Bristow Photos
Stace, confirm/disaffirm? - VFR
Couldn't mistake that crouch and hang-dog expression! 
- VFR
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Hi Chaps
Back from Holidays!!, yep that,s me in overalls, nearly caught me working again!!, but that is not Bob Good, Bob never worked for Bristows, or never worked for that matter
), the gentleman concerned was one of the geologists we used to drag around when not flying the 'Dart'.
That operation was one of the most enjoyable and funniest I ever worked one, mainly due to the the pilot with the 'Glove' I worked with, I remember the checkers board with drums for pieces and the complaints from the guys when a 'king' took a 'King' and it was insisted upon that the two were carried over together in that move, needless to say never hardly happened.
I visited the motel that we stayed at some years ago unfortunately now surrounded by a port and other developments, myself the 'Glove' and one another filmed the motel from the air on cine film for the Lebanese owner Rocky who rewarded us with three Martini Henry rifles!, I have a photo of us posing with the said weapons on the tarmac alongside the 55 in Dubai International Airport on our return, try doing that now!!
I'll see if I can find the photo's
Stace
Back from Holidays!!, yep that,s me in overalls, nearly caught me working again!!, but that is not Bob Good, Bob never worked for Bristows, or never worked for that matter
), the gentleman concerned was one of the geologists we used to drag around when not flying the 'Dart'.That operation was one of the most enjoyable and funniest I ever worked one, mainly due to the the pilot with the 'Glove' I worked with, I remember the checkers board with drums for pieces and the complaints from the guys when a 'king' took a 'King' and it was insisted upon that the two were carried over together in that move, needless to say never hardly happened.
I visited the motel that we stayed at some years ago unfortunately now surrounded by a port and other developments, myself the 'Glove' and one another filmed the motel from the air on cine film for the Lebanese owner Rocky who rewarded us with three Martini Henry rifles!, I have a photo of us posing with the said weapons on the tarmac alongside the 55 in Dubai International Airport on our return, try doing that now!!
I'll see if I can find the photo's
Stace
I can affirm Stacey is an excellent Worker.....when finally cornered and brought to bay.
Abu Dhabi
Been a while since I posted anything and I still have a few hundred pics I had accumulated from the original Skyweaver site. Most of them are not the best quality but still worth adding to the thread. Remember the "good" old days when most of the pics were taken with a Kodak Instamatic and you took your roll of film to Boots to get processed and wait a week to see the mostly out of focus results!
I will post them base by base with the info I gathered for the original website.
Still in Cyprus (10 years now) working on the RAF 412s and just got back from a local sports bar watching footy so forgive any alcohol induced nistakes! I see Photobucket has totally changed its layout so the chances of me getting this first post to work are slim!
Abu Dhabi
Thanks to Al Biles from whose e-mail I copied the info.
It's all a long time ago but..........
The main clients were ADMA (AbuDhabi Marine Areas), ADOC (AD Oil or Offshore Co) and Amerada Hess. Amerada was the smallest contract and until I arrived in Sep '73 with a 'zero houred' Whirlwind (G-BAMH, later VR-BEQ), they only had 1 x 206 on the contract. ADOC had a 206 and a couple of 55's and ADMA had three 55's and a couple of 212's. By the time I left in June 74 there were probably 4 or 5 212's on site and the 55's were being farmed out to jobs in Dubai and Khasab.
The main base was AUH but there was always an aircraft, usually a 55, based on Das Island and maintained by the crew out there. Between Das and the mainland were the two main oilfields, Zakum and Umm Schaif. Almost everything was offshore support.
Bachelor accommodation was in two blocks of flats (probably long since demolished). The Al Mulla Building on Shk Hamdan Street was otherwise known as the 'wooden bar' and the Shk Latif Building (I think) which backed onto the souk and was known as the 'concrete bar'. A bunch of ex-American military pilots lived in another block, the name of which escapes me.
Some 'marrieds' lived in the Al Mulla Building and others were spread about town. The rotation was 17 weeks and 4 weeks for bachelors and (I think) 2 years straight for the marrieds.
