Saxa is back
The nearest railway station is/was Thurso actually.
I used to like the story about the old leave application form on which you had to enter the name of the nearest railway station, back in the days when you got three rail warrants a year for leave travel.
If you were stationed at Saxa the nearest station was Stavanger!
If you were stationed at Saxa the nearest station was Stavanger!
I don't own this space under my name. I should have leased it while I still could
I wonder which came first, the MOD announcement or the Russians finding out 
Last edited by Fareastdriver; 30th May 2018 at 17:52.
I did a year as the XO in the late 80s. Loved it. Typical Friday night in the summer was a quick pint in the all ranks club, off to Happy Hour. About 2100, a landrover would take a few of us to the local Voe (lake) where we would set up the BBQ and put some beer/wine in the water to stay cool. We would then fish for trout all night in full daylight. Plenty to be had, Straight out of the water and on to the BBQ. About 0730 a landrover would come and get us. Back to the mess, full fry and bed.
Weather could be pants in the winter with only a few hours of daylight but we made up for that with a lively social programme..
Plenty of Russians to keep us busy at work and Lerwick only 2 quick ferry trips away.
Happy days!!!
Weather could be pants in the winter with only a few hours of daylight but we made up for that with a lively social programme..
Plenty of Russians to keep us busy at work and Lerwick only 2 quick ferry trips away.
Happy days!!!
I used to like the story about the old leave application form on which you had to enter the name of the nearest railway station, back in the days when you got three rail warrants a year for leave travel.
If you were stationed at Saxa the nearest station was Stavanger!
If you were stationed at Saxa the nearest station was Stavanger!
How many ways can you write Unst?
Stun?
Nuts?
I did Unst - sometimes twice a day - from ABZ in the Twin Otter for either Yogibear or Falcon Jet Center ( I think it was a Chevron contract)
I think I recall a big storm and the roof flew off the Balta Sound hotel landing on the RAF Coach (which was there with a load of guys having a few/several/many beers. Trouble was the coach had been 'borrowed' and no 658 for the trip.
Stun?
Nuts?
I did Unst - sometimes twice a day - from ABZ in the Twin Otter for either Yogibear or Falcon Jet Center ( I think it was a Chevron contract)
I think I recall a big storm and the roof flew off the Balta Sound hotel landing on the RAF Coach (which was there with a load of guys having a few/several/many beers. Trouble was the coach had been 'borrowed' and no 658 for the trip.
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NorthSouth.
Loganair Twin Otters up till about late 1981, early 1982, then Brymon took over with Dash 7s. Sheer luxury after the long haul in the Twotters.
3D
Loganair Twin Otters up till about late 1981, early 1982, then Brymon took over with Dash 7s. Sheer luxury after the long haul in the Twotters.
3D
Last edited by 3D CAM; 9th Sep 2018 at 19:40.
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The runway at Baltasound is still in good nick, but is no longer in operation and at 2,000ft, there are plenty of FW ac that could get in, but not many that could get out again!
The standard method, as mentioned earlier, is to fly into Sumburgh with Logan Air (FlyBe stopped flying there about 9 months ago) and collect a hire car; when the 2 ferries are running, allow about 3 hours.
That sounds pretty horrid journey, but the roads are now excellent and lack of other traffic (if you avoid Lerick) make the journey an absolute joy. An hour each way can be lopped of the journey time by landing at the privately-owned Scatsta - 3,750ft (if you have your own aircraft and ask very nicely). They used to take BAe-146s,
The only Eastern Airways flights are private charters for Sullom Voe Oil Terminal or off shore - most of the rotary activity that used to operate out of Unst seems to go from Scatsta now.
The standard method, as mentioned earlier, is to fly into Sumburgh with Logan Air (FlyBe stopped flying there about 9 months ago) and collect a hire car; when the 2 ferries are running, allow about 3 hours.
That sounds pretty horrid journey, but the roads are now excellent and lack of other traffic (if you avoid Lerick) make the journey an absolute joy. An hour each way can be lopped of the journey time by landing at the privately-owned Scatsta - 3,750ft (if you have your own aircraft and ask very nicely). They used to take BAe-146s,
The only Eastern Airways flights are private charters for Sullom Voe Oil Terminal or off shore - most of the rotary activity that used to operate out of Unst seems to go from Scatsta now.
