Bristow Photos
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I was very sad to hear of the untimely death of Jean Vuylsteke. I remember him as a very likeable, earnest young cadet and I last saw him briefly at old WT in Warri more than 20 years ago. As other posters have said, he was far to young to have been taken from us. My condolences to his family. RIP Jean Bebe
Nemo Me Impune Lacessit
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As a real adventure, we drove an old VW beetle to Benin city from Warri to get parts for the bikes, something you would never do today.
I did a short stint in Warri in early 1969, the company car was a yellow VW Beetle, just wondering if by some chance you were driving the same car Ikoyian? - Very long shot, I know.
It was very shocking and sad to hear that news last week. Looking at his HP photo, I find it poignant to note that Mark Wake is standing next to him - an absolutely top bloke taken far to early.
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For Parabellum
Registration MB 5427, and it was Beige!!
Just to show my brain cells are still working...............but should possibly be concentrating on something more relevant!!
Tony
Registration MB 5427, and it was Beige!!
Just to show my brain cells are still working...............but should possibly be concentrating on something more relevant!!
Tony
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Very sad to hear about Jean, a real star, ever cheerful, even in the more difficult locations. I exchanged all my ATPL/A revision flash cards for a nice bottle of nearly Belgian red, I still have it in the 'cellar' maybe this it a time to open it and keep him in mind.
TOD
TOD
Also very sorry to hear about Jean. I had not seen him much since we were at Redhill, but whenever I did he never seemed any different - always cheerful, living life to the full. He will be missed by all that knew him.
RIP Jean, truly terrible news and you will be sorely missed.
I flew with "babee" a few days before he died and then flew out of the Shetlands with him, sharing a quick drink at Aberdeen airport whilst we waited for our onwards connections. Sad to think he passed away only three days later...
He was an out and out character and extremely passionate in all that he did, "later alligator"...."in a while....."
I flew with "babee" a few days before he died and then flew out of the Shetlands with him, sharing a quick drink at Aberdeen airport whilst we waited for our onwards connections. Sad to think he passed away only three days later...
He was an out and out character and extremely passionate in all that he did, "later alligator"...."in a while....."
Gatwick Airport
Gatwick Airport
Operations out of London Gatwick Airport started around 1980 and involved the operation of a number of fixed wing aircraft, primarily an HS 125 and Beech 200 ( Bristows ) and a client's Learjet.
Bristows rented one half of a hangar situated between the control tower and fire station. Operations from this base continued until 1997 and over the 17 years the Gatwick based aircraft were used for general charters, medivacs, company crew changes and company executive flights.
Operations out of London Gatwick Airport started around 1980 and involved the operation of a number of fixed wing aircraft, primarily an HS 125 and Beech 200 ( Bristows ) and a client's Learjet.
Bristows rented one half of a hangar situated between the control tower and fire station. Operations from this base continued until 1997 and over the 17 years the Gatwick based aircraft were used for general charters, medivacs, company crew changes and company executive flights.
Great Yarmouth
Great Yarmouth
Another base with a long Bristow history is Great Yarmouth which dates back to the sixties. Once North sea gas had been discovered things really started to liven up with the base operating somewhere in the region of 12 aircraft at its peak.
The base was actually at North Denes airfield and, as can be seen, early operations were carried out with Whirlwinds and Wessex between 1966 and 1981.
This photo taken around 1989 shows considerable change with a new terminal building to the left and a larger hard standing for the S-76s and Bell 212s.
Other types operating from the base include S-61s, I.F.R. training Bell 206 and a Bell 412SP on sales demonstration flights.
Yarmouth based Wessex were called upon to carry out a wide ranging variety of tasks including this one which shows G-AWOX helping to construct the base of the Royal Sovereign light tower platform off Beachy Head in the English Channel.
After the demise of the Wessex an urgent replacement had to be found and it came in the form of the Bell 212.
The Yarmouth 212s went through an extensive modification programme at Redhill to bring them up to "North Sea Standard" and included the fitting of radio-coupled autopilots. An example of one is shown here - this being G-BJJP posing next to an offshore gas installation. Eventually even the 212 had its day and was replaced by the faster and more comfortable S-76.
Here is a photo of the North Denes fleet taken in 1991.
