Bristow Photos
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Dave
From http://www.pprune.org/spectators-bal...une-guide.html
From http://www.pprune.org/spectators-bal...une-guide.html
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Whaling 2
I bit of an experiment to see if these scans are going to be readable or fit the page properly..........
Not sure who sent me the photocopies but thanks. Never posted on the original site.
So, from North Sea oil to Whale oil!
We covered whaling some time back using a Whirlwind........now we go even further back to the beginnings of Bristow......where it all began with a Hiller and S51.
It involves some reading
, Yes, I know you've all got better things to do with your lives than read........ but it is really interesting....believe me.
Perhaps if AB had given up with all this there may not have been a Bristow Helicopters!
From a 1958 Neville Duke's Book of Flight.
.
Not sure who sent me the photocopies but thanks. Never posted on the original site.
So, from North Sea oil to Whale oil!
We covered whaling some time back using a Whirlwind........now we go even further back to the beginnings of Bristow......where it all began with a Hiller and S51.
It involves some reading
, Yes, I know you've all got better things to do with your lives than read........ but it is really interesting....believe me.Perhaps if AB had given up with all this there may not have been a Bristow Helicopters!
From a 1958 Neville Duke's Book of Flight.
.
ITK - PR's (Einstein) creation if I remember. I used to crave my copy of ITK. It was hilarious. Where is PR these days? Have known him for 35 years.
Miri
Miri
As can be seen from the map, Miri can be found in East Malaysia just south of Brunei. It is another operation with a long Bristow history and has been home to a variety of aircraft types such as A.S.330 Puma, A.S.332l Super Puma, Twin Otter and H.S.125.
As with Kerteh the operation was gradually taken over by Malaysian Helicopter Services who continue to operate from Miri today.
The picture below shows most of the fleet in the Miri hangar and was probably taken mid Eighties.
All the aircraft were on contract to Shell with the Pumas and Otters operating from Lutong strip (see pic below) after transferring from Miri Airport in the morning. The Pumas carried out off-shore duties whilst the Otters routinely flew to Kota Kinabalu, Bintulu and Labuan. The H.S.125 was used for longer legs such as a daily flight to Kuala Lumpur.
The pictures below reflect a typical Puma sortie showing 9M-SSE returning from the drill-barge "Charley-Graves".
Early morning line up at Miri probably taken late Eighties/early Nineties and note all aircraft now in MHS colours.
A Miri Puma undergoing major maintenance.
........and a few misc Miri pics
Quite a few Miri people to follow....
As can be seen from the map, Miri can be found in East Malaysia just south of Brunei. It is another operation with a long Bristow history and has been home to a variety of aircraft types such as A.S.330 Puma, A.S.332l Super Puma, Twin Otter and H.S.125.
As with Kerteh the operation was gradually taken over by Malaysian Helicopter Services who continue to operate from Miri today.
The picture below shows most of the fleet in the Miri hangar and was probably taken mid Eighties.
All the aircraft were on contract to Shell with the Pumas and Otters operating from Lutong strip (see pic below) after transferring from Miri Airport in the morning. The Pumas carried out off-shore duties whilst the Otters routinely flew to Kota Kinabalu, Bintulu and Labuan. The H.S.125 was used for longer legs such as a daily flight to Kuala Lumpur.
The pictures below reflect a typical Puma sortie showing 9M-SSE returning from the drill-barge "Charley-Graves".
Early morning line up at Miri probably taken late Eighties/early Nineties and note all aircraft now in MHS colours.
A Miri Puma undergoing major maintenance.
........and a few misc Miri pics
Quite a few Miri people to follow....
Miri
Miri people 1
A bunch of pics from Andrew Doyle to start........
Andy Paton - pictured shortly after the aircraft were repainted in the MHS colours, 1983.
Andy Redfern - pictured on 9M-SSF shortly after the gearbox boiled with a cooler failure. We landed on the barge "Charley Graves" and the gearbox was replaced with the use of the barge crane.
Bob Jones, now director of flight ops, CAA
Duncan Leech as loadmaster on an underslung job.
Dick Maloney, pretending to be awake
Miri had both married accompanied positions and expat P2s, so in the early 80's there was a big social scene, centred on the "top house" bar on Tanjong Lobang, and on weekend beach barbecues. Most houses had an Amah, or home help, and they were well integrated in to the social scene.
Dennis Russell - at a tarts and vicars party
Roger Williams-Wynn receiving fashion advice at the same party with Brian Fairclough in the background.
The Top House bar closed in October 1984 with the departure of the last 2 expat P2s, myself and Mike Holley, Mike seen here on one of the last nights. We were so hopeless at making a profit that after 2 years of trading our assets consisted of 8 cases of beer and a cassette player.
Finally, probably Miri's naughtiest boy - and there was a lot of competition - Roddy Macaskill finally realises he might be out of his depth.
A bunch of pics from Andrew Doyle to start........
Andy Paton - pictured shortly after the aircraft were repainted in the MHS colours, 1983.
Andy Redfern - pictured on 9M-SSF shortly after the gearbox boiled with a cooler failure. We landed on the barge "Charley Graves" and the gearbox was replaced with the use of the barge crane.
Bob Jones, now director of flight ops, CAA
Duncan Leech as loadmaster on an underslung job.
Dick Maloney, pretending to be awake
Miri had both married accompanied positions and expat P2s, so in the early 80's there was a big social scene, centred on the "top house" bar on Tanjong Lobang, and on weekend beach barbecues. Most houses had an Amah, or home help, and they were well integrated in to the social scene.
Dennis Russell - at a tarts and vicars party
Roger Williams-Wynn receiving fashion advice at the same party with Brian Fairclough in the background.
The Top House bar closed in October 1984 with the departure of the last 2 expat P2s, myself and Mike Holley, Mike seen here on one of the last nights. We were so hopeless at making a profit that after 2 years of trading our assets consisted of 8 cases of beer and a cassette player.