Some of the things that used to happen when Unst was used by the oil industry.
In the early eighties the S76 fleet in Aberdeen wasn’t exactly rushed off it feet.We were still at the single pilot stage and we spent a lot of time on standbye at home.As they always seemed to be a spare S76 and crew around we would be called in to rescue somebody or something either stuck, or required to be, offshore.In this context we were known a the FART team(Fast Aircraft Rescue Team).S61 engines to Unst, bits for Tigers pushed over to one side of the helideck so we could squeeze in with spares was second nature and so it was without surprise that I was telephoned at home and asked to come in and take an oil tool offshore.When I arrived I was informed that there was a delay because they were still making it. Some Conoco platform in the Shetland basin was the destination and the weather up there was fine and likely to stay. Aberdeen and the Moray coast was not so good, forecast to deteriorate as the day went on.I started to become obvious that a night stop somewhere was looming so I asked Ops to consider it.The bit arrived in the freight shed and there was an immediate call for me to look at it. I stood, with several others, some ten feet away from it as it was still glowing from the foundry; something to do with tempering.I declined to take it in its present state for the obvious reasons of the heat in the cabin and I was also worried what would happen if I had to ditch because I was unsure whether my dinghy would float on boiling water.We therefore delayed the flight until it had cooled somewhat. It was now going to be a night stop at Unst so Ops said they would do the necessary like keeping the airfield open and hotel etc. I used to keep an overnight kit in my locker so when it had cooled to my satisfaction, ie, you could hold your hand on it, I launched into the void.
Just about everybody else had packed up so Highland passed me over to Scottish and apart from the fifteen minute HF calls to Aberdeen that was it.I gave them an Unst time allowing thirty minutes to unload my drilling bit and they passed it on to Ops.The Volmet was describing the continuous degradation of Aberdeen’s weather so I knew I wasn’t going back there even if I wanted to.The Shetland basin came up and the weather was perfect and without further ado I landed on the platform and shut down.
The bit was very heavy and not having a fork lift handy the entire drilling crew was heaving and grunting. However, they got it out with breaking the aeroplane and whilst we were surveying it the Super asked me why I was in such a hurry bringing it out because they couldn’t use it until it had cooled for forty-eight hours.SNAFU, I though as I refuelled the aeroplane and got airborne.
I cleared with Brent Traffic was back on with Scottish. It was a beautiful evening and one could sea the North Atlantic Rush Hour winging there way to the Arctic.Scottish was surprised at my destination as they thought that Sumburgh and Unst were both closed but I assured them that it was staying open and they were happy.
At forty miles to run I gave Unst a call…………………nothing.I tried the company frequency at Unst because that would be manned because they were expecting me……………………nothing. I tried Aberdeen on the HF………………………..nothing.
I assessed my options. I was OK for fuel but Moray had socked in so Kinloss was out. Bergen just on the edge of range but with unknown weather.Go back offshore?Not without a land diversion and that was were I was going.I told Scottish I would continue to Unst and sort it out there.
The North Shetlands came in sight. With the half moon you could almost see the colours.I could see the airfield with the runway showing up well and the apron illuminated by the lights and open doors of the Bristow hangar.There was no reason not to just line up and land and so I set myself up on finals.
The radio burst into life. “Aircraft on finals for Unst, request callsign?”It was Air Traffic. I gave him my details as the whole airfield lit up.I landed, taxied to the Bristow ramp and shut it down.There was nobody around so I picked up a chock from the edge of the pan and secured the wheels.I wandered into the hangar and there in the corner was the office with the night shift drinking tea and scoffing wads.
You would have thought a ghost had walked in.
There was a clatter of dropped cups and a thumping of jaws hitting the floor. I was asked what I was doing there, or words to that effect, and I filled them with the details.Just then Mr ATC walked in.He had heard me whilst watching his TV at their bungalow just across the road and realising what was happening had rushed over to the tower.The engineers, unfamiliar with the general shrieking and screaming of a 76 had assumed it was a late Brymon Dash 7. A few minutes on the tellingbone and luckily the Baltasound Hotel had a room. We then had to push the aircraft in, no towbar, with my telling them not to touch it as I would do the pre-flight.