Abu Dhabi flightline March 1974.Types visible are Bell 212 and 206 plus Westland Whirlwind.
Bermudan registered Bell 212, VR-BFB and Bell 206 VR-BDR.
From the logo on the Jetranger it was probably flying for Total. The stinger protruding from the nose is an HF Ae.
Shutdown offshore. Probably Zukum 1 or Umm Schaif collector platform.
I will post them base by base with the info I gathered for the original website.
Still in Cyprus (10 years now) working on the RAF 412s and just got back from a local sports bar watching footy so forgive any alcohol induced nistakes! I see Photobucket has totally changed its layout so the chances of me getting this first post to work are slim!
Abu Dhabi
Thanks to Al Biles from whose e-mail I copied the info.
It's all a long time ago but..........
The main clients were ADMA (AbuDhabi Marine Areas), ADOC (AD Oil or Offshore Co) and Amerada Hess. Amerada was the smallest contract and until I arrived in Sep '73 with a 'zero houred' Whirlwind (G-BAMH, later VR-BEQ), they only had 1 x 206 on the contract. ADOC had a 206 and a couple of 55's and ADMA had three 55's and a couple of 212's. By the time I left in June 74 there were probably 4 or 5 212's on site and the 55's were being farmed out to jobs in Dubai and Khasab.
The main base was AUH but there was always an aircraft, usually a 55, based on Das Island and maintained by the crew out there. Between Das and the mainland were the two main oilfields, Zakum and Umm Schaif. Almost everything was offshore support.
Bachelor accommodation was in two blocks of flats (probably long since demolished). The Al Mulla Building on Shk Hamdan Street was otherwise known as the 'wooden bar' and the Shk Latif Building (I think) which backed onto the souk and was known as the 'concrete bar'. A bunch of ex-American military pilots lived in another block, the name of which escapes me.
Some 'marrieds' lived in the Al Mulla Building and others were spread about town. The rotation was 17 weeks and 4 weeks for bachelors and (I think) 2 years straight for the marrieds.
Abu Dhabi flightline March 1974.Types visible are Bell 212 and 206 plus Westland Whirlwind.
Bermudan registered Bell 212, VR-BFB and Bell 206 VR-BDR.
From the logo on the Jetranger it was probably flying for Total. The stinger protruding from the nose is an HF Ae.
Shutdown offshore. Probably Zukum 1 or Umm Schaif collector platform.
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I arrived in the fall of 1974 and I think there were 5 212's by then. The concrete bar was in the Al Kouri building in the flat shared by Alan Saunders and Alan Elgee. My flat was down the hall. The concrete bar had its balcony overlooking the open area by the clock tower and the cities taxi lot.
Rotation for singles was 4 months on - 1 month off and for marrieds, I believe, had changed from 3 months after two years to 1 month after one year and two months after the second year.
Rotation for singles was 4 months on - 1 month off and for marrieds, I believe, had changed from 3 months after two years to 1 month after one year and two months after the second year.
Antarctic
Antarctic.
Thanks to Andrew Rice for pics and info.
Two Bell 206 aircraft G-AVIG and G-AWMK were flown onboard the Royal Research Ship Bransfield in Southampton Water on 30 October 1984.
The three pilots and two engineers (Dave Mallock, John Shaw, Andrew Rice, Dave Simpson, Eddie Lawrenson), then flew down to Cape Town to join the ship there for its voyage to resupply the bases of the British Antarctic Survey (BAS).
The ship arrived at Mobster Creek near to the Halley Base in Mid December, 1994 and tied up to the ice shelf. Several flights were made but the bulk of the base resupply was done by sno-cat and the helicopter team worked alongside the ship's crew unloading on to the ice. This continued 24 hours a day as the sun circled the horizon without setting. The ship then continued south and spent the New Year beset in the pack-ice. A couple of ice survey flights were flown, but most of the time was spent in the bar!
On 4 January the ship once again became stuck in the ice and it was decided to use the helicopters to set up a fuel depot for the BAS Twin Otters to use later in the season. A busy day followed carrying underslung loads of drummed jet fuel.