Finally, probably Miri's naughtiest boy - and there was a lot of competition - Roddy Macaskill finally realises he might be out of his depth.
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The Tranquilli**er Bar, Miri
If my long term memory is still working properly when I arrived at Miri in 1981 The Tranquilli**er Bar was located in the bottom Co-Pilot's House. However after a certain F/O (not me) left the beer cans in the freezer too long (none survived to be drinkable) for a Pilot's or Flight Safety Meeting it fell out of favour, and we then frequented one of the bachelor status Fixed-Wing pilot's house instead.
When Thridle Op Des moved up the hill to the Top House he brought The Tranquilli**er Bar with him as he owned it by then (departing Co-Pilots would sell their motorbikes, TV's, etc. on to new arrivals). The Top House was the better venue as it had a large walled open flat roof for the sundowners & curry nights.
Here is a censored photo of The Tranquilli**er Bar in 1982 at the Top House.
When Thridle Op Des moved up the hill to the Top House he brought The Tranquilli**er Bar with him as he owned it by then (departing Co-Pilots would sell their motorbikes, TV's, etc. on to new arrivals). The Top House was the better venue as it had a large walled open flat roof for the sundowners & curry nights.
Here is a censored photo of The Tranquilli**er Bar in 1982 at the Top House.
During a bit of a hiatus when most of the JetA1 in Scotland and beyond was contaminated we had some extremes to get the bears to work and back. Somewhere along the line a helidack was welded onto the stern of a Stena ferry, and we would shuttle the troops on and off as they changed out from the Brent:
Malaysia
Malaysia - Trengannu
Bristow Helicopters first operated in Malaysia in 1969 beginning a long association with the Malaysians which led to the establishment of Malaysian Helicopter Services ( M.H.S.) in 1983. Prior to the move to Kerteh in 1981 the oil fields off the East coast were served by S-61s and S-76s from Trengganu. The main client was Esso and later a smaller contract for Carigali. The rigs were about 140 miles offshore which would give an approx 3 hour round trip in the S-61 and somewhat quicker in the S-76. Work routines were 6&1, 6&1, 6&1, 6&4, (days) which was not considered to be the best shift pattern ever
conceived.
Most staff lived in Kuala Trengganu and "Club 61" was the focus for social events.
The pictures below show the operation, the terminal being next to the hangar.
.....and the pics below show earlier shots of the base when it only had one hangar. The aircraft are VR-BDN and BDO which were probably the first S61s Bristows put into Malaysia. Does anyone have any details? From the first photo it can be seen just how close to the beach the hangars were.
.
Bristow Helicopters first operated in Malaysia in 1969 beginning a long association with the Malaysians which led to the establishment of Malaysian Helicopter Services ( M.H.S.) in 1983. Prior to the move to Kerteh in 1981 the oil fields off the East coast were served by S-61s and S-76s from Trengganu. The main client was Esso and later a smaller contract for Carigali. The rigs were about 140 miles offshore which would give an approx 3 hour round trip in the S-61 and somewhat quicker in the S-76. Work routines were 6&1, 6&1, 6&1, 6&4, (days) which was not considered to be the best shift pattern ever
conceived.
Most staff lived in Kuala Trengganu and "Club 61" was the focus for social events.
The pictures below show the operation, the terminal being next to the hangar.
.....and the pics below show earlier shots of the base when it only had one hangar. The aircraft are VR-BDN and BDO which were probably the first S61s Bristows put into Malaysia. Does anyone have any details? From the first photo it can be seen just how close to the beach the hangars were.
.
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Gazelle
If the previous post was referring to Bristow Gazelle c/n 1470, that was indeed F-GIBU & now I believe resides in Clywd as G-IBME.
Any photo's of IBME greatly appreciated !
Any photo's of IBME greatly appreciated !
Mauritania
Warning............post under influence of alcohol after watching England / All Blacks in a local Cyprus sports bar!
Mauritania
Bristow Bell 212 supported by an ACN AS 365 and an OLOG Bell 412 from April to August 2001. Based at Nouakchott, Mauritania's main airport.
The contract was to support Australian Woodside Oil Co. during a two hole drilling campaign, 50 miles offshore in deep water (4000'). The 412 was an OLOG machine ex Egypt and all three aircraft were supporting the same rig but only two at a time, ie, when the Dauphin departed the 412 arrived to fill the slot until the operation folded. The rig was a semi sub which had at one time been in the North Sea, believed to be the Polycastle as it was known then.
Bristow 212 and ACN AS365 awaiting passengers outside the Nouakchott terminal building.
A view from the Bell 212 looking over Nouakchott - described by engineer on site as very grey.
Bachelor accomodation about 15 mins from work - very spacious.
Roads pretty rough - mostly compressed earth!
The contract called for full SAR coverage and this pic shows 5N-AOV and crew during winch training off the back of a supply boat.
A few names :- Engineer Mike Grinstead who supplied info and pilots Rowan Greenwood and Richard Evans plus Providence being trained as a winchman.
Mauritania
Bristow Bell 212 supported by an ACN AS 365 and an OLOG Bell 412 from April to August 2001. Based at Nouakchott, Mauritania's main airport.
The contract was to support Australian Woodside Oil Co. during a two hole drilling campaign, 50 miles offshore in deep water (4000'). The 412 was an OLOG machine ex Egypt and all three aircraft were supporting the same rig but only two at a time, ie, when the Dauphin departed the 412 arrived to fill the slot until the operation folded. The rig was a semi sub which had at one time been in the North Sea, believed to be the Polycastle as it was known then.
Bristow 212 and ACN AS365 awaiting passengers outside the Nouakchott terminal building.
A view from the Bell 212 looking over Nouakchott - described by engineer on site as very grey.
Bachelor accomodation about 15 mins from work - very spacious.
Roads pretty rough - mostly compressed earth!
The contract called for full SAR coverage and this pic shows 5N-AOV and crew during winch training off the back of a supply boat.
