Bristow Photos
Join Date: Sep 2007
Location: South Africa
Age: 73
Posts: 3
Likes: 0
Received 0 Likes
on
0 Posts
Eket circa 1984
Fascinating post....great to see my old mate Jeremy Wright (rip)downing a few in Eket. I remember staying with him in Trinidad...memories of the 'Pelican' and Galeota. Also jump seating with him back in 1974...took me all the way to Sumburgh via Wagga Wagga 1 (i think )
Dave,
A most appropriate post #1274 that leads-in nicely to the next one I was working on......
“Some of the local crew at Port Harcourt in the seventies, the guy in the status symbol dust jacket was lambert Abali. Lambert was well regarded by the BHL management, as he stayed at his post during the Biafran war, and looked after some of the aircraft that had been left behind when the expatriates were forced to leave”
Lambert Abali is mentioned in the article.He must have been busy!! Ded
I was going to post just the pics from this article but the Bristow Biafran story is so interesting, as is the whole book (Shadows), that I thought I would go with the original skyweaver article.
Biafran War - How it affected Bristows Nigeria.
The following article was put together using extracts from Michael Draper's book "Shadows" which describes fully the aviation aspects of the Nigerian Civil War.
My thanks go to Mike for giving his permission to use the material.
Mike acknowledges a few Bristow personnel who provided information for the book :- Jim Wilde, Tony Mabelis, 'Jock' MacCaskel and Ian Mcleod.
--------------------------------------------------------------------------------
Introduction.
Bristow Group's first ever oil industry support related contract was awarded by the Shell D'Arcy Company of Nigeria in the mid-1950's. Nigerian operations still thrive today (2010) but working in Nigeria has never been for the faint hearted with governments changing hands every few years not via the ballot box but a generally peaceful coup d'etat. The following article details how the Nigerian Civil War affected Bristow's operations at the time and what became of the aircraft. It is another prime example of almost forgotten Bristow history!
--------------------------------------------------------------------------------
Bristow operations and Biafran secession.
The build up to the Nigerian Civil War as with so many wars stretched back over many years and covered many aspects which I could not possibly cover in this article but it came as no surprise when, in the early hours of Tuesday, May 30,
1967, the Eastern state of Nigeria declared that it was to become the independent State of Biafra with immediate effect.
At the time of secession Bristows had eleven helicopters committed to oil support work, all technically based at Port Harcourt. These involved two Westland Whirlwind Srs.3, four Hiller 360 UH12Es and five Westland Widgeons, all of which were semi-permanently allocated to the three oil companies Shell-BP, AMOSEAS and Mobil.
Shell had, in fact, ceased its operations from Port Harcourt during late April 1967 and moved to Ughelli in the Mid-West. Accordingly, Bristows had also deployed the two Hiller UH-12Es, 5N-ABY and 5N-AGE to Ughelli, although both were technically based at Port Harcourt for routine maintenance etc. The two Widgeons, 5N-ABV and 5N-ABW, both of which were allocated to Shell-BP were being held in reserve and were therefore kept, out of use, at PH.
In many respects the declaration of secession did little, at first, to hamper Bristows' operation. The company continued to ferry supplies to and from the offshore rigs albeit these flights were now being made under the watchful eyes of the Federal Nigerian Navy as it began to police a blockade of Eastern ports. But on no occasion did the Nigerian Navy attempt to interfere with Bristows activities in supporting the oil rigs. In fact the only restriction placed upon the company came from the Biafrans. That involved a ban flying across the border into the neighbouring Mid-West Region. The reason being for this ban was more from a fear of helicopters being able to fly Nigerian "spies" back into Biafra unnoticed, than for any other reason.
Bristows, however, did take some precautionary measures. Within a week of secession the company decided to evacuate employees' wives and families, together with some of the oil companys' families. The Biafran Army did allow these flights to take place but still insisted that none should cross the border into Federal Nigeria. Bristows argued their case and questioned the ban while at the same time helicopters had been allowed to cross the border in order to support oil operations at Ughelli. These flights certainly meant crossing the state border.
The Biafrans relented and allowed evacuation flights to head for Ughelli. Because of their larger capacity Bristows used their two Whirlwinds (5N-AGI and 5N-AGK) for these evacuation flights, the first of which was made by 5N-AGK, on 8th June, 1967. Then, amidst a growing nervousness within the Biafran Army, clearance for the cross border flights was refused and all further flights flew only to the eastern banks of the river Niger. From there evacuees were taken across to Federal territory by boat and completed their journeys to Lagos aboard helicopters based on the Federal side. In consideration of the shorter flight time to the border, and the fact that the mood swings of the local Biafran Army commander were becoming increasingly erratic, Bristows supplemented the Whirlwinds with two of the Widgeons.
In spite of the increasingly delicate political and military situation existing during this period, Shell still found time to recognise the effort put in by Bristow Helicopters in evacuating non-essential personnel to the border by hosting a small dinner during the evening of 14th June. All air and ground crews attended. Even better news followed the next morning when one of Bristow's pilots, flying a Whirlwind to the border, succeeded in quietly collecting the first mail to reach Port Harcourt since the country declared independence. Under considerable secrecy ground crews delivered the mail around the base throughout the day.