It is interesting to note that some of the S76s have been Arriel converted and some have not.
It also shows the newly cladded hangars which considerably upgraded the base in 1990-91.
.
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Another base with a long Bristow history is Great Yarmouth which dates back to the sixties. Once North sea gas had been discovered things really started to liven up with the base operating somewhere in the region of 12 aircraft at its peak.
The base was actually at North Denes airfield and, as can be seen, early operations were carried out with Whirlwinds and Wessex between 1966 and 1981.
This photo taken around 1989 shows considerable change with a new terminal building to the left and a larger hard standing for the S-76s and Bell 212s.
Other types operating from the base include S-61s, I.F.R. training Bell 206 and a Bell 412SP on sales demonstration flights.
Yarmouth based Wessex were called upon to carry out a wide ranging variety of tasks including this one which shows G-AWOX helping to construct the base of the Royal Sovereign light tower platform off Beachy Head in the English Channel.
After the demise of the Wessex an urgent replacement had to be found and it came in the form of the Bell 212.
The Yarmouth 212s went through an extensive modification programme at Redhill to bring them up to "North Sea Standard" and included the fitting of radio-coupled autopilots. An example of one is shown here - this being G-BJJP posing next to an offshore gas installation. Eventually even the 212 had its day and was replaced by the faster and more comfortable S-76.
Here is a photo of the North Denes fleet taken in 1991.
It is interesting to note that some of the S76s have been Arriel converted and some have not.
It also shows the newly cladded hangars which considerably upgraded the base in 1990-91.
.
.
K14
K14
A little known offshore contract was for the provision of a fully equipped S.A.R Bell 212 based on rig K-14 in the Dutch sector of the Southern North Sea. The operation ran May-October 1991.
A little known offshore contract was for the provision of a fully equipped S.A.R Bell 212 based on rig K-14 in the Dutch sector of the Southern North Sea. The operation ran May-October 1991.
SAR UK
SAR UK
The info below was correct eleven years ago. Things have moved on a bit since then! Rather than change the tense I'll leave it as it was first written.
As can be seen from the map the Coastguard SAR 61 bases are located at Stornoway, Sumburgh, Lee-on-Solent and Portland. The first base to come on line was Sumburgh in 1983 and was followed by Stornoway, 1987, Lee-on Solent, 1988, and finally, Portland in 1995.
All the contracts have been successfully rebid after competitive tendering and are normally awarded for a five year period.
Each base is equipped with a primary SAR machine being fitted out with 4 axis coupled autopilots, forward looking infrared (FLIR) cameras, dual hoists, VHF and UHF homers, electronic HSIs with RNAV and weather radar overlay and numerous navigation systems ( NAV, ADF, RNAV, DME, GPS, DOPPLER ).
Then there are the dual radio altimeters, AVAD (ground proximity warning), mode C Transponder and comms systems including dual VHF and single HF, UHF, FM. How do we fit it all in I hear you say? With great difficulty says I, speaking from experience!
Each base can also call on the services of a back-up aircraft when the need arises although they are not equipped to such a degree.
This shot is of G-BIMU at Lee-on-Solent. The base used to be shared with the military who have long since departed. The building behind the 61 houses the line office, crew room, stores, workshops etc etc.
Both helicopter and crew are required to remain at 15 minutes notice to proceed between 0800 - 2100 and at 45 minutes overnight. Recently I was carrying out a pre-mod survey on G-BIMU when it was called out and it was out running in about 5 minutes!
G-BDOC hovering over the remains of "Piper Alpha".
This Sumburgh based machine is ideally positioned to cover the northern North Sea oilfields.
The Coastguard Helicopter's primary role is for maritime search and rescue but can be tasked in an additional role in support of the Police, Mountain Rescue or Fire Service or to assist with patient transfer. The Stornoway machine is frequently required to carry out long range missions into the Atlantic to the extent of their range (245 nm) although this is not carried out without the assistance of an RAF Nimrod as cover for the helicopter and casualty location prior to the helicopters arrival.
Currently based at Lee-on-Solent, G-BDIJ can often be seen, during the summer months, acting like a mother hen to the hundreds of yachts and other small craft which crowd the Solent. The SAR operations have a close link with the local community and each base has endless amounts of press articles cut from local newspapers telling the story of numerous incidents in which their helicopter was involved.