A few names :- Engineer Mike Grinstead who supplied info and pilots Rowan Greenwood and Richard Evans plus Providence being trained as a winchman.
Morocco
Morocco...........getting there...
FERRY FLIGHT. HILLER 12E, G-AWME.
REDHILL - TAN TAN, MOROCCO.
10TH AUGUST 1968 -16TH AUGUST 1968.
10/8/68 REDHILL - GATWICK - LE TOUQUET.
My first job after being employed by BHL was to ferry a Hiller12E from Redhill to Tan Tan, in Morocco, to replace an earlier aircraft which had a gearbox problem and had to force land short of Agadir. Rumour has it that when the engineers came back the next day to assess the aircraft, very little of it was left and the parts had made their way into various Bedouin encampments!
I was given a ferry flight plan by a certain Peter Richards and told to get on with it. Being new to the Company, I took him at his word. I later found out that nobody followed Peter Richard's ferry plans - except me. I asked him where the engineer was to do the turn rounds etc and with a twinkle in his eyes he said, "You're on your own, Son".
After finally getting the aircraft away from Redhill (little has changed) and clearing Customs at Gatwick I set out to cross the Channel and night stop in Le Touquet. As the evening was settling in, I got the clearance from Le Touquet Tower "...to land and park between the Spitfire's and the Messerschmit's." Rubbing my eyes, there in front of me was a squadron of Spitfires, Messerschmits and a B25 Mitchell. These aircraft were at Le Touquet, en-route to the South of France to film "The Battle of Britain". I seem to remember that the crews of the Me109's (Spanish pilots, I believe) and the British Spitfire Pilots( RAF) didn't mix socially.
11/8/68 LE TOUQUET - CHARTRES - TOURS - POITIERS.
The next day's weather was dreadful with low cloud and heavy rain, but trying to keep to the ferry plan (I know different now), I launched off VFR, low level using this marvellous thing called an ADF in the Hiller. I didn't have them in the Royal Navy and learned about them when I did my licence. Here I had a needle that would point me to where I was going. The weather improved as I headed South and with a smile I followed this needle which was to take me to Chartres. I had that sinking feeling when the needle reversed direction and there was no airfield to be seen. The fuel gauge didn't fill me with confidence as I reversed direction and followed my ADF needle. Still no airfield but I did see a large antenna in a field so I found a nearby farm, landed, shutdown and asked the farmer in halting French "Ou est Chartres". The copy of the Michelin Guide was produced and I was directed a further 20 kms to Chartres Airfield. What did I learn? Firstly, NDB's are not always co-located with an airfield. This one was an Airways NDB. Secondly, always have a back up to your navigation; don't rely on a single instrument. Something I have kept with me for the rest of my career.
When I refuelled at Chartres, I didn't know the Hiller could take so much fuel! My logbook shows no mention of any stop between Le Touquet and Chartres. The rest of the day's flying to Poitiers was uneventful and a much wiser pilot had a good nights sleep.
12/8/68 POITIERS - BORDEAUX - TOULOUSE - PERPIGNAN - BARCELONA.
A splendid flight with beautiful weather, I followed the Garonne valley over one of the many wine-growing areas of France and then the Canal du Midi to Toulouse. The Pyrenees were crystal clear, still with a covering of snow, even though this was summer. I decided that discretion was the better part of valour and routed through Perpignan and around the Pyrenees (although the ferry plan called for a crossing). After clearing customs at Perpignan, I followed the Mediterranean coast southwards to Barcelona, my night stop.
13/8/68 BARCELONA- REUS - VALENCIA - ALICANTE - (ALICANTERELLA) -ALMERIA.
This was an easy part of the flight; just keep the coast to your right. Brilliant hot weather, low level flying along the shoreline. Appreciating the natural wildlife! I always knew the Alicante to Almeria leg was going to be tight. The Hiller was only cruising at 55kts, very tail low, something I thought was particular to the "civvie" Hillers. En route between Alicante and Almeria, I decided to divert to Alicanterella, a military airfield, but cleared for me. I pulled the nose of the Hiller gently up and as I came level with the hotel roofs I pushed the cyclic forward. Nothing happened, the aircraft nose kept rising. A swift boot full of rudder and rapid change of power setting and the aircraft reversed direction and I was able to regain level flight much to the appreciation of the people of the beach. They thought it was an air display. Far from it, I had just learnt about the perils of an incorrect Centre of Gravity. On landing at Alicanterella, I took a whole bundle of Maintenance Manuals and spare oil from the boot and put it inside the cockpit alongside me and all of a sudden the aircraft was cruising at 65 kts with a level attitude.
14/8/68 ALMERIA - MALAGA - TANGIERS - RABAT - CASABLANCA. Due to the political situation between UK and Spain, I was unable to refuel at Gibraltar, in fact I was given a very stern warning about going anywhere near Gib due to political retributions. Hence the long leg between Malaga and Tangiers. No floats on this aircraft. However, the Company did give me a lifejacket.
With my new-found cruising speed and the constant purr of the Lycoming 540 (It is amazing how your hearing is sharpened over a long sea sector, with one engine and no floats), the trip to Morocco was uneventful. Luckily my knowledge of French helped me through formalities in Tangiers. Morocco was formerly a French Colony and French was their second language. I never found Humphrey Bogart's bar though it wasn't for lack of looking.
15/8/68 CASABLANCA - SAFI -AGADIR.
Following the coast, I passed the Atlas Mountains in the distance. It was getting hotter and more arid. I arrived in Agadir, a city rebuilt after a disastrous earthquake some 20 years earlier to be met by my new Chief Pilot "Johnny" Johnson. One thing I remember about Johnny was that he had quite a bad stutter except when he was speaking a foreign language, when he was fluent - and his rendition of a certain dictator's speech, using a comb and his hair parted the wrong side, is legendary - especially after a few beers.
16/8/68 AGADIR - TAN TAN.
