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Maybe memories, old alcohol and blurred age?!
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We are Australians, the crews are all Australian |
Bangladesh
Bangladesh.
http://i967.photobucket.com/albums/a...bangladesh.jpg Provision of a Bell 212, and for a short time an S61, in support of Cairn Energy's exploration activities offshore Bangladesh. The contract ran from December 1996 to October 1998. Dhaka. We had a bit of the hangar on the left. The operation later moved to Chittagong which resulted in shorter flying times to the rig which was about 30 miles offshore. http://i967.photobucket.com/albums/a...angladesh1.jpg Bell 212, G-BALZ about to lift off at Dhaka. The accommodation was flats in Dhaka and a Guest House in Chittagong. http://i967.photobucket.com/albums/a...angladesh2.jpg A picture of the Bristow base at Chittagong to where the operation moved to from Dhaka. Two very experienced old hands in this picture - G-BALZ and Ken Humphries. http://i967.photobucket.com/albums/a...angladesh3.jpg Ismaya barge. This brought G-BALZ from Singapore to Bangladesh and my sources tell me that this ship was originally a factory whaling ship called "Southern Cross" that Bristows operated off in the Fifties. http://i967.photobucket.com/albums/a...angladesh4.jpg Lifting off from the drilling rig at "Sangu 1" well, Bay of Bengal. http://i967.photobucket.com/albums/a...balzbangla.jpg Dawn at Chittagong. http://i967.photobucket.com/albums/a...angladesh5.jpg |
Bolivia
Bolivia
http://i967.photobucket.com/albums/a...ap_bolivia.jpg Winning the first Bolivian contract was a major milestone for the fledgeling company. They started working for Shell in Bolivia using Augusta Bell 47s in September 1957 and shortly afterwards won another contract working for the Bolivian California Oil Company, a subsidiary of Standard Oil of California. For this contract they used American built Bells. Bristows worked in Bolivia for six years and as well as the helicopters also bought and used two fixed wing aircraft - a twin engined Beech Bonanza and a de-Haviland Beaver.The first task was to support geological field parties operating in the river beds and in the foothills of the Andes. In this work, the helicopter was used to fly the geologists out from the base camp first thing in the morning, to support them in the field and return them safely to base at the end of a long, hardworking day. On this type of work, the pilot often accompanied the geologist and assisted him in carrying the rock samples. In this pattern of work the geological party moved camp at intervals of about ten days and this involved transportation of all camp equipment by helicopter. Operating conditions at the beginning of the Bolivian operations were primitive in the extreme and as experience was gained it became clear that a fairly sophisticated maintenance facility would be required to provide a high level of aircraft availability. To achieve this, hangar and workshop facilities were set up at jungle base camps which enabled the carrying out of all necessary maintenance up to Check 3s. For Check 4s and major overhauls a fully equipped inspection and overhaul shop was built in Cochacomba, but getting the helicopters to this facility involved flying over part of the Andes at more than 14,000ft which was no mean feat of pilotage in the early Bell 47 model. "Crossing from the Beni to Cochacomba at around 14,000ft." Dated at 1960. http://i967.photobucket.com/albums/a...livia/jod6.jpg It is unclear when and where these two pictures were taken but as they include a Bell 47 it is conceivable that it could be Bolivia or very early Redhill FTS. http://i967.photobucket.com/albums/a.../47andpeop.jpg http://i967.photobucket.com/albums/a...andgantree.jpg |
Phil Johns
The picture of staff from the Bristow Perth office, posted by "dave Ed" on the 27th August, shows Phil Johns.