It used to be quite common for TV news crews to fly on missions but recently we have been fitting VCRs to the aircraft to enable rescue footage to be sold on the world media market and hopefully help with funding.
As part of the contract the SAR crews spend many hours on training exercises and work closely with the other emergency services. This photo shows G-BCLC (currently a standby aircraft) on a typical training sortie with the local lifeboat crew.
A lot of very grateful people have passed through this door. It is a brave man who hangs on a thin cable over a stricken ship in the middle of a force 8 gale.
This shot shows a crewman at the FLIR station. He is controlling the FLIR camera with a small joystick and monitoring the image on a TV monitor housed inside the white box.
The configuration of the S61N lends itself to the search and rescue role. The long stable fuselage provides an excellent platform for winching whilst the large unobstructed cabin allows room for the carriage of rescue, safety and survival equipment, and for the resuscitation and first aid treatment of survivors.
.
The info below was correct eleven years ago. Things have moved on a bit since then! Rather than change the tense I'll leave it as it was first written.
As can be seen from the map the Coastguard SAR 61 bases are located at Stornoway, Sumburgh, Lee-on-Solent and Portland. The first base to come on line was Sumburgh in 1983 and was followed by Stornoway, 1987, Lee-on Solent, 1988, and finally, Portland in 1995.
All the contracts have been successfully rebid after competitive tendering and are normally awarded for a five year period.
Each base is equipped with a primary SAR machine being fitted out with 4 axis coupled autopilots, forward looking infrared (FLIR) cameras, dual hoists, VHF and UHF homers, electronic HSIs with RNAV and weather radar overlay and numerous navigation systems ( NAV, ADF, RNAV, DME, GPS, DOPPLER ).
Then there are the dual radio altimeters, AVAD (ground proximity warning), mode C Transponder and comms systems including dual VHF and single HF, UHF, FM. How do we fit it all in I hear you say? With great difficulty says I, speaking from experience!
Each base can also call on the services of a back-up aircraft when the need arises although they are not equipped to such a degree.
This shot is of G-BIMU at Lee-on-Solent. The base used to be shared with the military who have long since departed. The building behind the 61 houses the line office, crew room, stores, workshops etc etc.
Both helicopter and crew are required to remain at 15 minutes notice to proceed between 0800 - 2100 and at 45 minutes overnight. Recently I was carrying out a pre-mod survey on G-BIMU when it was called out and it was out running in about 5 minutes!
G-BDOC hovering over the remains of "Piper Alpha".
This Sumburgh based machine is ideally positioned to cover the northern North Sea oilfields.
The Coastguard Helicopter's primary role is for maritime search and rescue but can be tasked in an additional role in support of the Police, Mountain Rescue or Fire Service or to assist with patient transfer. The Stornoway machine is frequently required to carry out long range missions into the Atlantic to the extent of their range (245 nm) although this is not carried out without the assistance of an RAF Nimrod as cover for the helicopter and casualty location prior to the helicopters arrival.
Currently based at Lee-on-Solent, G-BDIJ can often be seen, during the summer months, acting like a mother hen to the hundreds of yachts and other small craft which crowd the Solent. The SAR operations have a close link with the local community and each base has endless amounts of press articles cut from local newspapers telling the story of numerous incidents in which their helicopter was involved.
It used to be quite common for TV news crews to fly on missions but recently we have been fitting VCRs to the aircraft to enable rescue footage to be sold on the world media market and hopefully help with funding.
As part of the contract the SAR crews spend many hours on training exercises and work closely with the other emergency services. This photo shows G-BCLC (currently a standby aircraft) on a typical training sortie with the local lifeboat crew.
A lot of very grateful people have passed through this door. It is a brave man who hangs on a thin cable over a stricken ship in the middle of a force 8 gale.
This shot shows a crewman at the FLIR station. He is controlling the FLIR camera with a small joystick and monitoring the image on a TV monitor housed inside the white box.
The configuration of the S61N lends itself to the search and rescue role. The long stable fuselage provides an excellent platform for winching whilst the large unobstructed cabin allows room for the carriage of rescue, safety and survival equipment, and for the resuscitation and first aid treatment of survivors.