The main discussion topic at the Shell-Bristow dinner had been to question how long the helicopters could continue to be operated with any degree of normality before they, and the pilots, would have to be evacuated. Having just witnessed the expulsion of Aero Contractors, Bristows took a decision, by the end of the evening, to fly out at the earliest opportunity, all those personnel not directly involved in flying operations. There were obvious difficulties, especially as the Biafran Army had become increasingly nervous over any movements at the airport, but some personnel were flown out under the cover of normal flights. The most obvious sign of Biafran nerves becoming dangerously stretched had occurred earlier in the day and had involved the Bristow Helicopters' Riley Dove (5N-AGF), which normally operated for Shell, out of Port Harcourt.
For some time rumours had persisted that a seaborne assault by Federal troops against the island of Bonny was imminent. Indeed, some local reports even talked of a build-up of Nigerian ships just outside the proposed landing area. Of course, the Biafrans had no real way of confirming such reports until the morning of 14th June 1967 when the first act of aggressive interference took place. The Biafran Army ordered a Bristows' pilot to take a group of officers aboard the Riley Dove and undertake a coastal reconnaissance sortie.
The flight headed east to Calabar and then turned back to cover the entire coastal area, over Bonny oil terminal and further west over Brass and the Niger delta. Bristows' pilot was then ordered to fly northwards along the river Niger to a point beyond Onitsha. The pilot had had little alternative but to make the flight as had the group of very nervous soldiers on board, some of whom were clearly making their first flights in an aeroplane. None of those aboard saw any sign of an impending invasion although, back at Port Harcourt, the pilot did comment quietly to colleagues that the oil terminal at Bonny was unusually congested with ships awaiting clearance.
The fighting starts: Bristow Helicopters evacuate.
The first shots of the Nigerian Civil War were fired just after 05:00 hours on 6th July, 1967; they were not, as the Biafrans had expected, fired from the sea but in the rugged and hilly terrain of the north, at a point near Okaja. Despite the outbreak of fighting along Biafra's northern border, and the likelihood that it could eventually develop into a full scale civil war, Bristows continued to fly in support of Mobil from Port Harcourt (and to a lesser degree in support of Shell), albeit flying was now on a much reduced scale.
The Biafrans continued to believe that an assault would be launched from the south and saw the Nigerian "police action" in the north as simply a diversionary measure. On 8th July, and as if to underline this fear, the Biafran Army marched into Bristow's offices and produced a government order declaring that all normal flying duties were to cease. Furthermore, and from immediate effect according to the same declaration, all helicopters and crews were to be placed at the Army's disposal for the purpose of reconnaissance flights. The crews did attempt to put up some resistance and argued that British subjects working within Biafra were not to be molested or hindered in carrying out their normal duties in accordance with a previous order. But the nerve of the Army commander for Port Harcourt had finally cracked to such a degree that he had now begun to turn a deaf ear to orders from above. The situation facing Bristow Helicopters did not recommend a prolonged dialogue and so, and in fear for their own safety, Bristow's personnel began immediate preparations for their own evacuation.
Even at this late stage, Bristows still had some six helicopters at Port Harcourt, plus two Hiller 360s (5N-ABY and 5N-AGE) that had been detached to the Shell-BP field at Ughelli, in the Mid-West State, although these were considered to be well out of the danger area. Since the stoppage in oil production the need for this number of helicopters had reduced and several of those based at Port Harcourt (including Widgeon 5N-ABW and Whirlwind 5N-AGI) had already been flown out to the safety of the offshore rigs before the Biafran Army could ground them. The Hiller 360 5N-ABZ (which had sustained damage at a storage tanker offshore from Escravos on 26th May, but had been speedily repaired at Port Harcourt during the early days of Biafran independence) had also been flown out of Biafra , to the offshore Rig 52. In the meantime Bristows curtly refused to undertake any more support flights on behalf of the Biafran Army and for ten days the Biafrans stopped the company from making any further flights.
Eventually, on 18th July, Bristows received the final order to move all remaining personnel out to four offshore rigs: Rig 52 (AMOSEAS), Rig 59 (Mobil), the Sedco Rig (Shell), and the large Oceanmaster rig (Mobil), for safety. Three helicopters were allowed, by the Biafran Army, to shuttle the last seventy oilmen out of Port Harcourt; among the last flights involved Hiller 5N-AGB to the Mobil Rig 59, while Widgeon G-APTE made for the nearer Oceanmaster rig. The final departure from Biafra was made by the Whirlwind 5N-AGK, flown by Mike Ratcliffe, and which also made for the Oceanmaster.
Unfortunately three of the Widgeons (5N-ABV, 5N-AGA and 5N-AGL, all of which were fitted with standard undercarriage, ie non-flotation gear) had to be left behind at Port Harcourt, together with Riley Dove 5N-AGF. Although a handful of Bristows' personnel did remain at PH for several more weeks until they too were evacuated, by road to the Nigerian border, there was really no scope for retrieving the abandoned equipment. The Biafran Air Force had become considerably larger as a result.
After Bristow Helicopters had evacuated the Port Harcourt area, the company set about re-establishing its Nigerian oil support network. AMOSEAS, which had been one of five companies exploring the Eastern Region , stopped all operations during July 1967. This allowed the Bristow Whirlwind 5N-AGI, which had been ferried to one of the offshore rigs and later flown to Lagos with a number of evacuees, to be flown on to Cotonou to await a decision on its future.(In fact it was flown back to UK, arriving at Gatwick 17/10/67 before completing the journey to Redhill).