The final leg was probably the longest I did and the normal routine was to carry 2 jerry cans of Avgas on the side panniers of the aircraft. I was talking to our base at Tan Tan on the radio but was very concerned about my reducing fuel gauge. The maps of the Sahara were not too good so I descended and landed alongside a road and shut down to refuel. I put one jerry can in the fuel tank and lifted off to see out base no more than 500 metres away in front of me. The road was at the end of a graded strip for the crewchange DC3. The base was at the bottom of a small cliff so I didn't see the base until I had crossed the road. When we went back, 5 minutes later to collect the jerry can, it had gone!
So ended an eventful first ferry flight for the Company where I learnt many valuable lessons. The ferry flight had taken 7 days (6 on Peter Richard's plan) and I flew 29 hours and 15 minutes.
Welcome to Bristow Helicopters.
John Whale.
FERRY FLIGHT. HILLER 12E, G-AWME.
REDHILL - TAN TAN, MOROCCO.
10TH AUGUST 1968 -16TH AUGUST 1968.
10/8/68 REDHILL - GATWICK - LE TOUQUET.
My first job after being employed by BHL was to ferry a Hiller12E from Redhill to Tan Tan, in Morocco, to replace an earlier aircraft which had a gearbox problem and had to force land short of Agadir. Rumour has it that when the engineers came back the next day to assess the aircraft, very little of it was left and the parts had made their way into various Bedouin encampments!
I was given a ferry flight plan by a certain Peter Richards and told to get on with it. Being new to the Company, I took him at his word. I later found out that nobody followed Peter Richard's ferry plans - except me. I asked him where the engineer was to do the turn rounds etc and with a twinkle in his eyes he said, "You're on your own, Son".
After finally getting the aircraft away from Redhill (little has changed) and clearing Customs at Gatwick I set out to cross the Channel and night stop in Le Touquet. As the evening was settling in, I got the clearance from Le Touquet Tower "...to land and park between the Spitfire's and the Messerschmit's." Rubbing my eyes, there in front of me was a squadron of Spitfires, Messerschmits and a B25 Mitchell. These aircraft were at Le Touquet, en-route to the South of France to film "The Battle of Britain". I seem to remember that the crews of the Me109's (Spanish pilots, I believe) and the British Spitfire Pilots( RAF) didn't mix socially.
11/8/68 LE TOUQUET - CHARTRES - TOURS - POITIERS.
The next day's weather was dreadful with low cloud and heavy rain, but trying to keep to the ferry plan (I know different now), I launched off VFR, low level using this marvellous thing called an ADF in the Hiller. I didn't have them in the Royal Navy and learned about them when I did my licence. Here I had a needle that would point me to where I was going. The weather improved as I headed South and with a smile I followed this needle which was to take me to Chartres. I had that sinking feeling when the needle reversed direction and there was no airfield to be seen. The fuel gauge didn't fill me with confidence as I reversed direction and followed my ADF needle. Still no airfield but I did see a large antenna in a field so I found a nearby farm, landed, shutdown and asked the farmer in halting French "Ou est Chartres". The copy of the Michelin Guide was produced and I was directed a further 20 kms to Chartres Airfield. What did I learn? Firstly, NDB's are not always co-located with an airfield. This one was an Airways NDB. Secondly, always have a back up to your navigation; don't rely on a single instrument. Something I have kept with me for the rest of my career.
When I refuelled at Chartres, I didn't know the Hiller could take so much fuel! My logbook shows no mention of any stop between Le Touquet and Chartres. The rest of the day's flying to Poitiers was uneventful and a much wiser pilot had a good nights sleep.
12/8/68 POITIERS - BORDEAUX - TOULOUSE - PERPIGNAN - BARCELONA.
A splendid flight with beautiful weather, I followed the Garonne valley over one of the many wine-growing areas of France and then the Canal du Midi to Toulouse. The Pyrenees were crystal clear, still with a covering of snow, even though this was summer. I decided that discretion was the better part of valour and routed through Perpignan and around the Pyrenees (although the ferry plan called for a crossing). After clearing customs at Perpignan, I followed the Mediterranean coast southwards to Barcelona, my night stop.
13/8/68 BARCELONA- REUS - VALENCIA - ALICANTE - (ALICANTERELLA) -ALMERIA.
This was an easy part of the flight; just keep the coast to your right. Brilliant hot weather, low level flying along the shoreline. Appreciating the natural wildlife! I always knew the Alicante to Almeria leg was going to be tight. The Hiller was only cruising at 55kts, very tail low, something I thought was particular to the "civvie" Hillers. En route between Alicante and Almeria, I decided to divert to Alicanterella, a military airfield, but cleared for me. I pulled the nose of the Hiller gently up and as I came level with the hotel roofs I pushed the cyclic forward. Nothing happened, the aircraft nose kept rising. A swift boot full of rudder and rapid change of power setting and the aircraft reversed direction and I was able to regain level flight much to the appreciation of the people of the beach. They thought it was an air display. Far from it, I had just learnt about the perils of an incorrect Centre of Gravity. On landing at Alicanterella, I took a whole bundle of Maintenance Manuals and spare oil from the boot and put it inside the cockpit alongside me and all of a sudden the aircraft was cruising at 65 kts with a level attitude.
14/8/68 ALMERIA - MALAGA - TANGIERS - RABAT - CASABLANCA. Due to the political situation between UK and Spain, I was unable to refuel at Gibraltar, in fact I was given a very stern warning about going anywhere near Gib due to political retributions. Hence the long leg between Malaga and Tangiers. No floats on this aircraft. However, the Company did give me a lifejacket.
With my new-found cruising speed and the constant purr of the Lycoming 540 (It is amazing how your hearing is sharpened over a long sea sector, with one engine and no floats), the trip to Morocco was uneventful. Luckily my knowledge of French helped me through formalities in Tangiers. Morocco was formerly a French Colony and French was their second language. I never found Humphrey Bogart's bar though it wasn't for lack of looking.