Unfortunately at 17.34 on 5 January G-AVIG crashed into the ice shelf while en-route back to the ship and was totally destroyed. MK was carrying a load to the depot at the time and landed to pick up the (largely uninjured) pilot and the shore party. Without a second aircraft, which was required to carry out mutual SAR, operations halted. The following day the sea-ice broke up and the ship was able to get alongside the main ice shelf and offload the rest of the fuel by sno-cat.
The ship continued its task, with only an occasional flight in the local area being possible. We were able to deliver some gifts to a Soviet supply ship Kapitan Mishevski at the Russian new Year, before setting off, on 18 January, towards Montevideo to crew-change the BAS personnel. On the way some underslung loads were delivered on the South Orkney Islands on 24 January. The crew also managed some mountain walking from Gritviken on South Georgia on 28 January, and some flights made to Stanley and Goose Green in the Falkland Islands on 2 and 3 February. While in Uruguay a new 206, G-BLPL, was loaded on board with new pilot Bob Innes, and the Bransfield once again headed south.
During early March several flights were made on the east side of the Antarctic Peninsula mainly to carry underslung loads for a depot on Spaatz Island.
G-BLPL was deployed to the UK base at Rothera on 18 March and flew some survey flights for the proposed base airstrip. Also on that day a geology recce was made to Pourquio Pas Island during which the aircraft was briefly landed on a 500 foot high iceberg. On 29 March 1985, while G-BLPL was airborne on an underslung mission to James Ross Island, the weather closed in with heavy snow and strong winds. Once the aircraft had been recovered the Bransfield turned north and headed for the Falkland Islands. The helicopter team left the ship in Stanley and flew back to the UK on the RAF C130 airbridge via Ascension Island. The helicopters were offloaded in Grimsby when the ship arrived in the UK.
On deck in the ice pack.
Halley Bay UK base. 20th December, 1984.
Landing back on in the ice pack.
Slinging observation huts on the South Orkney Islands, 24th January, 1985.
Soviet Mil 8 fly past, 5th January, 1985.
John Shaw and Andrew Rice above UK Rothera Base, March, 1985.
Thanks to Andrew Rice for pics and info.
Two Bell 206 aircraft G-AVIG and G-AWMK were flown onboard the Royal Research Ship Bransfield in Southampton Water on 30 October 1984.
The three pilots and two engineers (Dave Mallock, John Shaw, Andrew Rice, Dave Simpson, Eddie Lawrenson), then flew down to Cape Town to join the ship there for its voyage to resupply the bases of the British Antarctic Survey (BAS).
The ship arrived at Mobster Creek near to the Halley Base in Mid December, 1994 and tied up to the ice shelf. Several flights were made but the bulk of the base resupply was done by sno-cat and the helicopter team worked alongside the ship's crew unloading on to the ice. This continued 24 hours a day as the sun circled the horizon without setting. The ship then continued south and spent the New Year beset in the pack-ice. A couple of ice survey flights were flown, but most of the time was spent in the bar!
On 4 January the ship once again became stuck in the ice and it was decided to use the helicopters to set up a fuel depot for the BAS Twin Otters to use later in the season. A busy day followed carrying underslung loads of drummed jet fuel.
Unfortunately at 17.34 on 5 January G-AVIG crashed into the ice shelf while en-route back to the ship and was totally destroyed. MK was carrying a load to the depot at the time and landed to pick up the (largely uninjured) pilot and the shore party. Without a second aircraft, which was required to carry out mutual SAR, operations halted. The following day the sea-ice broke up and the ship was able to get alongside the main ice shelf and offload the rest of the fuel by sno-cat.
The ship continued its task, with only an occasional flight in the local area being possible. We were able to deliver some gifts to a Soviet supply ship Kapitan Mishevski at the Russian new Year, before setting off, on 18 January, towards Montevideo to crew-change the BAS personnel. On the way some underslung loads were delivered on the South Orkney Islands on 24 January. The crew also managed some mountain walking from Gritviken on South Georgia on 28 January, and some flights made to Stanley and Goose Green in the Falkland Islands on 2 and 3 February. While in Uruguay a new 206, G-BLPL, was loaded on board with new pilot Bob Innes, and the Bransfield once again headed south.