The ex-AMOSEAS Hiller UH-12E 5N-ABZ, together with the Mobil Hiller 5N-AGB, were flown from the temporary base aboard Rig 52 to Santa Isabel Airport on Fernando Poo where a new maintenance base was set up by Bristows and for continued support operations for those rigs offshore between the island and the Nigerian coast. Shortly afterwards it was decided to replace the Hillers with Whirlwinds and so the two redundant Hillers were flown back to Rig 52 for a "lazy" ferry back to Lagos, the rig being towed back to the capital for maintenance. The Hillers were then prepared for air-freighting back to Redhill, UK.
The Abandoned Ones!
Of the three former Bristow Helicopters' Widgeons, two were most definitely flown by the Biafran Air Force, the exception being 5N-ABV which is known to have suffered "on ground" damage at Port Harcourt, the incident occurring shortly after its acquisition when a Biafran Air Force pilot tried to get the helicopter airborne. A second Widgeon, 5N-AGL, was used by Biafran forces for a while and flown to the Udi helicopter base but was later wrecked during a heavy landing near Uli airstrip during early 1968. A post war examination of the wreckage suggested that the pilot had clearly lost control, probably as a result of inexperience with the sophisticated nature of the helicopter's gear interchange between the main and tail rotors. This explanation was supported by the fact that when Bristows' personnel later inspected the damaged main rotor blades they still retained earth deposits on the leading edge of the blade tips.
Widgeon 5N-AGA had a more dramatic end after it was captured intact when the Federal Nigerian Army 1st Division overran Biafra's base at Udi during January 1968. The Widgeon had been abandoned by fleeing Biafrans but surprisingly it was still in flying condition. It had clearly been used by the Biafran Air Force although no attempt had been made to remove the standard Bristow colour scheme or the registration marks. After a brief hover flight test flight it was ferried, by the South African mercenary Ares Klootwyk, from Udi to Enugu on 2nd February and then from Enugu to Makurdi, via Oturkpo on the following day. Four days later, on 7th February 1968, the same pilot ferried 5N-AGA from Makurdi to Benin and on to Lagos/Ikeja. At that stage, and firmly denying that it had any connections with a former Bristow Helicopters' Widgeon, the Nigerian Air Force impressed the helicopter into service with a fresh repaint. By 14th February 5N-AGA had been transposed into NAF510 and operated for a while with the Nigerain Air Force until..............
Apart from the helicopters impounded at Port Harcourt the Biafrans did gain access to two Hiller 360s, both of which were operated by Bristows on behalf of Shell-BP from Ughelli in the Mid-West region - in an area initially thought to be quite safe. During the early hours of 9th August 1967 the Biafran Army had launched a dramatic attack across the river Niger and into the Mid-West region.
The assault, in brigade strength, made astonishing progress in its advance so much so that by dusk on the same day almost the entire region had been captured, including the southern parts of Sapele and Warri and the oil complex at Ughelli.
Such was the speed of the Biafran attack that workers at Ughelli simply fled in sheer panic. Bristow's two Hiller 360s (5N-ABY and 5N-AGE) were on the Ughelli helipad at the time of the attack; there was simply not the time available to fly them out to safety. An attempt to disable them was made, even as Biafran soldiers began to enter the outer parts of the complex, when a local mechanic, Lambert Abali, ran out to the helipad and "with the aid of a spanner, put 5N-AGE out of action". Within two hours of Abali's action both Hillers were in the hands of advancing Biafran soldiers.
Curiously neither of the two Ughelli-based helicopters were ever used by the Biafran Air Force and when the Biafrans were later forced out of the region, both Hillers remained exactly as they had been abandoned.
For the remainder of the war Bristows continued to provide the oil companies with helicopter support from bases outside the area of conflict. A new base was established, during July 1967, at Santa Isabel airport, on the island of Fernando Poo, for operations in support of Mobil while logistical support for Shell was later re-established from Ughelli.
After Biafran forces had been pushed out of the Mid-West region, Shell was able to re-start its operations there and a new support contract was signed with Bristow Helicopters on 15th December 1967. With renewed access to the area Bristows were able to inspect the two Hillers (5N-ABY and 5N-AGE) that had been abandoned some four months earlier. Their serviceability state was obviously suspect especially as neither had been inhibited, such was the speed of the Biafran advance. In fact 5N-AGE was found to be still in flyable condition but the other Hiller was in clear need of repair and maintenance. In order to resume operations with minimum of delay the ex AMOSEAS Hiller (5N-ABZ), which was still at Lagos awaiting shipment to the UK (but not yet crated), was flown to Ughelli in December 1967 to replace the damaged 5N-ABY.
Shortly afterwards the other Hiller at Lagos (5N-AGB), and which had been crated, was unpacked and flown to Ughelli to supplement the other two helicopters. All three helicopters operated from Ughelli until February 1968 when the first Jet Ranger (G-AVSW/5N-AHM) arrived in Nigeria to replace Hiller 5N-ABZ. A second Jet Ranger (G-AWFV/5N-AHN) arrived at Ughelli shortly afterwards to replace Hiller 5N-AGE. Apart from a very brief period during the summer of 1968, when the Jet Rangers were temporarily grounded with engine suppressor problems, the Hillers were crated and finally returned to the UK.