The next morning I took it back to Aberdeen and went to Ops to have a rant.Then the story unfolded.
The, now defunct, controller had an alcohol problem. There had been suspicions but because of this cockup they had gone in with the knife.The checked his locker and in was liberally stocked with whisky.It was apparent that he was in such a state that he had forgotten all about my planned diversion which is why I had been left on a limb.
He was given a job in Traffic checking in people but in a short time he disappeared completely.
Sorry about the odd sized printing but it copies like that.
In the early eighties the S76 fleet in Aberdeen wasn’t exactly rushed off it feet.We were still at the single pilot stage and we spent a lot of time on standbye at home.As they always seemed to be a spare S76 and crew around we would be called in to rescue somebody or something either stuck, or required to be, offshore.In this context we were known a the FART team(Fast Aircraft Rescue Team).S61 engines to Unst, bits for Tigers pushed over to one side of the helideck so we could squeeze in with spares was second nature and so it was without surprise that I was telephoned at home and asked to come in and take an oil tool offshore.When I arrived I was informed that there was a delay because they were still making it. Some Conoco platform in the Shetland basin was the destination and the weather up there was fine and likely to stay. Aberdeen and the Moray coast was not so good, forecast to deteriorate as the day went on.I started to become obvious that a night stop somewhere was looming so I asked Ops to consider it.The bit arrived in the freight shed and there was an immediate call for me to look at it. I stood, with several others, some ten feet away from it as it was still glowing from the foundry; something to do with tempering.I declined to take it in its present state for the obvious reasons of the heat in the cabin and I was also worried what would happen if I had to ditch because I was unsure whether my dinghy would float on boiling water.We therefore delayed the flight until it had cooled somewhat. It was now going to be a night stop at Unst so Ops said they would do the necessary like keeping the airfield open and hotel etc. I used to keep an overnight kit in my locker so when it had cooled to my satisfaction, ie, you could hold your hand on it, I launched into the void.
Just about everybody else had packed up so Highland passed me over to Scottish and apart from the fifteen minute HF calls to Aberdeen that was it.I gave them an Unst time allowing thirty minutes to unload my drilling bit and they passed it on to Ops.The Volmet was describing the continuous degradation of Aberdeen’s weather so I knew I wasn’t going back there even if I wanted to.The Shetland basin came up and the weather was perfect and without further ado I landed on the platform and shut down.
The bit was very heavy and not having a fork lift handy the entire drilling crew was heaving and grunting. However, they got it out with breaking the aeroplane and whilst we were surveying it the Super asked me why I was in such a hurry bringing it out because they couldn’t use it until it had cooled for forty-eight hours.SNAFU, I though as I refuelled the aeroplane and got airborne.
I cleared with Brent Traffic was back on with Scottish. It was a beautiful evening and one could sea the North Atlantic Rush Hour winging there way to the Arctic.Scottish was surprised at my destination as they thought that Sumburgh and Unst were both closed but I assured them that it was staying open and they were happy.
At forty miles to run I gave Unst a call…………………nothing.I tried the company frequency at Unst because that would be manned because they were expecting me……………………nothing. I tried Aberdeen on the HF………………………..nothing.
I assessed my options. I was OK for fuel but Moray had socked in so Kinloss was out. Bergen just on the edge of range but with unknown weather.Go back offshore?Not without a land diversion and that was were I was going.I told Scottish I would continue to Unst and sort it out there.
The North Shetlands came in sight. With the half moon you could almost see the colours.I could see the airfield with the runway showing up well and the apron illuminated by the lights and open doors of the Bristow hangar.There was no reason not to just line up and land and so I set myself up on finals.
The radio burst into life. “Aircraft on finals for Unst, request callsign?”It was Air Traffic. I gave him my details as the whole airfield lit up.I landed, taxied to the Bristow ramp and shut it down.There was nobody around so I picked up a chock from the edge of the pan and secured the wheels.I wandered into the hangar and there in the corner was the office with the night shift drinking tea and scoffing wads.