15/8/68 CASABLANCA - SAFI -AGADIR.
Following the coast, I passed the Atlas Mountains in the distance. It was getting hotter and more arid. I arrived in Agadir, a city rebuilt after a disastrous earthquake some 20 years earlier to be met by my new Chief Pilot "Johnny" Johnson. One thing I remember about Johnny was that he had quite a bad stutter except when he was speaking a foreign language, when he was fluent - and his rendition of a certain dictator's speech, using a comb and his hair parted the wrong side, is legendary - especially after a few beers.
16/8/68 AGADIR - TAN TAN.
The final leg was probably the longest I did and the normal routine was to carry 2 jerry cans of Avgas on the side panniers of the aircraft. I was talking to our base at Tan Tan on the radio but was very concerned about my reducing fuel gauge. The maps of the Sahara were not too good so I descended and landed alongside a road and shut down to refuel. I put one jerry can in the fuel tank and lifted off to see out base no more than 500 metres away in front of me. The road was at the end of a graded strip for the crewchange DC3. The base was at the bottom of a small cliff so I didn't see the base until I had crossed the road. When we went back, 5 minutes later to collect the jerry can, it had gone!
So ended an eventful first ferry flight for the Company where I learnt many valuable lessons. The ferry flight had taken 7 days (6 on Peter Richard's plan) and I flew 29 hours and 15 minutes.
Welcome to Bristow Helicopters.
John Whale.
Morocco
Morocco
This contract for Esso started 1968 and was based at Tan Tan, some 100 miles South of Agadir.
The aircraft were a Hiller UH 12E (G-AWME) and a WS 55-3 (G-ARPW) replaced by VR-BDH in 1969. A second base operated out of Tarfaya, close to the Spanish Saharan border.
The Moroccan contract was the Companies first contract with Esso. This picture of a Hiller was taken at Tan Tan, an abandoned holiday camp, some 55 miles to the rig ( Drillships Glomar Grand Isle which was joined by Glomar Sirte in 1969).
Whirlwind at Tarfaya, 1969.
The work routine was 3 weeks on and 1 week off in U.K.
No positive i.d. for the guys in this pic but I have a few names for this operation:-
Chief Pilot Johnny (Jake) Johnson, John Nicholls (Pilot),Jacques Fages (Pilot), Jacques Villeneuve (Pilot), Graham Conway (Chief Engineer) and(?) Paterson (engineer), John Church (engineer), John Holmes (engineer).
"Well that's the tail rotor stand knocked-up. What can we make from the rest of this stuff?"
Crew change was by a Martinair DC3 to Agadir then Sterling Airways F27 to Stavanger via Bordeaux (refuel). Finally a S.A.S. DC9 to Heathrow.
Catering was carried outby an external catering company, Desert Cruise, who was a retired British Swissair pilot and his wife. They had a huge pantechnicon which was the kitchen and the dining room.
Pantechnicon - n. furniture van.
.
This contract for Esso started 1968 and was based at Tan Tan, some 100 miles South of Agadir.
The aircraft were a Hiller UH 12E (G-AWME) and a WS 55-3 (G-ARPW) replaced by VR-BDH in 1969. A second base operated out of Tarfaya, close to the Spanish Saharan border.
The Moroccan contract was the Companies first contract with Esso. This picture of a Hiller was taken at Tan Tan, an abandoned holiday camp, some 55 miles to the rig ( Drillships Glomar Grand Isle which was joined by Glomar Sirte in 1969).
Whirlwind at Tarfaya, 1969.
The work routine was 3 weeks on and 1 week off in U.K.
No positive i.d. for the guys in this pic but I have a few names for this operation:-
Chief Pilot Johnny (Jake) Johnson, John Nicholls (Pilot),Jacques Fages (Pilot), Jacques Villeneuve (Pilot), Graham Conway (Chief Engineer) and(?) Paterson (engineer), John Church (engineer), John Holmes (engineer).
"Well that's the tail rotor stand knocked-up. What can we make from the rest of this stuff?"
Crew change was by a Martinair DC3 to Agadir then Sterling Airways F27 to Stavanger via Bordeaux (refuel). Finally a S.A.S. DC9 to Heathrow.
Catering was carried outby an external catering company, Desert Cruise, who was a retired British Swissair pilot and his wife. They had a huge pantechnicon which was the kitchen and the dining room.
Pantechnicon - n. furniture van.
.
HS 125s
Anyone know how many 125s Bristow operated?
Any 125 anecdotes?
We (Redhill Avionics) supported the one at Gatwick. I only got to work on it once or twice.........didn't learn much......never disturb the pitot static drains and every pipe union on a British Aircraft is wirelocked!
Any 125 anecdotes?
We (Redhill Avionics) supported the one at Gatwick. I only got to work on it once or twice.........didn't learn much......never disturb the pitot static drains and every pipe union on a British Aircraft is wirelocked!
Trengganu revisited
Trengganu revisited.....
Just received a pic and some further info from Frank Chammings.
Over to Frank..............
Herewith photo of first S61’s on arrival at Trengganu January 1970.
Seeing the photo again reminded me of the pan on which the far aircraft is sitting. It was added a few weeks before, and while the site was being surveyed we heard a few gun shots.The surveyor had come across a snake and was trying to shoot it. We came over to see what the fuss was about and saw the snake, a Viper I believe. Paddy O said a gun is no good and grabbed a large stick and beat the snake to death.
For the record so that they are not forgotten, the pilots were Bill Farnell, Ken Smith and John Waddington, the engineers were Paddy O’Mara, Mike Austin and John Rankine, the Managing Pilot was Ken Bradley. We also had French pilot Daniel Pouron.
......and..........
Frank recalls the demise of a Whirlwind lost at sea.