Is that the same Phil Johns, Avionic engineer from the DPC operation in Dubai circa 1980? If it is I would like to get in touch with him, he helped me out on the Dubai Airwing Boeings on several occasions, we had good fun with his children trying to shoot down my R/C plane with Estes rockets. Tony |
Brunei
Brunei
http://i967.photobucket.com/albums/a...map_brunei.gif Info below was written over 10 years ago now! So there may have been a few changes in Brunei although I think the same ex Bristow 212s are still there but have been operated by FBH for the past few years and have now become a part of Cobham when Bristow sold their share in FBH recently. The British Army in Brunei comprises an Infantry Battalion and a Bell 212 Helicopter Flight of the Army Air Corps. The climate of Brunei is well suited to jungle operations and the Training Team Brunei run jungle warfare courses for all members of the British Army. The Battalion is supported by the small British Garrison, at Seria, which provides all logistic and administrative support. The TrainingTeam Brunei is the Army's jungle warfare school. It runs a number of courses, ranging from Jungle Warfare instructor Courses to long range patrolling and tracking. The original hangar in Seria, Brunei circa mid nineties. http://i967.photobucket.com/albums/a...iebrunhngr.jpg Taken in 2001 by one of the IHUMS mod team (Patrick Peggs) - a nice aerial shot showing the present base layout. http://i967.photobucket.com/albums/a...uneiaerial.jpg The Bristow contract: Provision and ongoing maintenance (Level C) and logistical/spares support of 3 Bell 212 helicopters to include training of Army Air Corps pilots and technicians. http://i967.photobucket.com/albums/a...diebrunei3.jpg http://i967.photobucket.com/albums/a...diebrunei2.jpg The contract was for4 years commencing 1st October,1994 and was renewed after competitive tender in 1999 for a further five year period. The aircraft were re-wired after coming out of Trinidad and the cockpits were modified to be NVG compatible.......and that was easier said than done (de) http://i967.photobucket.com/albums/a...i/tailwall.jpg http://i967.photobucket.com/albums/a...neimodteam.jpg |
Burma
Burma
http://i967.photobucket.com/albums/a...a/mapburma.jpg Around 1976 Esso commenced offshore exploration in the seas off Burma. Bristows were contracted to provide two I.F.R. Bell 212s in support of the drilling campaign, which only ran for 6 months. The two aircraft designated for use on this contract had been serving elsewhere in a V.F.R. role so they were ferried to Rangoon to enable the I.F.R. mods to be carried out which included the fit of S.F.E.N.A. auto-stab systems. 9M-ATU is shown here at Rangoon. http://i967.photobucket.com/albums/a...rma/burma1.jpg This picture is taken at Tavoy from where the offshore flights operated. The hut on the far left houses a machine gun post and the porta-cabins were the accommodation. http://i967.photobucket.com/albums/a...rma/burma2.jpg |
SFENA Autopilot systems.....oh were they ever the Cat's Meow....NOT!
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Cambodia
Cambodia
http://i967.photobucket.com/albums/a...p_cambodia.jpg Thanks to Andrew Rice for the following info. Here are a few details of the final operation in Cambodia which was for Idemitsu, a Japanese oil company. We flew the single SA330J VH-WOE to Phnom Penh, departing on 18 March 98 and arriving back in Karratha on 20 May 98. The operation was based at Pochentong airport in Phnom Penh, but we used to refuel in Sihanoukville, on the coast, on the way to the rig which was the Energy Searcher. The refuel was at an ex UN helipad and we positioned a fuel bowser there for our use. There was a very nice sea-food restaurant and bar just by the helipad, on the beach, so the passengers used to enjoy some light refreshment while we did the refuel. http://i967.photobucket.com/albums/a.../as330atpp.jpg Other known Bristow contracts in Cambodia: - Provision of an Aerospatiale SA330J to support Enterprise Oil and then Campex's activities ( March - December 1996 ) - Provision of an SA330J for Premier Oil ( May - December 1994 ) - Provision of an SA330J to support Campex's activities ( November 1993 - March 1994 ) |
C'mon SAS, what happened to your famous sense of perspective! SFENA (the thing in the 212 'afforded' by BHL) was intended as a stabilisation system for an unmanned article with a flight profile of short duration usually ending in the destruction of the said vehicle AFAIR. My latest office has SFENA in it but after becoming Sextant Avionic then Thales, now part of EADS. Hopefully the SFENA bit won't remember the short duration-destruction aspect. ;)
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Most Bristow avionic engineer's reckoned SFENA to stand for Such a F*ing Experience Never Again!