You would have thought a ghost had walked in.
There was a clatter of dropped cups and a thumping of jaws hitting the floor. I was asked what I was doing there, or words to that effect, and I filled them with the details.Just then Mr ATC walked in.He had heard me whilst watching his TV at their bungalow just across the road and realising what was happening had rushed over to the tower.The engineers, unfamiliar with the general shrieking and screaming of a 76 had assumed it was a late Brymon Dash 7. A few minutes on the tellingbone and luckily the Baltasound Hotel had a room. We then had to push the aircraft in, no towbar, with my telling them not to touch it as I would do the pre-flight.
The next morning I took it back to Aberdeen and went to Ops to have a rant.Then the story unfolded.
The, now defunct, controller had an alcohol problem. There had been suspicions but because of this cockup they had gone in with the knife.The checked his locker and in was liberally stocked with whisky.It was apparent that he was in such a state that he had forgotten all about my planned diversion which is why I had been left on a limb.
He was given a job in Traffic checking in people but in a short time he disappeared completely.
Sorry about the odd sized printing but it copies like that.
NorthSouth and 3D CAM
I worked for Loganair in ABZ for 14months and 3weeks and also flew the Falcon Jet Center Twin Otter mainly on Unst Chevron contracts but also on other jobs to SUMBURGH (LSI) I calculated and checked with a lawyer in Aberdeen that my contract would not stand up in a Scottish Court and my two year point reward offsets the Training costs so I applied for a job in Jerseyand got it. I asked for Loganair in GLA to have my p40 ready as I drove south to Jersey, though I didn't bother in the end as it had no value in the Channel Islands.
Brymon took over the Chevron contract with Dash Seven ( two aeroplanes?instead of four Twin Otters) but I cannot recall when, and though Bill Bryce ordered Twin Otters and Dash Sevens, he never paid for any of them, leaving DHCanada with a huge bill. We bought some of the Brymon Twin Otters for Jersey and repainted them in JEA colours, I recall we paid DHCanada direct instead of Bill Bryce but they were wrecks really. I don't know who bought the Dash Seven from Bryce when he lost the Chevron Contract from Unst though I don't think it was the British Antartic Survey. . I think Brymon collapsed when Unst stopped for the Dash Sevens. I don't even know which airport now services the Ninian field either. Possibly LSI? British Antartic are the only other Dash Seven operator in the UK though the aeroplanes might be Falkland Island registered.
I worked for Loganair in ABZ for 14months and 3weeks and also flew the Falcon Jet Center Twin Otter mainly on Unst Chevron contracts but also on other jobs to SUMBURGH (LSI) I calculated and checked with a lawyer in Aberdeen that my contract would not stand up in a Scottish Court and my two year point reward offsets the Training costs so I applied for a job in Jerseyand got it. I asked for Loganair in GLA to have my p40 ready as I drove south to Jersey, though I didn't bother in the end as it had no value in the Channel Islands.
Brymon took over the Chevron contract with Dash Seven ( two aeroplanes?instead of four Twin Otters) but I cannot recall when, and though Bill Bryce ordered Twin Otters and Dash Sevens, he never paid for any of them, leaving DHCanada with a huge bill. We bought some of the Brymon Twin Otters for Jersey and repainted them in JEA colours, I recall we paid DHCanada direct instead of Bill Bryce but they were wrecks really. I don't know who bought the Dash Seven from Bryce when he lost the Chevron Contract from Unst though I don't think it was the British Antartic Survey. . I think Brymon collapsed when Unst stopped for the Dash Sevens. I don't even know which airport now services the Ninian field either. Possibly LSI? British Antartic are the only other Dash Seven operator in the UK though the aeroplanes might be Falkland Island registered.
Last edited by 5aday; 10th Sep 2018 at 12:34.
I really pity anyone posted to Saxa Vjord. Unless you are a nature watcher and the types of birds around the Shetlands turn you on
or you partake in Sea Angling , it must be like a life sentence. Marham used to be nick named "El Adem with Grass" but Saxa?
No way.
or you partake in Sea Angling , it must be like a life sentence. Marham used to be nick named "El Adem with Grass" but Saxa?
No way.