The pilot was Ken Smith. He landed on the sea OK and elected to stay in his seat so he could stay on the radio. A RMAF S61 arrived to take him off but either didn’t have a winch or it didn’t work so they used a rope hoist. Ken had a job to get into the strop and I understand that he fell into the sea and disappeared on the other side of the aircraft because the rope hoist was so slow, I can imagine the winch operator running up the cabin pulling on the rope. He was eventually hauled aboard OK. Paddy O’Mara was on a boat hired to recover the pilot intending to be a back up for the RMAF S61 but was not needed and his endeavours to find theaircraft were in vain as it couldn’t be located. The Whirlwind was last seen drifting around the South China Sea until a storm sank it. The engine oil fanbelts had failed because an instruction to reduce the life didn’t get to the operation.
I was en-route to Trengganu in early November 1969 when this happened, I gathered all the story from the rest of the Op when I arrived. Not a lot was said about the loss, probably due to the lack of information about the life of the fan belts, communication was very difficult in those days.
Just received a pic and some further info from Frank Chammings.
Over to Frank..............
Herewith photo of first S61’s on arrival at Trengganu January 1970.
Seeing the photo again reminded me of the pan on which the far aircraft is sitting. It was added a few weeks before, and while the site was being surveyed we heard a few gun shots.The surveyor had come across a snake and was trying to shoot it. We came over to see what the fuss was about and saw the snake, a Viper I believe. Paddy O said a gun is no good and grabbed a large stick and beat the snake to death.
For the record so that they are not forgotten, the pilots were Bill Farnell, Ken Smith and John Waddington, the engineers were Paddy O’Mara, Mike Austin and John Rankine, the Managing Pilot was Ken Bradley. We also had French pilot Daniel Pouron.
......and..........
Frank recalls the demise of a Whirlwind lost at sea.
The pilot was Ken Smith. He landed on the sea OK and elected to stay in his seat so he could stay on the radio. A RMAF S61 arrived to take him off but either didn’t have a winch or it didn’t work so they used a rope hoist. Ken had a job to get into the strop and I understand that he fell into the sea and disappeared on the other side of the aircraft because the rope hoist was so slow, I can imagine the winch operator running up the cabin pulling on the rope. He was eventually hauled aboard OK. Paddy O’Mara was on a boat hired to recover the pilot intending to be a back up for the RMAF S61 but was not needed and his endeavours to find theaircraft were in vain as it couldn’t be located. The Whirlwind was last seen drifting around the South China Sea until a storm sank it. The engine oil fanbelts had failed because an instruction to reduce the life didn’t get to the operation.
I was en-route to Trengganu in early November 1969 when this happened, I gathered all the story from the rest of the Op when I arrived. Not a lot was said about the loss, probably due to the lack of information about the life of the fan belts, communication was very difficult in those days.
Netherlands
Netherlands
Den Helder has probably moved on since this was posted over 10 years ago! Anyone got any up to date info/pics?
In 1998 Bristows won a large contract with a Shell led consortium to provide helicopter services to support the offshore gas installations in the southern North Sea. Den Helder was chosen as a base to serve the Dutch side. The city has a close association with the offshore industry and many suppliers and oil companies are based here. It also boasts a large port.
An aerial shot of the airport.
Schreiner helicopters also have a maintenance facility at Den Helder.
The hangar.
Staff were posted from U.K. bases and work a 4 weeks on 2 weeks off routine.
Three S76 A+ helicopters are based at Den Helder, 2 on contract to the NAM consortium and one used on ad hoc work.
Staff accommodation is at the Hotel Beatrix in the village of Huisduinen, a few miles from Den Helder.
The hotel is the large building in the background of this picture and the bit of green behind it is a dyke beyond which is the sea.
4 star Hotel Beatrix.
Gone are the days of tents and porta-cabins!
This snippet of information was found on the internet.
"G-BCTX Sikorsky S-58T c/n 581103.
Bristow Helicopters operated out of Eelde in the early sixties with two float equipped Westland WS.55 Whirlwind 3s and one Westland WS.51 Widgeon. Sweet memories of this period came back when this S-58T was noted on the Eelde tarmac on July 2nd 1977."
Den Helder has probably moved on since this was posted over 10 years ago! Anyone got any up to date info/pics?
In 1998 Bristows won a large contract with a Shell led consortium to provide helicopter services to support the offshore gas installations in the southern North Sea. Den Helder was chosen as a base to serve the Dutch side. The city has a close association with the offshore industry and many suppliers and oil companies are based here. It also boasts a large port.
An aerial shot of the airport.
Schreiner helicopters also have a maintenance facility at Den Helder.
The hangar.
Staff were posted from U.K. bases and work a 4 weeks on 2 weeks off routine.
Three S76 A+ helicopters are based at Den Helder, 2 on contract to the NAM consortium and one used on ad hoc work.
Staff accommodation is at the Hotel Beatrix in the village of Huisduinen, a few miles from Den Helder.
The hotel is the large building in the background of this picture and the bit of green behind it is a dyke beyond which is the sea.
4 star Hotel Beatrix.
Gone are the days of tents and porta-cabins!
This snippet of information was found on the internet.
"G-BCTX Sikorsky S-58T c/n 581103.
Bristow Helicopters operated out of Eelde in the early sixties with two float equipped Westland WS.55 Whirlwind 3s and one Westland WS.51 Widgeon. Sweet memories of this period came back when this S-58T was noted on the Eelde tarmac on July 2nd 1977."
Nigeria
Nigeria
Getting there.
FERRY FLIGHT - 2 x S76A's.
REDHILL TO PORT HARCOURT.
27th April 1981 - 1st May 1981.
27th April 1981, Redhill - Gatwick -Perpignan.