I was lucky enough to spend a couple of years at Warri where we had relatively trouble free Sperry Helipilots but when we ended up with a SFENA machine from PH (I think), I seemed to spend endless hours under the floor measuring gyro drift and trying to get pairs of gyros to match so we had a chance of operating in Duplex. Not very often:bored: I did a SFENA course at Redhill taught by Alec Lugg I think. He said one of the biggest problems was trying to get the A n Cs to ensure all the flying control bearings had little play in them. All the A n Cs I've worked with would take a lot of convincing the autopilot problems were their fault! |
OH...Don' t I remember when the PHC aircraft got shifted to Warri....they were far from the standard maintained by the Engineers at Warri. The Sperry System was much...much...much better than the SFENA.
Shame the Flight Directors were removed from the Sperry Aircraft when they were sent to Nigeria from the UK. I loved the explanation...."....but who will pay for them?" It seemed the FD's were not on the Shell Contract...thus out they came and put back on the Store Room Shelves in Redhill.....not that we flew single pilot IMC or anything in Nigeria. |
As you say Dave, matching the gyro drift (I think they called them 'computers' back then - though analogue ones) was the key, the trouble was one never had sufficient spares on site to make any matches. Another issue was pilots reluctance to apply enough cyclic friction to allow the limited authority to work effectively, something like 9-10% AFAIR (Lord knows where this stuff comes from)
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SASLESS "OH...Don' t I remember when the PHC aircraft got shifted to Warri....they were far from the standard maintained by the Engineers at Warri. "
Dear Mr. Biles, Are you going to let that one go? Or did he mean they were much better?:rolleyes: |
I strongly suspect SAS is referring to 'pre-AB' CE-PH:oh:
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I hope so for his long term health.:O
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Shame the Flight Directors were removed from the Sperry Aircraft when they were sent to Nigeria from the UK. I loved the explanation...."....but who will pay for them?" "They are not required in the North Sea, you have Decca." was the explanation. Two months later the Norwegian CAA stipulated that Decca was unacceptable for precision approaches in Norway so they had to put them all back in again. |
Dave Ed,
you may be aware that none of the infrastructure shown in your Brunei photos exists any more, and it's actually hard to spot that there was anything ever there! 7th Flight moved to Medicina lines to what was intended to be temporary accommodation while 'Scout base' was refurbished. For a number of reasons that never happened, and they have now turned Medicina into the permanent base. |
Did they leave the RadAlts?
In the UK sector we used three BarAlts and no RadAlt on the 58T's....which while flying in the Ekofisk was interesting as the Norwegians used RadAlt heights not MSL for traffic separation. Why ever would one actually want to know one's height above the sea when one had the Regional QNH to rely upon! Then there was the legendary Bristow attitude towards GPS in Nigeria. "No Thank You....Yank DOD Thingy that!". Then...the Nigerian CAA mandated all Nigerian registered aircraft would have GPS. Then it was "Fine...but when they go U/S...we are not going to repair/replace them as the Reg only says installed and not that they be functional!". God...I wish I was making this stuff up!:ugh: |
But Bristow know better......:ugh:
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Chile
Chile
http://i967.photobucket.com/albums/a.../map_chile.jpg In 1996 Bristows commenced a contract to refurbish 6 Chilean Army Pumas which ran for a couple of years. Operation review ,"Would have stayed there for ever if I was single". Racagua base. Our hangar was on the right. Work routine was 8 weeks on, 4 weeks off, 6 days a week, 8 to 5. Accommodation was in the form of rented flats in town. http://i967.photobucket.com/albums/a...ile/chile1.jpg Dismantling the first one. 1996. http://i967.photobucket.com/albums/a...ile/chile2.jpg This ex- presidential S-76 was acquired as part of the Puma refurbish contract. It was a low-time aircraft ( approx. 700hrs) in V.I.P. configuration and possibly ended up with O.L.O.G. http://i967.photobucket.com/albums/a...ile/chile3.jpg # 263 after tracking and balancing. http://i967.photobucket.com/albums/a...ile/chile4.jpg #264 awaiting presidential visit Just half guessing some names here (de) Stu Wakefield, Grant Campbell, Steve Moakes, Jim Mills http://i967.photobucket.com/albums/a...ile/chile5.jpg |
Nigeria GPS
Sasless,
Then there were the database cards that didn't get updated due expense. User waypoints and static navaids only ! Now every contract in Nigeria stipulates they are completely serviceable and fully up to date. They are spot checked by client aviation reps and audited. How things have changed. :ugh: Cheers, NEO |
At least we found Reporting Checkpoints we had never seen in all the years before getting the GPS's!