When Bristows established its new base at Santa Isabel there was no need for those helicopters transferred there to be registered in Nigeria. The Whirlwind 3 5N-AGK was therefore restored to the British registry, as G-ASOU. The use of British registrations, rather than Nigerian, was also seen as avoiding any diplomatic disadvantage with the rather unpredictable Spanish Equatorial Guinea authorities. Subsequently, during August 1967, a second Whirlwind 3, G-AOCZ, was sent out from the UK. Both Whirlwinds operated from Santa Isabel in float-undercarriage configuration.
End.
--------------------------------------------------------------------------------
The result of many years of research, “Shadows” describes fully for the first time the aviation aspects of the Nigerian Civil War. Biafra's motley mix of antiquated and modern aircraft was acquired through various dubious and clandestine channels. Despite being landlocked for most of the war Biafra held out, its only link to the outside world being an air bridge to a converted bush airstrip deep in the Biafran heartland. The strip supported an amazing airlift of arms and food - the largest civilian relief airlift in history - which, for almost 18 months kept a nation alive. The book tracks the aircraft and men that took part and is a story that waited 30 years to be told.
The full title of the book is : Shadows - Airlift and Airwar in Biafra and Nigeria 1967-1970 and still available, I believe, if you Amazon it.
I bought it – a good read. D ed.
A most appropriate post #1274 that leads-in nicely to the next one I was working on......
“Some of the local crew at Port Harcourt in the seventies, the guy in the status symbol dust jacket was lambert Abali. Lambert was well regarded by the BHL management, as he stayed at his post during the Biafran war, and looked after some of the aircraft that had been left behind when the expatriates were forced to leave”
Lambert Abali is mentioned in the article.He must have been busy!! Ded
I was going to post just the pics from this article but the Bristow Biafran story is so interesting, as is the whole book (Shadows), that I thought I would go with the original skyweaver article.
Biafran War - How it affected Bristows Nigeria.
The following article was put together using extracts from Michael Draper's book "Shadows" which describes fully the aviation aspects of the Nigerian Civil War.
My thanks go to Mike for giving his permission to use the material.
Mike acknowledges a few Bristow personnel who provided information for the book :- Jim Wilde, Tony Mabelis, 'Jock' MacCaskel and Ian Mcleod.
--------------------------------------------------------------------------------
Introduction.
Bristow Group's first ever oil industry support related contract was awarded by the Shell D'Arcy Company of Nigeria in the mid-1950's. Nigerian operations still thrive today (2010) but working in Nigeria has never been for the faint hearted with governments changing hands every few years not via the ballot box but a generally peaceful coup d'etat. The following article details how the Nigerian Civil War affected Bristow's operations at the time and what became of the aircraft. It is another prime example of almost forgotten Bristow history!
--------------------------------------------------------------------------------
Bristow operations and Biafran secession.
The build up to the Nigerian Civil War as with so many wars stretched back over many years and covered many aspects which I could not possibly cover in this article but it came as no surprise when, in the early hours of Tuesday, May 30,
1967, the Eastern state of Nigeria declared that it was to become the independent State of Biafra with immediate effect.
At the time of secession Bristows had eleven helicopters committed to oil support work, all technically based at Port Harcourt. These involved two Westland Whirlwind Srs.3, four Hiller 360 UH12Es and five Westland Widgeons, all of which were semi-permanently allocated to the three oil companies Shell-BP, AMOSEAS and Mobil.
Shell had, in fact, ceased its operations from Port Harcourt during late April 1967 and moved to Ughelli in the Mid-West. Accordingly, Bristows had also deployed the two Hiller UH-12Es, 5N-ABY and 5N-AGE to Ughelli, although both were technically based at Port Harcourt for routine maintenance etc. The two Widgeons, 5N-ABV and 5N-ABW, both of which were allocated to Shell-BP were being held in reserve and were therefore kept, out of use, at PH.
In many respects the declaration of secession did little, at first, to hamper Bristows' operation. The company continued to ferry supplies to and from the offshore rigs albeit these flights were now being made under the watchful eyes of the Federal Nigerian Navy as it began to police a blockade of Eastern ports. But on no occasion did the Nigerian Navy attempt to interfere with Bristows activities in supporting the oil rigs. In fact the only restriction placed upon the company came from the Biafrans. That involved a ban flying across the border into the neighbouring Mid-West Region. The reason being for this ban was more from a fear of helicopters being able to fly Nigerian "spies" back into Biafra unnoticed, than for any other reason.
Bristows, however, did take some precautionary measures. Within a week of secession the company decided to evacuate employees' wives and families, together with some of the oil companys' families. The Biafran Army did allow these flights to take place but still insisted that none should cross the border into Federal Nigeria. Bristows argued their case and questioned the ban while at the same time helicopters had been allowed to cross the border in order to support oil operations at Ughelli. These flights certainly meant crossing the state border.