.
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The K14 was an interesting, though short-lived contract. Nederlandse Aardolie Maatschappij BV, better known as NAM wanted to break the KLM Helicopters monopoly on the Dutch North Sea sector and so put a contract out to tender for a day/night SAR machine, but at a time scale which made it impossible for KLM to certify any of their aircraft and as Bristow, with aid from Shell and new Louis Newmark avionics had pioneered a day/night certified Bell 212 SAR on the Brent offshore operation after a fatal accident on a night SAR in the 1980s, they got the contract. I was pulled out of Redhill FTS and sent up to the Brent for an SAR refresher before being sent to Holland as Bristow was a bit short of LN450 night SAR qualified pilots. In reality, the aircraft was just used for flights from offshore to Den Helder. Because of Dutch regulations we had to spend a 24 hour period ashore once a week. Den Helder was closed on Sundays so we operated into Schiphol and KLM mainline catering supplied us with a superb lunchbox of goodies. We then returned to the K14 and had the traditional Dutch rijstaffel lunch before departing to North Denes and being accommodated in Great Yarmouth at Shell's expense. I seem to remember that it was The Imperial we used as opposed to The Ambassador that Bristow used to put us in. This was also used as crew change day and a hire car would be waiting at North Denes for the pilot going out and he then had his excellent KLM goody box to sustain him for the drive home. The incoming pilot would arrive on Monday and we'd depart back to the K14 to be back there around 1300.
During this time I had one quite exciting flight back to K14 from Den Helder when there was a lot of electrical activity and storms around and the radar kept spiking. I was IMC at night about 30 miles out from Den Helder and suddenly the HF antenna appeared to have a small ball of St Elmos fire on the end, there was a loud crack and we had a total electrical failure. It later transpired that almost every circuit breaker had blown, so we had no emergency lighting, radios or electrical instruments. Using a torch to illuminate everything it was a careful 180 turn to head back towards Den Helder, stop watch running and a careful descent to 1,000 feet in the hopes of getting VMC. In those days Den Helder used to close at night and after our departure the airfield had shut down. Luckily, as the airport manager was getting into his car to drive home, he heard the unmistakable sound of a Bell 212 flying towards him from the sea and had the presence of mind to go back and turn on all the airfield lighting which I saw with great relief from about 2 miles out. The KLM staff got us a hire car and we went off to the sport Hotel in Callantsoog where I met up with a former FTS student, Jim Trott. At that time Bristow had been unable to offer all its sponsored ab-initio cadets employment and had come to an agreement to loan some of them out to KLM.
It was obvious the aircraft was going to take some time to fix, so I flew back to UK the next day.
Once the Bristow 6 months was up, the Schreiner subsidiary, Airspeed took over the contract based out of Texel using a Dauphin C2 (with no SAR capability) effectively ending the monopoly KLM had in the Dutch offshore sector.
During this time I had one quite exciting flight back to K14 from Den Helder when there was a lot of electrical activity and storms around and the radar kept spiking. I was IMC at night about 30 miles out from Den Helder and suddenly the HF antenna appeared to have a small ball of St Elmos fire on the end, there was a loud crack and we had a total electrical failure. It later transpired that almost every circuit breaker had blown, so we had no emergency lighting, radios or electrical instruments. Using a torch to illuminate everything it was a careful 180 turn to head back towards Den Helder, stop watch running and a careful descent to 1,000 feet in the hopes of getting VMC. In those days Den Helder used to close at night and after our departure the airfield had shut down. Luckily, as the airport manager was getting into his car to drive home, he heard the unmistakable sound of a Bell 212 flying towards him from the sea and had the presence of mind to go back and turn on all the airfield lighting which I saw with great relief from about 2 miles out. The KLM staff got us a hire car and we went off to the sport Hotel in Callantsoog where I met up with a former FTS student, Jim Trott. At that time Bristow had been unable to offer all its sponsored ab-initio cadets employment and had come to an agreement to loan some of them out to KLM.
It was obvious the aircraft was going to take some time to fix, so I flew back to UK the next day.
Once the Bristow 6 months was up, the Schreiner subsidiary, Airspeed took over the contract based out of Texel using a Dauphin C2 (with no SAR capability) effectively ending the monopoly KLM had in the Dutch offshore sector.