Then I suggested we put offsets into the units so we would not be tracking the same identical path coming and going and got told what a silly idea that was because it would add flight time to each leg. Mind you I was only talking about a quarter of a mile....so we would have a half mile separation laterally. The Major was such a charm to deal with. |
K19 relay! always them problem???
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For the SFENA problems that was!!
# S |
SFENA
SFENA was easy provided you managed to convince your Drivers, Airframe of a few simple rules:
1. Don't expect it to be an autopilot. 2. If you're not happy with it, turn it off and fly the aircraft - that's what all those pedals and levers are there for. |
China
China
http://i967.photobucket.com/albums/a.../map_china.jpg In 1983/4 Bristow Helicopters (BHL) and China Ocean Helicopter Corporation (COHC) negotiated and entered into a joint venture agreement to work in partnership to provide offshore helicopter services to the international oil companies then newly established in the People's Republic of China. Commencing in the latter part of 1984, these operations started using Bristow AS332L "Super Puma" and SA330J "Puma" helicopters operating on the CAA civil register and being operated and maintained in accordance with CAA requirements. These initial operations were flown by mixed BHL/COHC crews with the aircraft also maintained by Bristow and COHC engineers. In 1986, based on the demonstrated operating record and capabilities of the Bristow AS332L helicopters, COHC purchased and took delivery of two of this aircraft type for their own fleet releasing the Bristow SA330J "Puma" so that until mid-1994 all operations were conducted using Bristow/COHC "Super Pumas". In June 1994 the Sikorsky S-76A "plus" helicopter type provided by Bristows from the U.K. joined the fleet. Until late 1994 all operations were carried out from the COHC bases at Shenzhen and Zhanjiang in support of various multi-national oil companies. In December 1994 a new operation started at Wenzhou to support the operations offshore in the developing East China Sea and this was followed by an operation at Tanggu which commenced in 1995. These latter operations have been supported using both COHC and Bristow AS332Ls and COHC SA365N "Dauphin" helicopters and associated personnel. The pictures below show the arrival of the first aircraft at Hong Kong, these being AS332L "Tiger" G-TIGN and AS330 "Puma" G-BERH. Dick Jones relates:- The Tiger and the Puma were shipped from UK six weeks apart, and arrived in Hong Kong on the same day at 6am whereupon we unloaded the Tiger, assembled it and flew it to Kai Tak airport. At 9pm we offloaded the Puma at another docks, fitted the blades etc. and the next day flew that to Kai Tak airport. The second Puma was ferried up from Australia, by pilot Tony Ferris and engineer Bob Grocke. After re-registering the Oz Puma to UK registration (no mean feat) they flew off to Shenzen Heliport. The ground crews went over on the hovercraft ferry to Shekou, and settled into the Tai Zhi hotel. Crew Shekou, China 1984. Pilots:- Graham Lee, Robin Hunt, Mike Moran and Vavangas (Avgas). Engineers:- Dick Jones, Ian Stewart, John Murray, John Cureton, Tom Barber, Ian Robinson. http://i967.photobucket.com/albums/a.../chinair1X.jpg http://i967.photobucket.com/albums/a...a/chinair2.jpg http://i967.photobucket.com/albums/a...a/chinair3.jpg Now carrying COHC markings "RH" is shown here coming to the assistance of "GN" which is stuck on the rig due to an oil cooler failure. http://i967.photobucket.com/albums/a...a/chinair4.jpg http://i967.photobucket.com/albums/a...a/chinair5.jpg Another "Puma" serving at Shekou was an Australian machine G-BFKZ which is shown here about to start the long journey back to its ozzie base, with floats removed! The third picture is "Tiger" G-TIGF with a COHC logo but location unsure. http://i967.photobucket.com/albums/a...a/chinair6.jpg http://i967.photobucket.com/albums/a...a/chinair8.jpg http://i967.photobucket.com/albums/a...ina/china3.jpg Super Pumas in full COHC colours at Shekou (Shenzen). The first shot is taken on the apron with the second in the hangar which used to be a tank factory my sources tell me. http://i967.photobucket.com/albums/a...ina/china2.jpg http://i967.photobucket.com/albums/a...ina/china1.jpg |