The Biafrans relented and allowed evacuation flights to head for Ughelli. Because of their larger capacity Bristows used their two Whirlwinds (5N-AGI and 5N-AGK) for these evacuation flights, the first of which was made by 5N-AGK, on 8th June, 1967. Then, amidst a growing nervousness within the Biafran Army, clearance for the cross border flights was refused and all further flights flew only to the eastern banks of the river Niger. From there evacuees were taken across to Federal territory by boat and completed their journeys to Lagos aboard helicopters based on the Federal side. In consideration of the shorter flight time to the border, and the fact that the mood swings of the local Biafran Army commander were becoming increasingly erratic, Bristows supplemented the Whirlwinds with two of the Widgeons.
In spite of the increasingly delicate political and military situation existing during this period, Shell still found time to recognise the effort put in by Bristow Helicopters in evacuating non-essential personnel to the border by hosting a small dinner during the evening of 14th June. All air and ground crews attended. Even better news followed the next morning when one of Bristow's pilots, flying a Whirlwind to the border, succeeded in quietly collecting the first mail to reach Port Harcourt since the country declared independence. Under considerable secrecy ground crews delivered the mail around the base throughout the day.
The main discussion topic at the Shell-Bristow dinner had been to question how long the helicopters could continue to be operated with any degree of normality before they, and the pilots, would have to be evacuated. Having just witnessed the expulsion of Aero Contractors, Bristows took a decision, by the end of the evening, to fly out at the earliest opportunity, all those personnel not directly involved in flying operations. There were obvious difficulties, especially as the Biafran Army had become increasingly nervous over any movements at the airport, but some personnel were flown out under the cover of normal flights. The most obvious sign of Biafran nerves becoming dangerously stretched had occurred earlier in the day and had involved the Bristow Helicopters' Riley Dove (5N-AGF), which normally operated for Shell, out of Port Harcourt.
For some time rumours had persisted that a seaborne assault by Federal troops against the island of Bonny was imminent. Indeed, some local reports even talked of a build-up of Nigerian ships just outside the proposed landing area. Of course, the Biafrans had no real way of confirming such reports until the morning of 14th June 1967 when the first act of aggressive interference took place. The Biafran Army ordered a Bristows' pilot to take a group of officers aboard the Riley Dove and undertake a coastal reconnaissance sortie.
The flight headed east to Calabar and then turned back to cover the entire coastal area, over Bonny oil terminal and further west over Brass and the Niger delta. Bristows' pilot was then ordered to fly northwards along the river Niger to a point beyond Onitsha. The pilot had had little alternative but to make the flight as had the group of very nervous soldiers on board, some of whom were clearly making their first flights in an aeroplane. None of those aboard saw any sign of an impending invasion although, back at Port Harcourt, the pilot did comment quietly to colleagues that the oil terminal at Bonny was unusually congested with ships awaiting clearance.
The fighting starts: Bristow Helicopters evacuate.
The first shots of the Nigerian Civil War were fired just after 05:00 hours on 6th July, 1967; they were not, as the Biafrans had expected, fired from the sea but in the rugged and hilly terrain of the north, at a point near Okaja. Despite the outbreak of fighting along Biafra's northern border, and the likelihood that it could eventually develop into a full scale civil war, Bristows continued to fly in support of Mobil from Port Harcourt (and to a lesser degree in support of Shell), albeit flying was now on a much reduced scale.
The Biafrans continued to believe that an assault would be launched from the south and saw the Nigerian "police action" in the north as simply a diversionary measure. On 8th July, and as if to underline this fear, the Biafran Army marched into Bristow's offices and produced a government order declaring that all normal flying duties were to cease. Furthermore, and from immediate effect according to the same declaration, all helicopters and crews were to be placed at the Army's disposal for the purpose of reconnaissance flights. The crews did attempt to put up some resistance and argued that British subjects working within Biafra were not to be molested or hindered in carrying out their normal duties in accordance with a previous order. But the nerve of the Army commander for Port Harcourt had finally cracked to such a degree that he had now begun to turn a deaf ear to orders from above. The situation facing Bristow Helicopters did not recommend a prolonged dialogue and so, and in fear for their own safety, Bristow's personnel began immediate preparations for their own evacuation.
Even at this late stage, Bristows still had some six helicopters at Port Harcourt, plus two Hiller 360s (5N-ABY and 5N-AGE) that had been detached to the Shell-BP field at Ughelli, in the Mid-West State, although these were considered to be well out of the danger area. Since the stoppage in oil production the need for this number of helicopters had reduced and several of those based at Port Harcourt (including Widgeon 5N-ABW and Whirlwind 5N-AGI) had already been flown out to the safety of the offshore rigs before the Biafran Army could ground them. The Hiller 360 5N-ABZ (which had sustained damage at a storage tanker offshore from Escravos on 26th May, but had been speedily repaired at Port Harcourt during the early days of Biafran independence) had also been flown out of Biafra , to the offshore Rig 52. In the meantime Bristows curtly refused to undertake any more support flights on behalf of the Biafran Army and for ten days the Biafrans stopped the company from making any further flights.
Eventually, on 18th July, Bristows received the final order to move all remaining personnel out to four offshore rigs: Rig 52 (AMOSEAS), Rig 59 (Mobil), the Sedco Rig (Shell), and the large Oceanmaster rig (Mobil), for safety. Three helicopters were allowed, by the Biafran Army, to shuttle the last seventy oilmen out of Port Harcourt; among the last flights involved Hiller 5N-AGB to the Mobil Rig 59, while Widgeon G-APTE made for the nearer Oceanmaster rig. The final departure from Biafra was made by the Whirlwind 5N-AGK, flown by Mike Ratcliffe, and which also made for the Oceanmaster.
