. We later learned that a senior BP geologist was on board.
As we continue working through Indonesia....................an article from Frank Chammings.
Bristow Base Jan 1970 to October 1970 Masalembo, Indonesia, an island between Java and Borneo.
Chief Pilot: Bill Farnell
Line Pilot: Daniel Pouron, replaced by Phil Barriball approx August 1970
Chief Engineer: Frank Chammings
Radio Engineer: Ian Black replaced by Ian Dobson
Line Engineers: Mike Austin, replaced by Don McQuaig and Clive Hughes.
Aircraft: WS55 Series 3, PK-HBM, in support of Union Carbide drilling for oil off east coast of Borneo in the Makassar Straits.
About twice a week, the aircraft took off from Masalembo for Surabaya where it picked up pax and freight from the Djakarta DC9, it then flew to Masalembo for refuelling and then to Pualu Laut, an island off the south-east corner of Borneo where we had set up a refuelling stop and then to the drilling ship run by Zapata. The trip from Masalembo and back took 7 ½ hours and was then the longest operational run for a single engine helicopter, probably in the world.
The refuelling stop at Pualu Laut was actually a hand pump with drums of Jet A-1, the drums were transported to the island by a workboat and were underslung to the island. On one occasion the helicopter shut down for lunch on land, Ian Dobson and I were on the MV Millentor a German crewed workboat. After eating, we waited for the helicopter to finish moving the drums, we could see it through the trees with the rotors not turning. After a while we realised that the crew were on the beach trying to attract our attention so we requested the captain to launch the lifeboat. So much for German efficiency, the lifeboat engine wouldn’t start and it took an age to get going, eventually at nightfall, we got the crew onboard with the flat batteries from the 55. The boat was short of rations so we only had a fried egg each for supper, Ian really suffered. The batteries were charged up overnight and we eventually got the aircraft started and we made straight back to Masalembo, leaving the fuel drums on the boat.
Every hole drilled was dry so the operation ended, we were getting fed up doing six weeks on and one week off anyway and having to go by a small ship from Surabaya to Masalembo everytime.
Bill Farnell was a character, he used to fly Dakotas in the war in Burma. At one operation before pilots wore uniforms, he joined the passengers in a Whirlwind and sat down, as if pressed for time he kept looking at his watch and saying if the pilot doesn’t hurry up, I’ll fly this myself. Eventually, he got out of the cabin and climbed into the cockpit and made remarks like “ I think this is the right switch” and started the engine, apparently only one passenger got out.
At Masalembo, before starting up, in front of the passengers, he asked me which direction he should take for Surabaya, so I pointed over the sea. We later learned that a senior BP geologist was on board.
Natuna
Indonesia, Natuna
Conoco had a long operating history in Indonesia where the company was the operator of the Block B, Tobong and Northwest Natuna Sea Block II production sharing contracts.
Natuna: Find and enjoy the exotic virginal beauty of Natuna and surrounding Islands. The blend of land, water and mountains has enhanced the Island of tremendous richness. This is a place of paradise for people who believe vacations should be pure escape, pleasure and tranquility. The rhythms of tides, travels of the sun and stars, the waxing and waning of the moon should become memorable spaces of warmth and ease.
So, yet another Bristow posting to paradise! de
The following was provided by Dick Jones:-
Natuna Besar Base 1970.
Natuna started off with two Wessex and later an S6IN was added in 1971.
Initial crew.
Pilots:- Mike Ratcliffe (C.P.), Huw Smith and Dave Cramp.
Engineers:- Dick Jones (C.E.), Horst Voight, Alec Smart, Pete Robson,
Geoff Chandler and lan Black.
New Year's Eve 1970/71.
At this time the camp was being constructed by CONOCO and we lived on a small oceanographer vessel on the river at the Kampong Penagi . The camp site was being guarded by the Indonesian Airforce at night. Whilst our crew was celebrating New Year's eve on the boat, a local lady ran amok on the campsite and chased off the armed guards and set about wrecking our hangar. She threw shovels and picks down the exhaust pipes of both Wessex, raided our store and threw many of our spares about the place and our spare radar sets were thrown into a cement mixer. She then stripped off and placed a pitot head cover in an appropriate place, threw a plastic bag over her head and climbed halfway up the 200 ft HF antenna where she was found the next morning. There was minimal damage to the helicopters but our spares were in a bit of a state.
The poor lady was arrested by the locals and tied up and locked in a nearby hut but she escaped twice in the next two weeks and eventually they could not contain her and she was sedated and flown by Wessex to a village at a neighbouring group of islands. Peace returned to paradise.
We renamed the island Natuna Beserk.
Photo: Wessex at Natuna Besar on the airfield with Mount Ranai in the background. The fuel drums were shipped in from Singapore and the locals swam them in from the barge which lay about a mile offshore. Not all of the drums made it to the airfield, and the local hillsides were aglow with kerosene lamps at night.
Conoco had a long operating history in Indonesia where the company was the operator of the Block B, Tobong and Northwest Natuna Sea Block II production sharing contracts.
Natuna: Find and enjoy the exotic virginal beauty of Natuna and surrounding Islands. The blend of land, water and mountains has enhanced the Island of tremendous richness. This is a place of paradise for people who believe vacations should be pure escape, pleasure and tranquility. The rhythms of tides, travels of the sun and stars, the waxing and waning of the moon should become memorable spaces of warmth and ease.
So, yet another Bristow posting to paradise! de
The following was provided by Dick Jones:-
Natuna Besar Base 1970.
Natuna started off with two Wessex and later an S6IN was added in 1971.
Initial crew.
Pilots:- Mike Ratcliffe (C.P.), Huw Smith and Dave Cramp.
Engineers:- Dick Jones (C.E.), Horst Voight, Alec Smart, Pete Robson,
Geoff Chandler and lan Black.
New Year's Eve 1970/71.
At this time the camp was being constructed by CONOCO and we lived on a small oceanographer vessel on the river at the Kampong Penagi . The camp site was being guarded by the Indonesian Airforce at night. Whilst our crew was celebrating New Year's eve on the boat, a local lady ran amok on the campsite and chased off the armed guards and set about wrecking our hangar. She threw shovels and picks down the exhaust pipes of both Wessex, raided our store and threw many of our spares about the place and our spare radar sets were thrown into a cement mixer. She then stripped off and placed a pitot head cover in an appropriate place, threw a plastic bag over her head and climbed halfway up the 200 ft HF antenna where she was found the next morning. There was minimal damage to the helicopters but our spares were in a bit of a state.
The poor lady was arrested by the locals and tied up and locked in a nearby hut but she escaped twice in the next two weeks and eventually they could not contain her and she was sedated and flown by Wessex to a village at a neighbouring group of islands. Peace returned to paradise.
We renamed the island Natuna Beserk.
Photo: Wessex at Natuna Besar on the airfield with Mount Ranai in the background. The fuel drums were shipped in from Singapore and the locals swam them in from the barge which lay about a mile offshore. Not all of the drums made it to the airfield, and the local hillsides were aglow with kerosene lamps at night.