During early March several flights were made on the east side of the Antarctic Peninsula mainly to carry underslung loads for a depot on Spaatz Island.
G-BLPL was deployed to the UK base at Rothera on 18 March and flew some survey flights for the proposed base airstrip. Also on that day a geology recce was made to Pourquio Pas Island during which the aircraft was briefly landed on a 500 foot high iceberg. On 29 March 1985, while G-BLPL was airborne on an underslung mission to James Ross Island, the weather closed in with heavy snow and strong winds. Once the aircraft had been recovered the Bransfield turned north and headed for the Falkland Islands. The helicopter team left the ship in Stanley and flew back to the UK on the RAF C130 airbridge via Ascension Island. The helicopters were offloaded in Grimsby when the ship arrived in the UK.
On deck in the ice pack.
Halley Bay UK base. 20th December, 1984.
Landing back on in the ice pack.
Slinging observation huts on the South Orkney Islands, 24th January, 1985.
Soviet Mil 8 fly past, 5th January, 1985.
John Shaw and Andrew Rice above UK Rothera Base, March, 1985.
Argentina
Argentina.
After pulling out from the Falklands in 1998 the S61Ns headed for Argentina for a joint venture with local operator Helicopteros Marinos in support of an offshore drilling programme for Mobil. It was short lived though lasting approximately four weeks after which the two aircraft went their separate ways to Brazil and the Congo.
Sikorsky S61N G-BFMY awaiting its next task. Note Argentinean flag top left.
Another ex Falklands S61N, G-BFRI on the apron at Rio Grande.
These were the first British registered aircraft in Argentina since the Falklands War.
After pulling out from the Falklands in 1998 the S61Ns headed for Argentina for a joint venture with local operator Helicopteros Marinos in support of an offshore drilling programme for Mobil. It was short lived though lasting approximately four weeks after which the two aircraft went their separate ways to Brazil and the Congo.
Sikorsky S61N G-BFMY awaiting its next task. Note Argentinean flag top left.
Another ex Falklands S61N, G-BFRI on the apron at Rio Grande.
These were the first British registered aircraft in Argentina since the Falklands War.
Sorry to hear that....another one taken too soon!
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I'm not convinced that it is David Mallock in that photo (although the hair & beard are similar). He left the Falklands early in 2001, to run Middle Wallop, which is some 7 years before the Argentina contract.
Lt. Cdr. D S Mallock RN
David was already at MW when I arrived there in 1997 to take over from Tony Marshall; I think DSM got there 1995-ish as he was very much involved with the DHFS bid process.
Last edited by Alan Biles; 26th Aug 2013 at 21:47. Reason: Alcohol induced errors in OP.
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Just to put the record straight, it was only G-BFMY that went to Rio Grande, the picture of G-BFRI was taken at Mount Pleasant Airfield in the Falkland Islands. The bearded fellow in the photograph was an Argentine engineer called Oscar, and not David Mallock. Despite all appropriate diplomatic clearances apparently being in place, the aircraft was impounded for five days on arrival, it being the first commercial flight from the Falklands to Argentina since the 'conflict' in 1982. All the Argentines in the photograph had served in the military in 1982, but despite that were a very pleasant bunch of people to work with.
At the end of the contract MY was flown back to the Falklands, and shipped back to the UK with RI. Ferry tanks consisted of 45 gallon drums, and a hand pump to transfer the fuel to the centre tank - wouldn't be allowed these days I'm sure!
At the end of the contract MY was flown back to the Falklands, and shipped back to the UK with RI. Ferry tanks consisted of 45 gallon drums, and a hand pump to transfer the fuel to the centre tank - wouldn't be allowed these days I'm sure!
Australia
Australia.
Obviously Bristow Australia has moved on since all this was written. The Aircraft Illustrated article being 25 years old now!! So I'll post this in the present tense rather than altering the original. Too much of a pain to change it!