Manston
Manston
After the RAF withdrew 22 Squadron helicopter detachment from Manston a contract was placed with Bristow Helicopters Ltd. for the provision of Whirlwind Series III helicopters to operate for a trial period from June 1st, 1971 to December 31st, 1972. This being the first civilian Coastguard Helicopter Unit operating under the direct control of H.M. Coastguard.
Agreement with the RAF on provision of base facilities, both operational and domestic, was reached. The domestic side (i.e. hangar, office, storage, crewroom and safety equipment spaces) fell short of expectations, but had to be accepted, with reservations, in order to meet the planned start date.
On the operational side, however, the Air Traffic Control facility, fuelling arrangements and use of equipment were found to be highly satisfactory.
The operation was linked by a direct line to Dover Straits Coastguard and on the third day of operations, with a scramble time of two minutes, a child was rescued from the sea in the Folkstone area some 16 miles from Manston.
The contract was to have available, from twilight to twilight, a WS55 Whirlwind fully equipped with radio facilities to keep in touch with land based SAR facilities and mobile units such as lifeboats and ships.
A nice shot of the Manston team posing with the "Wreck Shield" awarded for the most meritorious rescue.
A nice study of G-AYTK probably on a training mission for the camera.
A similarly equipped aircraft ( G-AYNP ) acted as a back-up in case of unserviceability and was based at Redhill.
Compared with the multitude of avionics fitted to current SAR machines the list of equipment, fitted to the SAR Whirlwinds, gives an interesting comparison:
Decca Mk8 Navigator
1 x VHF AM Homer
1 x VHF FM
1 x PA
1 x VHF AM
1 x ADF
After the RAF withdrew 22 Squadron helicopter detachment from Manston a contract was placed with Bristow Helicopters Ltd. for the provision of Whirlwind Series III helicopters to operate for a trial period from June 1st, 1971 to December 31st, 1972. This being the first civilian Coastguard Helicopter Unit operating under the direct control of H.M. Coastguard.
Agreement with the RAF on provision of base facilities, both operational and domestic, was reached. The domestic side (i.e. hangar, office, storage, crewroom and safety equipment spaces) fell short of expectations, but had to be accepted, with reservations, in order to meet the planned start date.
On the operational side, however, the Air Traffic Control facility, fuelling arrangements and use of equipment were found to be highly satisfactory.
The operation was linked by a direct line to Dover Straits Coastguard and on the third day of operations, with a scramble time of two minutes, a child was rescued from the sea in the Folkstone area some 16 miles from Manston.
The contract was to have available, from twilight to twilight, a WS55 Whirlwind fully equipped with radio facilities to keep in touch with land based SAR facilities and mobile units such as lifeboats and ships.
A nice shot of the Manston team posing with the "Wreck Shield" awarded for the most meritorious rescue.
A nice study of G-AYTK probably on a training mission for the camera.
A similarly equipped aircraft ( G-AYNP ) acted as a back-up in case of unserviceability and was based at Redhill.
Compared with the multitude of avionics fitted to current SAR machines the list of equipment, fitted to the SAR Whirlwinds, gives an interesting comparison:
Decca Mk8 Navigator
1 x VHF AM Homer
1 x VHF FM
1 x PA
1 x VHF AM
1 x ADF
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The Coastguard pub seems to still be going strong. Unfortunately they seem to have updated their sign.
Middle Wallop
Middle Wallop
Following the success of the Royal Navy pilot training contract, which had commenced in 1961, Bristows were then awarded a contract by the Army to provide ab initio training for its pilots.
It began at Middle Wallop on April 1st 1963 and the contract has run, with renewals and rebids ever since (2001). The ab initio training began on Hillers with pilots then moving on to military aircraft.
Subsequently the Hillers were replaced by Bell 47G4As which were much closer to the Bell 47 G3B1s (Sioux) which were currently in service with the Army and so limited the conversion problems.
Bristows had to set up the training school at Middle Wallop from scratch and they found the experience gained from the Naval contract extremely useful.
Initially they had to train their own instructors and had to make sure they were up to the standards of the Central Flying School. Eventually the civil helicopters were replaced by Gazelles.