Unfortunately three of the Widgeons (5N-ABV, 5N-AGA and 5N-AGL, all of which were fitted with standard undercarriage, ie non-flotation gear) had to be left behind at Port Harcourt, together with Riley Dove 5N-AGF. Although a handful of Bristows' personnel did remain at PH for several more weeks until they too were evacuated, by road to the Nigerian border, there was really no scope for retrieving the abandoned equipment. The Biafran Air Force had become considerably larger as a result.
After Bristow Helicopters had evacuated the Port Harcourt area, the company set about re-establishing its Nigerian oil support network. AMOSEAS, which had been one of five companies exploring the Eastern Region , stopped all operations during July 1967. This allowed the Bristow Whirlwind 5N-AGI, which had been ferried to one of the offshore rigs and later flown to Lagos with a number of evacuees, to be flown on to Cotonou to await a decision on its future.(In fact it was flown back to UK, arriving at Gatwick 17/10/67 before completing the journey to Redhill).
The ex-AMOSEAS Hiller UH-12E 5N-ABZ, together with the Mobil Hiller 5N-AGB, were flown from the temporary base aboard Rig 52 to Santa Isabel Airport on Fernando Poo where a new maintenance base was set up by Bristows and for continued support operations for those rigs offshore between the island and the Nigerian coast. Shortly afterwards it was decided to replace the Hillers with Whirlwinds and so the two redundant Hillers were flown back to Rig 52 for a "lazy" ferry back to Lagos, the rig being towed back to the capital for maintenance. The Hillers were then prepared for air-freighting back to Redhill, UK.
The Abandoned Ones!
Of the three former Bristow Helicopters' Widgeons, two were most definitely flown by the Biafran Air Force, the exception being 5N-ABV which is known to have suffered "on ground" damage at Port Harcourt, the incident occurring shortly after its acquisition when a Biafran Air Force pilot tried to get the helicopter airborne. A second Widgeon, 5N-AGL, was used by Biafran forces for a while and flown to the Udi helicopter base but was later wrecked during a heavy landing near Uli airstrip during early 1968. A post war examination of the wreckage suggested that the pilot had clearly lost control, probably as a result of inexperience with the sophisticated nature of the helicopter's gear interchange between the main and tail rotors. This explanation was supported by the fact that when Bristows' personnel later inspected the damaged main rotor blades they still retained earth deposits on the leading edge of the blade tips.
Widgeon 5N-AGA had a more dramatic end after it was captured intact when the Federal Nigerian Army 1st Division overran Biafra's base at Udi during January 1968. The Widgeon had been abandoned by fleeing Biafrans but surprisingly it was still in flying condition. It had clearly been used by the Biafran Air Force although no attempt had been made to remove the standard Bristow colour scheme or the registration marks. After a brief hover flight test flight it was ferried, by the South African mercenary Ares Klootwyk, from Udi to Enugu on 2nd February and then from Enugu to Makurdi, via Oturkpo on the following day. Four days later, on 7th February 1968, the same pilot ferried 5N-AGA from Makurdi to Benin and on to Lagos/Ikeja. At that stage, and firmly denying that it had any connections with a former Bristow Helicopters' Widgeon, the Nigerian Air Force impressed the helicopter into service with a fresh repaint. By 14th February 5N-AGA had been transposed into NAF510 and operated for a while with the Nigerain Air Force until..............
Apart from the helicopters impounded at Port Harcourt the Biafrans did gain access to two Hiller 360s, both of which were operated by Bristows on behalf of Shell-BP from Ughelli in the Mid-West region - in an area initially thought to be quite safe. During the early hours of 9th August 1967 the Biafran Army had launched a dramatic attack across the river Niger and into the Mid-West region.
The assault, in brigade strength, made astonishing progress in its advance so much so that by dusk on the same day almost the entire region had been captured, including the southern parts of Sapele and Warri and the oil complex at Ughelli.
Such was the speed of the Biafran attack that workers at Ughelli simply fled in sheer panic. Bristow's two Hiller 360s (5N-ABY and 5N-AGE) were on the Ughelli helipad at the time of the attack; there was simply not the time available to fly them out to safety. An attempt to disable them was made, even as Biafran soldiers began to enter the outer parts of the complex, when a local mechanic, Lambert Abali, ran out to the helipad and "with the aid of a spanner, put 5N-AGE out of action". Within two hours of Abali's action both Hillers were in the hands of advancing Biafran soldiers.
Curiously neither of the two Ughelli-based helicopters were ever used by the Biafran Air Force and when the Biafrans were later forced out of the region, both Hillers remained exactly as they had been abandoned.
For the remainder of the war Bristows continued to provide the oil companies with helicopter support from bases outside the area of conflict. A new base was established, during July 1967, at Santa Isabel airport, on the island of Fernando Poo, for operations in support of Mobil while logistical support for Shell was later re-established from Ughelli.