China 2
China 2
Chinese people.......not all Chinese! An interpreter who translated conversation between the Bristow captain and chinese first officer during the first years of operations. (Must have been confusing. de). http://i967.photobucket.com/albums/a...a/chinair7.jpg http://i967.photobucket.com/albums/a...ndiechina1.jpg http://i967.photobucket.com/albums/a...chinagroup.jpg |
Cyprus
Cyprus
http://i967.photobucket.com/albums/a.../Cyprusmap.jpg By me, Dave Edwards. Not 100% Bristows and even less now they have sold their share to Cobham but as I stated before, Bristow Helicopters make up was formed from other companies such as British United, BEAS, Airwork etc etc and of course they have been involved in many joint ventures, one of which was a 50% stake in FBH. The prototype Cyprus 412 was designed and modified at Bristows Redhill and a couple of old Bristows names were in the start-up team at RAF Akrotiri…… myself and Pete Brennan who was chief engineer at the time. Many years ago I remember walking along the sea front at Porta Polenca, North East Majorca, on a family holiday, and after observing a small Search and Rescue operation across the bay I commented to Jan how great it would be to work on an SAR operation in a Mediterranean holiday destination. Well, here we are in sunny Cyprus for over 10 years now. Blue skies, crystal clear, warm, turquoise seas, thousands of bars and restaurants, ice cold beer and Premiership football inevery bar, topless tanned babes litter the water park and beaches........OK,enough I hear you say.......What about the operation? For those of you who failed CSE Geography, Cyprus is at the eastern end of the Mediterranean - not far from most of the world's trouble spots. The first Bell 412 arrived in the first week of April 2003 amidst a great variety of coalition aircraft supporting operations in Iraq. The 412s had been through a tortuous mod programme at Bristows Redhill and FBH at RAF Shawbury which involved the fitting of a SAR avionic package, new hoist, lightweight floatation, ADELT, EXIS, 4-axis autopilot etc etc. F B Heliservices was a joint venture company between FRA Bournemouth and Bristows and primarily bids (bidded) for military support contracts. The contract is to supply and operate four, now reduced to three,modified Bell 412EPs on a five year contract hopefully to be extended. It did get extended and renewed a couple of years back and fingers crossed could see me up to near retirement if Russia and US haven’t nuked each other fighting aproxy war in Syria taking is with them! The 412s replaced 84 Squadron’s ageing Wessi that were based at RAF Akrotiri for many years. The primary role for the aircraft is to provide fifteen minute SAR cover for the various fighter deployments that typically use Cyprus for gunnery / bombing practice, or in the case of the Red Arrows, pre- season display practice. They are also tasked to carry out trooping and surveillance missions as required by the Army units detached to Cyprus. The aircraft are on the military register, civilian owned, overseen by the CAA, maintained by FBH civilian engineers and flown by RAF crews. Names over the years… Engineers: Pete Brennan (ex Bristows), DaveEdwards (ex Bristows) Geoff Dyer, Mick Donnelly, Mick Chapman, Steve Brobin, John Roberts, Ken Wiltshire, Roger Turner, Dick Lawtey, Dave Hope, Andy Watson. Handler / Logistics: Brian “Smudge” Smith, John Gardener, Brian Graham, Geoff Hymas, "Kes", Colin Jehan, Jerry Clarke. And many, many RAF aircrew, operations staff,squippers who have changed every 2-3 years. One of the many squadron pics we've had taken over the years. Not popular with most of the engineers as we have to fit all the ground handling kit on and tow them into position. The RAF guys just come out and sit on the seats!!! http://i967.photobucket.com/albums/a...BH-RAF2011.jpg Being an ex plane spotter when I was a kid, working on outside on the line at Akrotiri is like a childhood dream come true. You have the Troodos mountains forming the backdrop, the climate for most of the year is ideal and of course you are next to the runway. Many different types of aircraft have taxied past over the years. From MOD chartered UK charter airlines to IL-76 cargo donkeys. http://i967.photobucket.com/albums/a...owyTroodos.jpg http://i967.photobucket.com/albums/a...rus/412C17.jpg