A large and complicated group of operations which can best be covered in one lump. Most of the information on Australian operations came from a 1988 "Aircraft Illustrated" which my wife had saved! So thanks to her, thanks to the original writer, Tony Holmes, thanks to the aussies who contributed to the original article, Captains Jim Gumley, Steve Pearson, ops manager Wayne Sibley, Captain Max Woolf, Bill Wigley ( Woodside Heliport Supervisor) and engineers Eric Dibdin and Rory Crossland and of course "Aircraft Illustrated".
The company, Mayne-Bristow, was formed back in 1967 when Mayne Nickless Ltd of Australia joined forces with UK-based Bristow Helicopters. Most of the subsequent operations were operated from bases in the North-West, with its initial contract supporting the Woodside/ Burmah Oil drillship Investigator, being fulfilled by a single Wessex, VH-BHL ( G-AVEW ) crated out from Britain.
These pictures show Wessex G-AXPJ and G-BGER en-route to Australia.
Other types operated were Bells 205, 206, 212, 47, Sikorsky S61 and S76, plus A.S.330 Puma and A.S.332 Super Puma.
The S-61 was severly effected by the heat and its load was reduced by 150lb for every degree above 27C, so it was replaced by the Puma which loses no power up to 45C.
The Puma was operated as the fleet mainstay from 1979 with the first one being an ex North Sea Aircraft G-BFSV ( VH-BHO ). The fleet increased to five and at one stage was ferrying 1200 passengers a week between Karratha and offshore installations.
The picture shows Puma VH-WOF and Bell 212 VH-BEL.
The 212s were used for general utility work and back-ups for the Pumas. The Augusta-Bell 206s were used for geo-survey work and harbour master duties to name but a few.
Mayne-Bristow became established at Karratha Airport in 1973 when the first of two permanent hangers were built. As demands for its services grew, especially from Woodside, a third hangar was added in 1981.
The company operated from many varied locations such as Jandakot, Exmouth, Barrow Island, Derby, Port Lincoln, Ceduna, Canarvon, Broome, Port Hedland, Wyndham and Darwin, these being within Australia plus a few exotic overseas places such as Kupang (Indonesia), Manila (Philipines), Miri ( Sarawak) and Anduka (Borneo).
Today (1988!) the company has changed in many ways, with the most noticable being that "Mayne" no longer appears on the aircraft. After it gave up its share in the company, Cranley Management bought in and now owns 51% of the company and Bristows 49%. The company is now known as Bristow Helicopters Australia Pty.Ltd. with its administration in Perth. It has been very successful in setting up consortium arrangements where oil companies share helicopter resources and this has led to the company winning the lion's share of recent contracts. As can be seen from the pictures below, Bristow Tigers and S-76s now fly the majority of the offshore missions.
Thanks to Mark Ogden for this pic courtesy of Helicopter World.
Another contract won was a Department of Defence award for the provision of dedicated search and rescue helicopters using Bell 212s.
This photo from Pete Cawthorne shows the Varanus Island base, NW Australia (not far from Barrow Island).
Pete adds - Bristow formed an alliance supporting several companies. The 206L3 was based on Varanus, 3 x S76A+ and 2 x AS330J Pumas were based on Barrow Island, and 1 AS332L at Karratha, although the machines were moved around to fit the workload. 2 on, 2 off based in Perth. Brilliant fishing, diving etc. Some bloody big sharks though!
At first there was a B206, VH-BEK, s/n 274, which had followed me from Duri via Redhill! It later turned up in the next hangar to me when I was working in Queensland for a GA company!
And finally, below are some nice shots of ozzie aircraft plus a quote " The most important fact as far as we are concerned is that we are not just an overseas arm of Bristows UK. We are Australians, the crews are all Australian, the managerial staff are all Australian and the engineers are all Australian". circa 1988. Fair Dinkum! Whatever that means.
......and a few people pics.....
Obviously Bristow Australia has moved on since all this was written. The Aircraft Illustrated article being 25 years old now!! So I'll post this in the present tense rather than altering the original. Too much of a pain to change it!