After Biafran forces had been pushed out of the Mid-West region, Shell was able to re-start its operations there and a new support contract was signed with Bristow Helicopters on 15th December 1967. With renewed access to the area Bristows were able to inspect the two Hillers (5N-ABY and 5N-AGE) that had been abandoned some four months earlier. Their serviceability state was obviously suspect especially as neither had been inhibited, such was the speed of the Biafran advance. In fact 5N-AGE was found to be still in flyable condition but the other Hiller was in clear need of repair and maintenance. In order to resume operations with minimum of delay the ex AMOSEAS Hiller (5N-ABZ), which was still at Lagos awaiting shipment to the UK (but not yet crated), was flown to Ughelli in December 1967 to replace the damaged 5N-ABY.
Shortly afterwards the other Hiller at Lagos (5N-AGB), and which had been crated, was unpacked and flown to Ughelli to supplement the other two helicopters. All three helicopters operated from Ughelli until February 1968 when the first Jet Ranger (G-AVSW/5N-AHM) arrived in Nigeria to replace Hiller 5N-ABZ. A second Jet Ranger (G-AWFV/5N-AHN) arrived at Ughelli shortly afterwards to replace Hiller 5N-AGE. Apart from a very brief period during the summer of 1968, when the Jet Rangers were temporarily grounded with engine suppressor problems, the Hillers were crated and finally returned to the UK.
When Bristows established its new base at Santa Isabel there was no need for those helicopters transferred there to be registered in Nigeria. The Whirlwind 3 5N-AGK was therefore restored to the British registry, as G-ASOU. The use of British registrations, rather than Nigerian, was also seen as avoiding any diplomatic disadvantage with the rather unpredictable Spanish Equatorial Guinea authorities. Subsequently, during August 1967, a second Whirlwind 3, G-AOCZ, was sent out from the UK. Both Whirlwinds operated from Santa Isabel in float-undercarriage configuration.
End.
--------------------------------------------------------------------------------
The result of many years of research, “Shadows” describes fully for the first time the aviation aspects of the Nigerian Civil War. Biafra's motley mix of antiquated and modern aircraft was acquired through various dubious and clandestine channels. Despite being landlocked for most of the war Biafra held out, its only link to the outside world being an air bridge to a converted bush airstrip deep in the Biafran heartland. The strip supported an amazing airlift of arms and food - the largest civilian relief airlift in history - which, for almost 18 months kept a nation alive. The book tracks the aircraft and men that took part and is a story that waited 30 years to be told.
The full title of the book is : Shadows - Airlift and Airwar in Biafra and Nigeria 1967-1970 and still available, I believe, if you Amazon it.
I bought it – a good read. D ed.
Join Date: Mar 2009
Location: Dyce, Aberdeen
Posts: 41
Likes: 0
Received 0 Likes
on
0 Posts
S61 Training Course
Training course for engineers at Redhill 1972?. From left to right.
Davie Parker, Ken Clarke, Steve Cooper?, Pete Holland, Alan Ross, John Thurley, Sandy Ogilvie, Neil Smith, Ken Knight, Alan (half a job) Whitfield, Alan Arklass. Next two were from Greenland Air sadly one was killed in an accident a few years later. Lastly Sikorsky instructor Glen Magoon.
Davie Parker, Ken Clarke, Steve Cooper?, Pete Holland, Alan Ross, John Thurley, Sandy Ogilvie, Neil Smith, Ken Knight, Alan (half a job) Whitfield, Alan Arklass. Next two were from Greenland Air sadly one was killed in an accident a few years later. Lastly Sikorsky instructor Glen Magoon.
S61N Course
Join Date: Jul 2000
Location: Toledo, OH
Posts: 409
Likes: 0
Received 0 Likes
on
0 Posts
Dave,
I was there last year at this time and if anything it is probably worst. Especially in Port Hardcourt. In Benin, I saw what looked like several Widgeons parked next to a hangar. They looked like they had been there for quite awhile.
I was there last year at this time and if anything it is probably worst. Especially in Port Hardcourt. In Benin, I saw what looked like several Widgeons parked next to a hangar. They looked like they had been there for quite awhile.
Join Date: Mar 2009
Location: Dyce, Aberdeen
Posts: 41
Likes: 0
Received 0 Likes
on
0 Posts
S61 Course
None of the Blackburn Mafia appear in this pic, in fact they may not have joined the comapny at this time but there is what could be classed as an "understudy"
Dave Higgins collection (all 2002 unless stated)
Dave sent me a CD of decent pics a few years ago – makes a change from the low resolution stuff I have been sucking off the website CD.
Notes are from Dave H.
Bell 214ST G-BFKN taken on Erskine platform North Sea.
S61 G-BGWJ disembarking passengers on an Aberdeen hotspot.
Alex Frow consults his map on Erskine platform.
Dave Higgins about to start AS332L G-TIGB prior to a rig flight.
Dennis Pearson and Mike Langford.
Edward Waterhouse in thoughtful mode, Aberdeen flight planning.
BFKN cockpit.
BFKN on Erskine platform.
BMCX lifting into the hover for an underslung job.
BWWI on spot 1 Aberdeen.
Graham Chiverton and Alex Frow briefing for underslung job.
TIGB disembarking passengers on Brittania platform. North Sea.
Simulator instructor Keith Loosely flies an approach in Tiger simulator at Aberdeen, not bad for a Nimrod pilot.