As of 1997 the company was providing flying training (both fixed wing and helicopter), air traffic control and the maintenance of allotted aircraft at the Army Air Corps Centre, Middle Wallop. And, subsequently a large contract was won by FBS ( FRA, Bristows and Serco ) to provide joint services basic training under the banner DHFS ( Defence Helicopter Flying School ). It involved providing 40+ aircraft ( AS350s and Bell 412s ) to be stationed at various bases such as Middle Wallop, RAF Shawbury and RAF Valley.
Following the success of the Royal Navy pilot training contract, which had commenced in 1961, Bristows were then awarded a contract by the Army to provide ab initio training for its pilots.
It began at Middle Wallop on April 1st 1963 and the contract has run, with renewals and rebids ever since (2001). The ab initio training began on Hillers with pilots then moving on to military aircraft.
Subsequently the Hillers were replaced by Bell 47G4As which were much closer to the Bell 47 G3B1s (Sioux) which were currently in service with the Army and so limited the conversion problems.
Bristows had to set up the training school at Middle Wallop from scratch and they found the experience gained from the Naval contract extremely useful.
Initially they had to train their own instructors and had to make sure they were up to the standards of the Central Flying School. Eventually the civil helicopters were replaced by Gazelles.
As of 1997 the company was providing flying training (both fixed wing and helicopter), air traffic control and the maintenance of allotted aircraft at the Army Air Corps Centre, Middle Wallop. And, subsequently a large contract was won by FBS ( FRA, Bristows and Serco ) to provide joint services basic training under the banner DHFS ( Defence Helicopter Flying School ). It involved providing 40+ aircraft ( AS350s and Bell 412s ) to be stationed at various bases such as Middle Wallop, RAF Shawbury and RAF Valley.
I remember flying with the Manston unit in 1971.The two Whirlwinds were turbine conversions of a couple of old Navy Mk.3s but as I took only b/w pictures I had forgotten the colour scheme.
I see G-BIMU is still around too,just retired from SAR ops in the Netherlands.This S-61N was with BCAL on the Gatwick link when it first arrived in the UK but is best known for its Bristow SAR work.
Sadly efforts so far to save any S-61N for The Helicopter Museum have failed but I wonder if the new Bristow CEO will be more sympathetic to the cause? 'MU deserves to be preserved.
I see G-BIMU is still around too,just retired from SAR ops in the Netherlands.This S-61N was with BCAL on the Gatwick link when it first arrived in the UK but is best known for its Bristow SAR work.
Sadly efforts so far to save any S-61N for The Helicopter Museum have failed but I wonder if the new Bristow CEO will be more sympathetic to the cause? 'MU deserves to be preserved.
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I very much doubt any Bristow aircraft of commercial value are likely to be donated to the helicopter museum. The Wessex and Whirlwinds that found their way their were essentially scrap. All of the Bristow S61 fleet that have been disposed of in recent years are still earning their keep in various parts of the world.
Not quite true tto. Although the museum received several Whirlwind airframes,G-AO DA was in excellent condition and still is,whilst the Wessex came via Westland but were also in good Nick.
But should money be everything? The company must have got its investment in the S-61n back many times over since 'MU entered service and a tribute to the pilots and crews who have flown SAR with the company is surely long overdue.It would be nice to think that the new CEO and Bill Chiles might respect that,especially as they begin to start a new era with the AW189.
Looking at the piece on Middle Wallop meanwhile ,I note the museum also has an ex Bristow Hiller 12C.
But should money be everything? The company must have got its investment in the S-61n back many times over since 'MU entered service and a tribute to the pilots and crews who have flown SAR with the company is surely long overdue.It would be nice to think that the new CEO and Bill Chiles might respect that,especially as they begin to start a new era with the AW189.
Looking at the piece on Middle Wallop meanwhile ,I note the museum also has an ex Bristow Hiller 12C.
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Heli1
I completely agree with your sentiments but BHL is no longer the company it was when it donated the aircraft you mention. It is now a large corporation, run from abroad, with a focus on the shareholders.
I completely agree with your sentiments but BHL is no longer the company it was when it donated the aircraft you mention. It is now a large corporation, run from abroad, with a focus on the shareholders.