Bristow S-61Ns

[Tail-take-off]

What have Bristows done with their S-61Ns.

I know that:
G-BHOH has been exported to the USA (sold to Croman I think)
G-BFRI & G-BHOG have been sold to BIH.
G-BCLD & G-BGWJ are flying at Norwich.

But what about the rest of them? Are any still doing SAR? Are there any still in the Hangar at Aberdeen?

[pumaboy]

G-BIMU is at Sumburgh
G-BDOC G-BCLC are at Den Helder
G-BPWB - Portland
G-BBHL ex Stornoway back up ?
G-BBHM Destroyed by fire 2003
G-BDIJ and G-BBVA Lee on Solent

Hope this will help you

[jeepys]

BPWB is now at Lee operated by the CHC slip crew.

BBVA and BDIJ are at Portland still under Bristow operation until April ish.

[NavyTorque]

Nearly There everyone!

G-BPWB is at Lee (dry leased by CHC) being used now by part of the CHC "SAR Transistion Crew" (STC)

G- BBHL was at Sumburgh (dry leased to CHC) as S/BY but was sold by Bristows and was due to be picked up yesterday (4th Jan) by American Company(Pacific Helos I think) for use in US SAR (initially to Aberdeen for some engineering work etc)

G-BIMU is at Sumburgh (dry leased to CHC) being used by other half of CHC STC for next few weeks.

G-BDIJ is the Bristow Duty Cab at Portland until CHC STC take over this April then I beleive it is to be sold!

Hope this clarifies!

[Tail-take-off]

Thanks for the info.

Do they still have G-BGWK? I flew WK a lot in Unst.

After the total handover of UK SAR is complete are they planning to dispose of the rest of the fleet?

[Banksman]

G-WK is on a contract in morocco:ok:

[Tail-take-off]

G-WK is on a contract in morocco:ok:

S-61s were only to be found in cold places in my day:{

[wood worker]

G-BBHL still at Sumburgh this morning in the hangar, looking a bit lonely!

[s61n]

:confused:G-BGWK

If i'm not overstepping a limit here: whats the nature of the contract in Morocco, Banksman?

s61n

[Richard Taylor]

How many "Queen of the Skies" did Bristow have at their peak?

[212man]

S61n, I believe it's on contract to Shell for a drilling campaign. It relocated there from Egypt at the end of that contract.

[s61n]

Thanks for the info, 212.

Am looking for work;
btw: need any S92drivers your location, short or longtime ?



Regards

s61n

[212man]

You should have applied in the summer (two weeks advertising in Flight International)! I'll give a heads up if and when we'll be recruiting again

[s61n]

212

Thanks again.


s61n

[Tail-take-off]

They didn't operate them all at the same time but this is the total BHL 61 fleet by serial no. and UK registration:

Serial No UK Reg
61424 G-AZDC Ex Elivie - rebuilt Redhill (see pictures below)
61467 G-AZNE Ex Elivie
61470 G-BDRH
61471 G-BBGS
61473 G-AZRF
61493 G-BAKA
61702 G-BAKB
61703 G-BAKC
61712 G-BBHL
61713 G-BBHM
61714 G-BBHN
61716 G-BIHHEx BCAL
61718 G-BBVA
61720 G-BBVB
61735 G-BCLA
61736 G-BCLB
61737 G-BCLC
61739 G-BCLD
61745 G-BFMYEx Evergreen
61750 G-BDII
61751 G-BDIJ
61752 G-BIMU Ex BCAL
61761 G-BXSN Ex Irish Helicopters
61765 G-BDOC
61766 G-BEKI
61768 G-BEKJ
61809 G-BFRI
61819 G-BGWJ
61820 G-BGWK
61821 G-BGWL
61822 G-BPWB Ex Irish helicopters
61823 G-BSVO Leased from CHC
61824 G-BHOF
61825 G-BHOG
61827 G-BHOH

& possibly also 61490 G-BFPF Ex BCAL
http://209.196.171.35/helimage/azdcbefore.jpg

http://209.196.171.35/helimage/azdcafter.jpg

http://209.196.171.35/images/s61_trench_big.jpg

[Hippolite]

I remember the day the wreck arrived and I remember the day of the roll out using the trenches.