Simon Platt enjoying a coffee in a Tiger.
Simon Sorrell and Julie Pearman landing on The Mearsk Endurer.
Dave sent me a CD of decent pics a few years ago – makes a change from the low resolution stuff I have been sucking off the website CD.
Notes are from Dave H.
Bell 214ST G-BFKN taken on Erskine platform North Sea.
S61 G-BGWJ disembarking passengers on an Aberdeen hotspot.
Alex Frow consults his map on Erskine platform.
Dave Higgins about to start AS332L G-TIGB prior to a rig flight.
Dennis Pearson and Mike Langford.
Edward Waterhouse in thoughtful mode, Aberdeen flight planning.
BFKN cockpit.
BFKN on Erskine platform.
BMCX lifting into the hover for an underslung job.
BWWI on spot 1 Aberdeen.
Graham Chiverton and Alex Frow briefing for underslung job.
TIGB disembarking passengers on Brittania platform. North Sea.
Simulator instructor Keith Loosely flies an approach in Tiger simulator at Aberdeen, not bad for a Nimrod pilot.
Simon Platt enjoying a coffee in a Tiger.
Simon Sorrell and Julie Pearman landing on The Mearsk Endurer.
Yep, I think you're right on that one Stacey.
I thought the palm trees looked like Palmus Trinidadius whereas, having a second look, they are obviously the Palmus Nodoubtekitus species.
I thought the palm trees looked like Palmus Trinidadius whereas, having a second look, they are obviously the Palmus Nodoubtekitus species.
Join Date: Apr 2005
Location: Dubai
Posts: 348
Likes: 0
Received 0 Likes
on
0 Posts
The other clue was the Eketus Chainlinkfencus, a well known sub-species (though it does look as if there is an HF whip poking out the front of the 212 - maybe a hair - not a feature of the regular fleet)
Join Date: Dec 2003
Location: Gosport, UK
Age: 71
Posts: 221
Likes: 0
Received 0 Likes
on
0 Posts
The chain link fence did it for me spent many-a-day riding the Ossa trials bike around it looking for a hole to escape from!! could quite muster up the nerve to do a Steve Mcqueen, ala the great escape!! I seem to remember they all had Spinlebury Tindal HF's then with the whip arial and YX being the first one on-site with the (cant remember the name) wire down the tailboom, I remember doing the ferry across the Sahara with Bob Roffe.
Stacey
Stacey
Bristow sports
Apart from operating helicopters and drinking in bars, Bristows staff were a force to be reckoned with in the sporting world. From Uckers to Duck Racing we led the way.
Where has time gone? Now I'm looking forward to retirement!!
Apart from operating helicopters and drinking in bars, Bristows staff were a force to be reckoned with in the sporting world. From Uckers to Duck Racing we led the way.
Where has time gone? Now I'm looking forward to retirement!!
Just returned from watching footy at neighbours - this post is under the influence of alcahol, so allowance should be made for any spellink mistakes.
I am a fan of black and white photography.
These pics from CPI Duri.
This pic confuses my sense of perspective!!
There doesn't seem to be any anything in the picture affected by the downwash as per the following pics. The workers don't seem affected by a 205 hovering close-by
...and this is a excellent pic, in my opinion!
I am a fan of black and white photography.
These pics from CPI Duri.
This pic confuses my sense of perspective!!
There doesn't seem to be any anything in the picture affected by the downwash as per the following pics. The workers don't seem affected by a 205 hovering close-by
...and this is a excellent pic, in my opinion!
Nemo Me Impune Lacessit
Join Date: Jun 2004
Location: Derbyshire, England.
Posts: 4,091
Received 0 Likes
on
0 Posts
Re the third picture down. The mud tank was regarded as the 'difficult' lift, it wasn't very aerodynamic(!) and it was heavy, note doors off.
(When the operation started at Duri in 1968 we had the first civilian B205s but the engines were for the 204, the bigger engines all went to Vietnam at that time)
(When the operation started at Duri in 1968 we had the first civilian B205s but the engines were for the 204, the bigger engines all went to Vietnam at that time)
Duri,
As the a/c are on the Bermudan reg, these photos must be the very early days of the operation. The 205A has the T53-11 Lycoming, fitting the -13 makes the a/c a 205A-1.
As the a/c are on the Bermudan reg, these photos must be the very early days of the operation. The 205A has the T53-11 Lycoming, fitting the -13 makes the a/c a 205A-1.
Nemo Me Impune Lacessit
Join Date: Jun 2004
Location: Derbyshire, England.
Posts: 4,091
Received 0 Likes
on
0 Posts
Found this:
VR-BCN Bell 205A 30003 N4023G,VR-BCN,PK-HBA · · · · · » [w/o]
The aircraft were transferred to the Indonesian register about mid November, 1968.
VR-BCN Bell 205A 30003 N4023G,VR-BCN,PK-HBA · · · · · » [w/o]
The aircraft were transferred to the Indonesian register about mid November, 1968.
As the sun has just set in Cyprus, and a nice bottle of Merlot opened - an appropriate sunset pic.
No doubt someone will reckon it's a sunrise - in that case I am drinking too early in the day!
No doubt someone will reckon it's a sunrise - in that case I am drinking too early in the day!