In the afternoon, two S76A's, G-BIPR and G-BISZ departed Redhill in company for a 3500 mile flight, Trans-Sahara to Port Harcourt in Nigeria. The aircraft were equipped with the standard nav/com fitting (but no area nav) and internal ferry tanks. We were loaded down with full fuel, spares, bottles of water, whisky and cigarettes. (The latter can be helpful to ease formalities en-route sometimes!!). After clearing customs at Gatwick, we climbed to 7000 ft along the airways to Perpignan in the South of France (a little different to my ferry of a Hiller 12E some 13 years earlier!) We arrived to a balmy evening and having cleared French Douanes with a helpful Officer, we departed for our hotel. I remember eating in a small cafe where the locals loved to sing. - a fitting end to the day.
28th April 1981, Perpignan - Algiers - El Golea.
We left late morning on a direct track for Algiers. The Pyranees were magnificent in the morning sunshine. We routed overhead Majorca where, would you believe it was raining? After passing Majorca, the weather improved and we landed at Algiers for entry clearance into Algeria early afternoon. When I was at school, I spent a fair time on exchange with a French family and now I found my French really useful. Though I hadn't spoken French for some years now, I found I had to slow down for the Algerian authorities. It did help as Algeria was once a French Protectorate and French was their second language. We were lucky to be permitted to fly Trans-Sahara, as we didn't have an HF or Area Nav system, which, if my memory serves me well was a requirement. However, as we were "in Company" and able to look after each other, then we were permitted to continue. We decided to make El Golea, a former Foreign Legion outpost, for the last sector of the day. We soon ran out of the traditional Nav aids and only had the NDB's and a map left. The maps were pretty featureless and therefore pretty useless. Finally, we made El Golea in the evening after an 8 hour flying day. The Taxi driver took us to the "hotel", the former Foreign Legion Fort (water was only available on certain days and at certain times and we weren't in any of them). We had a meal of sorts in the town's cafe after which he invited us back to his brother's house for some traditional mint tea.
29th April 1981, El Golea - In Salah - Tamanrasset.
We left for Tamanrasset, early the next morning before the sun was really hot. The intention was to climb to 10,000 feet and route direct to Tamanrasset, using the reduced fuel flows to extend the endurance. However, as the flight progressed and with the weather turning into a sandstorm, it was obvious that we were unable to make Tamanrasset in one leg. The engine particle separators were working overtime as we diverted to In-Salah, an oil base, for a refuel. Having filled up with maximum fuel, we set course for Tamanrasset. I note from my logbook that the visibility never got above 2 kms for that sector. Again, due to the weather, all the ground nav aids were lost and due to the build up of sand over the aircraft, the radio's performance dropped to virtually nothing. By this time we had lost contact, both visually and by radio with the other S76A. We were flying at around 10,000 to 11,000 ft aware of 9000 ft Mount Tamanrasset not too far away. We had passed our ETA and still we didn't have contact with Tamanrasset. Finally we got in contact with ATC only to be told that there was a sandstorm blowing and they had lost their ILS. I saw a road underneath me and descended and followed it. As we closed Tamanrasset, the weather improved enough for us to make the airfield visually. After another 8 flying hour day, we made our way to the hotel and sank several Coca-Cola's (believe that if you will).
30th April 1981 Tamanrasset - Agades - Kano.
The next day dawned clear and it was sobering to see the size of Mount Tamanrasset and the wrecks of many aircraft, left as they crashed, around the Tamanrasset Airport. We climbed to 9000 ft and set course for Agades. When we got in contact with Agades ATC, we could not believe our ears when he reported an air temperature of +47 degrees C. We landed just after mid-day and sure enough it was +47C. We paid for our fuel in US Dollars and true to their Islamic upbringing, they would not accept the balance (some US$30) as a tip but insisted on splitting it between them and us - US$15 each. We felt that to offer them a "bottle" of spirits would be frowned upon but they certainly loved the bag of mint sweeties we had. Take off clearance was given and we lifted the collective to the Allison limit - nothing happened, not even light on the wheels. The Sikorsky limit was squeezed gently but we were unable to lift into the hover in that heat and at maximum (?) weight. Make like a fixed wing, I thought and was airborne after about 150 metres ground run. The rate of climb was non-existent for the next 15 minutes it took us to achieve 500 ft. Luckily, the ground was quite flat. Eventually we climbed to our cruise altitude and sighted the Nigerian border in the late afternoon. Arriving in Kano, all the formalities were completed but this time we were deficient of some of our goodies. This was my introduction to "DASH". We were met by Company personnel and after clearing customs proceeded to our hotel for a shower and one or two celebratory drinks.
1st May 1981 Kano - Port Harcourt.
The final leg was short compared to the other days. We left Kano mid morning and climbed to a couple of thousand feet in clear weather. It is amazing how the scenery was changing as we flew South from the arid desert to the lush vegetation of the Nigerian River State. We completed the ferry flight with a 2 aircraft fly past followed by a Champagne reception.
The total flight time was 30 and a half hours - an experience I am unlikely to forget.
Thanks to Clive Knowles who was the Captain of the other aircraft for jogging my memory.
John Whale
Getting there.
FERRY FLIGHT - 2 x S76A's.
REDHILL TO PORT HARCOURT.
27th April 1981 - 1st May 1981.
27th April 1981, Redhill - Gatwick -Perpignan.
In the afternoon, two S76A's, G-BIPR and G-BISZ departed Redhill in company for a 3500 mile flight, Trans-Sahara to Port Harcourt in Nigeria. The aircraft were equipped with the standard nav/com fitting (but no area nav) and internal ferry tanks. We were loaded down with full fuel, spares, bottles of water, whisky and cigarettes. (The latter can be helpful to ease formalities en-route sometimes!!). After clearing customs at Gatwick, we climbed to 7000 ft along the airways to Perpignan in the South of France (a little different to my ferry of a Hiller 12E some 13 years earlier!) We arrived to a balmy evening and having cleared French Douanes with a helpful Officer, we departed for our hotel. I remember eating in a small cafe where the locals loved to sing. - a fitting end to the day.
28th April 1981, Perpignan - Algiers - El Golea.