They were still there in Hangar 5 until a few years ago, they maybe still there now. When heavy maintenance moved to the main hangar, the trenches were covered with boards and the hangar was used for the transport fleet of trucks and company car maintenance.

I must be old, it was 30+ years ago now.

[Tail-take-off]

They must have done a good job of fixing her up because she is still flying today ,albeit in a modified form (S61-short).

Incidently she is 40 years old this year!

http://www.jetphotos.net/img/2/4/4/7/16585_1153507744_tb.jpg

more here:
http://www.jetphotos.net/showphotos.php?regsearch=N91158

[bolkow]

best way to get the i9nfo you want is go to website (G-INFO aircraft database) feed in s61n and it lists the total and numbers opf tyhose in service, theri total airframe hours ansd date of last caa cert, it can even list de-registered aircraft and gives soem detail as to where it went. Hope this is of help.
I wish the Irish had a similar site.

[Tail-take-off]

Yeah G-INFO is a really useful tool but it doesnt tell you what aircraft are actually doing. If you are interested in the registration history of an aircraft try ROTORSPOT (http://www.geocities.com/rotorspot/historic.htm).

[Hippolite]

Good old "DC" was never really an S61N Mk II, she was kind of a Mk 1 and a half. I wonder if you still have to turn off the #2 AC Gen to transmit successfully on the HF as we used to have to do every 15 minutes!! First flew her in 1980 according to my log book. I think she used to be on contract to Mobil and flew constantly to the Beryl A and back, sometimes via Sumburgh.

[Alan Whitfield]

I just found this site, and it sure brings back some memories for me. I worked at Aberdeen 1972-1976 as an engineer. I can certainly confirm that DC was a real workhorse. It just flew and flew, with a great serviceability record. When I joined, ex Fleet Air Arm, in March 1972, we had 3 aircraft, a Wessex 60, and two S61Ns. I'm not sure which two, but probably DC and G-AZNE. I also recall G-AZRF arriving, previously VR-BDU, Singapore. We lost G-AZNE in an accident landing on a drill ship - it floated 'burning and turning' for about 2 hours before running out of fuel and sinking. Fortunately there was no loss of life. When I left to go to the Gulf in 1976, we had a total of 24 aircraft, including some S58T machines - not Sikorsky's best effort!.
At the time, Bristow was buying everything that came off the S61 production line, as fast as they could make them. They came over on container ships, to Cherbourg, and we sent a crew from Aberdeen to put them together on the dockside. The port authorities were very cooperative, and clearded a large area for us. After assembly and ground runs, it was a vertical lift out to clear the very tall lighting towers. There is no doubt that the oil industry in the North Sea could not have happened without the S61N fleet. I now work as a volunteer restorer at the Helicopter museum at Weston Super mare, where we have some ex Bristow Wessex and Whirlwinds. G-AVNE, Wessex 60, is currently undergoing restoration after being out in the elements for many years.
During those early years at Aberdeen, it was extremely hectic, working all hours. When we first began to operate out of Sumburgh, there was no accommodation available on the island, so we had to live in old caravans in the grounds of the Sumburgh hotel - pretty grim in the winter! There was a ferry strike, and the island ran out of beer, so Bristow flew in a special delivery by S61N to prevent a mutiny !
Happy days.

[Alan Whitfield]

I just did some checking on my memories of some of the S61N registrations - my earlier conversions were not quite right. G-AZRF was previusly a Singapore registration, and VR-BDU was from Bermuda, later to become G-AZNE, sadly to be lost. I have a picture of VR-BDU in Bristow colours taken at Yarmouth, date unknown, but clearly before it was registered as NE. The colour is slightly faded from exposure, and it shows the aircraft without the FOD screens fitted.
Although DC was a really good reliable machine, it threw a wobbly one day at Aberdeen when an interlock switch on the undercarriage failed, allowing the alternators to stay on line as the rotor speed ran down. The reduced frequency caused some overheating and smoke in the AC junction box, but it was soon sorted and back in the air.