http://i967.photobucket.com/albums/a...us/412Il76.jpg With no rain from May to October the island's vegetation becomes bone dry and summer fires are common. The total Cyprus airborne fire fighting fleet stands at 3 chartered Kamovs (KA32s I think), 2 single engine forestry fixed wing, 2 or 3 police 412s/139s and couple of our 412s. Off to save Souni again! The smoking area in the background. http://i967.photobucket.com/albums/a...avingSouni.jpg Returning late evening. http://i967.photobucket.com/albums/a...hterreturn.jpg An early start for a recent fire that could not be controlled the previous day. http://i967.photobucket.com/albums/a...ne19th2013.jpg The Red Arrows used to come out twice a year for pre-season work up but that's been reduced to one six week spell. Three practices a day and I reckon I have seen a couple of hundred displays now! http://i967.photobucket.com/albums/a...Arrows2011.jpg Having seen the attention the Red Arrows crews receive from adoring females we formed our own FBH display team on a limited budget. Didn't seem to have the desired effect though. http://i967.photobucket.com/albums/a...eam2011002.jpg Army dogs during their first helicopter experience training. A lot of variety in the tasking which has its good and bad points. Trooping, VIP taxi, Fire Fighting and a SAR call out in one day means a lot of role changing! http://i967.photobucket.com/albums/a...s/Helidogs.jpg The spacious hangar pre CAA audit. Spotless for once. Servicing grinds to a halt as nobody is a allowed to mess it up! We've all been there. http://i967.photobucket.com/albums/a...udithangar.jpg ......and a few shots I have taken over the years..... http://i967.photobucket.com/albums/a...412sunrise.jpg http://i967.photobucket.com/albums/a...ARtraining.jpg http://i967.photobucket.com/albums/a...Sunrise412.jpg |
In your pictures of China the female interpreter shown was killed when GTIGF ?? flew into the hills east of Hong Kong.
The group picture was a lot later than 1989, more like 1999 when Chris Brotherton and Daphne were running it. |
FED - TIGN, the one in the photo above
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Pete Brennan....now that is a name that takes me back a great many years.....got trapped in a pub in Oxford one Sunday afternoon after closing hours with him and his brother.
We first met in Iran all those years ago. |
T o D Yes, thinks for that. I arrived with the S 76 just after JS had splashed B7952.
Bristow pulled out of China allofasudden in 2006 leaving COHC in the lurch as far as captains were concerned. Four, later a fifth changed over to COHC on contracts varying between one and three years. By that time we all had Chinese licences so there was no problem flying Chinese registered aircraft. During the Asian financial collapse they bought Samsung's VIP 332L1 complete with airstair doors side and rear plus VIP fitment and aircon. They took out the interior fit and the aircon and refitted GN's seats into a fourteen seat fit which was all the runners could take. This was used offshore for shuttling and surprisingly the airstair doors proved easier to work with than plug doors. When the contract finished an Aerospatial team came out and modded it to offshore standard. For those that remember the terminal building they now have 225s as well. http://i229.photobucket.com/albums/e...inching003.jpg |
Ahh yes Peter and Mike together what a team
Remember Iran with great memories :) |
Add in Sluice Gate.....and you have a real Duke's Mix!
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Peter and Mike together |
Yes - had many a drink with Sluicegate in Gachsaran and Mick along with other reprobates such as Pete Harris, nearly always terminal:yuk:
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If alcohol kills brain cells....we would have all been village idiots!:E
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Mystery 61
A couple of weeks ago we had to clear out the "unused" half of the Cyprus hangar to make way for mystery arrivals.
A few days later a team of Americans turned up with four old S61s in kit form!.................two short and two long, operating for the US Dept of State. There is an obvious clue..... http://i967.photobucket.com/albums/a...S61/N751AW.jpg |
It's G-BDIJ but I'm still looking for the clue!
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