We left late morning on a direct track for Algiers. The Pyranees were magnificent in the morning sunshine. We routed overhead Majorca where, would you believe it was raining? After passing Majorca, the weather improved and we landed at Algiers for entry clearance into Algeria early afternoon. When I was at school, I spent a fair time on exchange with a French family and now I found my French really useful. Though I hadn't spoken French for some years now, I found I had to slow down for the Algerian authorities. It did help as Algeria was once a French Protectorate and French was their second language. We were lucky to be permitted to fly Trans-Sahara, as we didn't have an HF or Area Nav system, which, if my memory serves me well was a requirement. However, as we were "in Company" and able to look after each other, then we were permitted to continue. We decided to make El Golea, a former Foreign Legion outpost, for the last sector of the day. We soon ran out of the traditional Nav aids and only had the NDB's and a map left. The maps were pretty featureless and therefore pretty useless. Finally, we made El Golea in the evening after an 8 hour flying day. The Taxi driver took us to the "hotel", the former Foreign Legion Fort (water was only available on certain days and at certain times and we weren't in any of them). We had a meal of sorts in the town's cafe after which he invited us back to his brother's house for some traditional mint tea.
29th April 1981, El Golea - In Salah - Tamanrasset.
We left for Tamanrasset, early the next morning before the sun was really hot. The intention was to climb to 10,000 feet and route direct to Tamanrasset, using the reduced fuel flows to extend the endurance. However, as the flight progressed and with the weather turning into a sandstorm, it was obvious that we were unable to make Tamanrasset in one leg. The engine particle separators were working overtime as we diverted to In-Salah, an oil base, for a refuel. Having filled up with maximum fuel, we set course for Tamanrasset. I note from my logbook that the visibility never got above 2 kms for that sector. Again, due to the weather, all the ground nav aids were lost and due to the build up of sand over the aircraft, the radio's performance dropped to virtually nothing. By this time we had lost contact, both visually and by radio with the other S76A. We were flying at around 10,000 to 11,000 ft aware of 9000 ft Mount Tamanrasset not too far away. We had passed our ETA and still we didn't have contact with Tamanrasset. Finally we got in contact with ATC only to be told that there was a sandstorm blowing and they had lost their ILS. I saw a road underneath me and descended and followed it. As we closed Tamanrasset, the weather improved enough for us to make the airfield visually. After another 8 flying hour day, we made our way to the hotel and sank several Coca-Cola's (believe that if you will).
30th April 1981 Tamanrasset - Agades - Kano.
The next day dawned clear and it was sobering to see the size of Mount Tamanrasset and the wrecks of many aircraft, left as they crashed, around the Tamanrasset Airport. We climbed to 9000 ft and set course for Agades. When we got in contact with Agades ATC, we could not believe our ears when he reported an air temperature of +47 degrees C. We landed just after mid-day and sure enough it was +47C. We paid for our fuel in US Dollars and true to their Islamic upbringing, they would not accept the balance (some US$30) as a tip but insisted on splitting it between them and us - US$15 each. We felt that to offer them a "bottle" of spirits would be frowned upon but they certainly loved the bag of mint sweeties we had. Take off clearance was given and we lifted the collective to the Allison limit - nothing happened, not even light on the wheels. The Sikorsky limit was squeezed gently but we were unable to lift into the hover in that heat and at maximum (?) weight. Make like a fixed wing, I thought and was airborne after about 150 metres ground run. The rate of climb was non-existent for the next 15 minutes it took us to achieve 500 ft. Luckily, the ground was quite flat. Eventually we climbed to our cruise altitude and sighted the Nigerian border in the late afternoon. Arriving in Kano, all the formalities were completed but this time we were deficient of some of our goodies. This was my introduction to "DASH". We were met by Company personnel and after clearing customs proceeded to our hotel for a shower and one or two celebratory drinks.
1st May 1981 Kano - Port Harcourt.
The final leg was short compared to the other days. We left Kano mid morning and climbed to a couple of thousand feet in clear weather. It is amazing how the scenery was changing as we flew South from the arid desert to the lush vegetation of the Nigerian River State. We completed the ferry flight with a 2 aircraft fly past followed by a Champagne reception.
The total flight time was 30 and a half hours - an experience I am unlikely to forget.
Thanks to Clive Knowles who was the Captain of the other aircraft for jogging my memory.
John Whale
Burutu
Burutu
One of the earlier Nigerian operations which served the increasing amount of exploration and production activities in the Niger Delta region.
A Hiller and Widgeon on the pan.
Servicing at Burutu.
One of the earlier Nigerian operations which served the increasing amount of exploration and production activities in the Niger Delta region.
A Hiller and Widgeon on the pan.
Servicing at Burutu.
Nigeria
Calabar
Calabar, the capital of Cross River State, is a seaport on an estuary of the Gulf of Guinea. The city is the market centre for the surrounding area in which cacao, palm oil, rubber, and timber are produced.
So here we have Bell 212, 5N-AJX in front of the hangar which was converted from a dockside warehouse. Calabar was really a satellite operation to Eket, Mobil being the client. Base was operational late eighties to ..?
5N-AJX, on the helipad, dwarfed by a passing cargo ship.
The wharf had to be strengthened to take the weight of the aircraft which were towed into position by tractor.
Accommodation block.
Looks well posh for Nigeria! de
A couple of staff group photos.
......and a mystery bar...
Calabar, the capital of Cross River State, is a seaport on an estuary of the Gulf of Guinea. The city is the market centre for the surrounding area in which cacao, palm oil, rubber, and timber are produced.
So here we have Bell 212, 5N-AJX in front of the hangar which was converted from a dockside warehouse. Calabar was really a satellite operation to Eket, Mobil being the client. Base was operational late eighties to ..?
5N-AJX, on the helipad, dwarfed by a passing cargo ship.
The wharf had to be strengthened to take the weight of the aircraft which were towed into position by tractor.
Accommodation block.
Looks well posh for Nigeria! de
A couple of staff group photos.
......and a mystery bar...