Anyone else remember the unfortunate / careless pilot who taxied an S61N into the closed hangar doors at Sumburgh? Made a mess of the doors and the blades!!
I was at Sumburgh at the time. We had to fly up a new gearbox, blades and two engines, and put in a lot of midnight oil. The most amazing thing was that none of the blade spars lost pressure. They were badly bent, but no cracks.

[africacorps]

I am sure it was Terry Wolfe-Milner a canadian gentleman :eek:

[Troglodita]

Tail Take Off


S-61s were only to be found in cold places in my day


What about our BHL (Became MHS in 83) machines in Kuala Trengannu Lah?

Admittedly they only survived because the average Malaysian Oily weighed about the same as the left thigh of his North Sea counterpart but still "Queen of the skies" in their day!

We used to use a Performance Graph called "Modified En Route Group 'A' with fuel dump" to allow us to fly after lunch!

I remember young (he was then) Tony Coleman taxiing out from the KT ramp all the way down to the other end of the runway unaware that his National Co Jo had actually turned the fuel dump switch to the ON position during pre taxi checks (rather than confirming it in the OFF position)

Pre Take-off checks revealed a fuel state of 300 lbs and a very impressive stain caused by the other 2700 lbs dumped along 5000 feet or so of runway:D

Trog

[mtoroshanga]

It was indeed Terry and as far as I remember on his first day as Chief Pilot.
I went there with a 58T to cover then stayed on a while. A great operation.

Regards incidents with S61s I remember an ex RN pilot who flew an entire North Sea detail with his tail rotor gust lock fitted.

It must have been a long time ago if Tony Coleman was young!!!! Was with him in the Falklands in the early 90s.

[Tail-take-off]

Troglodita

My day didn't start until after the handover to MHS & indeed the last few pilots on loan to MHS (Malcom Mead & Gerry Sedgewick spring to mind) came back shortly after I joined BHL.

I my day the S61 world consisted of Aberdeen, Sumburgh, Unst, Stornoway, Lee-on-Solent & the Falklands. Portland started up at around the time I left.

[Tail-take-off]

Alan

I have a picture of VR-BDU in Bristow colours taken at Yarmouth, date unknown, but clearly before it was registered as NE.
Any change you could post it here or on the Bristow photos thread?

Here is a picture from www.skyweaver.co.uk (http://www.skyweaver.co.uk) http://209.196.171.35/r_wing_pictures2.htm
of G-AZNE bobbing around in the water having had the cockpit roof cut off by the rotor blades.

http://209.196.171.35/images/sinking61.jpg

Russ Smith (RIP) used to tell of how he (unable to shut it down due to loss of the overhead engine controls) attempted to fly it home from the helideck. Unfortunately without the speed select levers the rotor RPM decayed & he was forced to ditch in the sea.

On vacating the aircraft through the captain's window his shoe got caught behind one of the pedals causing it to water taxi around in large circle with him in the centre of it. He waited until it went past them swam as fast as he could before it came around again.

[Alan Whitfield]

The picture of VR_BDU is an old photograph, rather faded. I will get it scanned and try to restore the colours for posting.
The loss of G-AZNE was believed to be caused by landing 'athwartships', a wonderful nautical term, on a drill ship, with the autopilot still engaged. The ship rolled, causing nose up, and the system tried to correct by applying forward pitch. As the roll increased, with no aerodynamic feedback, the correction increased, until the rotor blades contacted the top of the cockpit. This took out the engine controls and the central circuit breaker panel. It was a very dramatic day for everyone at Aberdeen as the news came through from offshore.

[Hippolite]

Tail Take Off

Doesn't it bring things home when we mention an old name and those letters (RIP) follow. I used to fly with Russ Smith, out of Unst if I remember. We always got along really well in the cockpit, he used to recount the AZNE story which was always fascinating to a young Co-Pilot as I was at the time.