A large and complicated group of operations which can best be covered in one lump. Most of the information on Australian operations came from a 1988 "Aircraft Illustrated" which my wife had saved! So thanks to her, thanks to the original writer, Tony Holmes, thanks to the aussies who contributed to the original article, Captains Jim Gumley, Steve Pearson, ops manager Wayne Sibley, Captain Max Woolf, Bill Wigley ( Woodside Heliport Supervisor) and engineers Eric Dibdin and Rory Crossland and of course "Aircraft Illustrated".
The company, Mayne-Bristow, was formed back in 1967 when Mayne Nickless Ltd of Australia joined forces with UK-based Bristow Helicopters. Most of the subsequent operations were operated from bases in the North-West, with its initial contract supporting the Woodside/ Burmah Oil drillship Investigator, being fulfilled by a single Wessex, VH-BHL ( G-AVEW ) crated out from Britain.
These pictures show Wessex G-AXPJ and G-BGER en-route to Australia.
Other types operated were Bells 205, 206, 212, 47, Sikorsky S61 and S76, plus A.S.330 Puma and A.S.332 Super Puma.
The S-61 was severly effected by the heat and its load was reduced by 150lb for every degree above 27C, so it was replaced by the Puma which loses no power up to 45C.
The Puma was operated as the fleet mainstay from 1979 with the first one being an ex North Sea Aircraft G-BFSV ( VH-BHO ). The fleet increased to five and at one stage was ferrying 1200 passengers a week between Karratha and offshore installations.
The picture shows Puma VH-WOF and Bell 212 VH-BEL.
The 212s were used for general utility work and back-ups for the Pumas. The Augusta-Bell 206s were used for geo-survey work and harbour master duties to name but a few.
Mayne-Bristow became established at Karratha Airport in 1973 when the first of two permanent hangers were built. As demands for its services grew, especially from Woodside, a third hangar was added in 1981.
The company operated from many varied locations such as Jandakot, Exmouth, Barrow Island, Derby, Port Lincoln, Ceduna, Canarvon, Broome, Port Hedland, Wyndham and Darwin, these being within Australia plus a few exotic overseas places such as Kupang (Indonesia), Manila (Philipines), Miri ( Sarawak) and Anduka (Borneo).
Today (1988!) the company has changed in many ways, with the most noticable being that "Mayne" no longer appears on the aircraft. After it gave up its share in the company, Cranley Management bought in and now owns 51% of the company and Bristows 49%. The company is now known as Bristow Helicopters Australia Pty.Ltd. with its administration in Perth. It has been very successful in setting up consortium arrangements where oil companies share helicopter resources and this has led to the company winning the lion's share of recent contracts. As can be seen from the pictures below, Bristow Tigers and S-76s now fly the majority of the offshore missions.
Thanks to Mark Ogden for this pic courtesy of Helicopter World.
Another contract won was a Department of Defence award for the provision of dedicated search and rescue helicopters using Bell 212s.
This photo from Pete Cawthorne shows the Varanus Island base, NW Australia (not far from Barrow Island).
Pete adds - Bristow formed an alliance supporting several companies. The 206L3 was based on Varanus, 3 x S76A+ and 2 x AS330J Pumas were based on Barrow Island, and 1 AS332L at Karratha, although the machines were moved around to fit the workload. 2 on, 2 off based in Perth. Brilliant fishing, diving etc. Some bloody big sharks though!
At first there was a B206, VH-BEK, s/n 274, which had followed me from Duri via Redhill! It later turned up in the next hangar to me when I was working in Queensland for a GA company!
And finally, below are some nice shots of ozzie aircraft plus a quote " The most important fact as far as we are concerned is that we are not just an overseas arm of Bristows UK. We are Australians, the crews are all Australian, the managerial staff are all Australian and the engineers are all Australian". circa 1988. Fair Dinkum! Whatever that means.
......and a few people pics.....
Thanks for the Argentina corrections Laundryboy.
Can't believe there are so many errors in that one and nobody picked them up before.
Cannot remember who sent me the original pics and info.
I guess the problem is a lot of the info is influenced by old age, blurred memories and alcohol.
Can't believe there are so many errors in that one and nobody picked them up before.
Cannot remember who sent me the original pics and info.
I guess the problem is a lot of the info is influenced by old age, blurred memories and alcohol.
.