I feel old now......

[Tail-take-off]

Not quite the way I was told about NE's incident.

I heard both accounts. The AFCS one from Russ himself & the other from elsewhere. I can't say which is correct but while I was based in Unst with Russ he always used his low & fast approach technique. In 1995 he came unstuck with it & caught the tailwheel in the deck edge netting & landed very heavily on the deck of the Hutton TLP.

There was always a lot of debate in Unst over whether the low & fast or the slow & steep approach was best. I always found the slow & steep less exhilarating & a bit more contollable. Draw your own conclusions.

[212man]

Late at night and a few glasses of wine later, but to follow up on S2's comments et al. I believe my original premise to be correct. There was also an ESB shuttle with the airstair down and the other comments made. I personally spent 3 days with RS ( as well as being based with him in ND) on a WHL visit to look at the EH-101 (just after the TR problem and bail out, so no flying for us!) so bear him no malice, but there are certain facts that remain unequivocal......

He had a gorgeous V-12 XJS in BRG and I think taught me the true meaning of carpe diem.... RIP

[3D CAM]

Russ Smith.(RIP)
I remember one evening in the early eighties, Russ and one of the Unst engineers, (a fine bunch BTW), Roger B. going joke for joke in the front bar of "The Baltie" from around 2100 hrs until it was way past all our bed times! But what a night!!:ok::ok: Work hard, play hard etc...
Sorry for the thread creep.
3D

[Tail-take-off]

I know this is drifting the thread even more but we are still talking about Bristow S-61Ns & the people who flew & maintained them. Here is a picture one of the first UK 61s & it's team. Russ Smith you will notice is first on the left.
http://209.196.171.35/images/s61group.jpg

[forget]

Russ Smith – one of my all time favourite people. :ok: Funny, funny guy. I worked with him on a Djambi Sumatra Wessex contract in the early ‘70s. Fit as a flea, never smoked, drank ‘normally’, medical every six months. We ended up in UK living fairly close by and we’d meet now and again for a few bevvies and a nostalgic ‘Brains Trust’. He’d gone on holiday to Morocco, with his wife. Two o’clock in the morning, in bed, dead. His funeral was well attended by Bristow people. My eyes were fine until the coffin came down the aisle with his uniform cap perched on the top. :(

Someone mentioned his ‘low & fast approach technique’. Err, yes ……… A Russ Smith empty Wessex arrival to a jungle rig site was always worth watching.

You’re missed Russ. :)

[JimL]

Nice guy Russ - and his wife Margaret.

Perhaps his manoeuvres originated from his time as a V bomber pilot.

Jim

[forget]

Perhaps his manoeuvres originated from his time as a V bomber pilot.

Jim, Russ spent his RAF time on Wessex. I can only imagine you overhead Russ chatting to totty at some party. ;)

[Alan Whitfield]

VR-BDU at Yarmouth. The colour is not very good, but I hope to make some improvement on it in the near future, when my expert pal returns from holiday.

http://i191.photobucket.com/albums/z74/Tail-take-off/VR_BDU.jpg

[thorpey]

Tail take off, is that Kevin B, fourth from left in the picture, now SAR captain at Portland?

[exlatccatsa]

Having just found this thread... we now have 4 S61's at Aberdeen .. having been told just last year we'd never see another one.
GBGWJ in Bristows colours has been here for a couple of months whilst
GBPWB and
GBIMU in uk SAR colours
arrived last week,
along with a CHC machine in Irish SAR colours which has been hiding behind the chinook hanger for the past couple of months.

[Tail-take-off]

is that Kevin B, fourth from left in the picture, now SAR captain at Portland?

Certainly looks a little like him but I suspect the photo may be a little early for Kevin. Thoughts anyone?

[Tail-take-off]

Forget

Russ spent his RAF time on Wessex.

I clearly remember Russ telling several interesting stories about flying Varsitys in the RAF so he definately flew other types as well as the Wessex.