Tail Number comes back to the US Department of State, Patrick AFB Florida.

Same bunch who operate the Drug Eradication aircraft in Central and South America.

Did they perchance fly into Cyprus by an Evergreen 747?

The clue = C/N 61-751

I was heavily involved in many tortuous S61 SAR mod programmes over the years, at Redhill, but I can't remember whether BDIJ was a primary 4-axis, dual hoist SAR machine or one of the back ups.

Another 61 of the four that arrived wasn't a Bristow machine but an ex British Airways aircraft G-ASNL. Fifty years old, ditched in the North Sea, 30 years ago, due to G-box failure, sank while being recovered and still going strong. All four 61s have just come out of Iraq!!!


Only rumours of where there off to next.................

Air Log, now Bristow had contract(s) in the past flying out of Cyprus to Beirut to the Embassy there. One of the 412's left Cyprus and went to Nigeria....via Ghana for a 1200 hour by Air Log Engineers....then on to Lagos for another overhaul to get it up to snuff.

G-BDIJ was a primary SAR with the full LN-450 fit. It was main aircraft at Lee-on-Solent for many years. It was fitted out a Redhill in 1989 while I was a student at the FTS.

One of the S61 I had in Penzance doing the Scilly Islands run had done 140000 landings, think about it because I did every time it flew!!

Shipped by Antonovs I heard.

So she was a primary SAR machine then I new her well.

As you can imagine it was quite a challenge to develop, install and certify the original LN-450 avionic package. I don't think I'd want to go through all that again...... many loooooong night shifts.
Then many years after that I built a test bed in the old wooden huts at Redhill to aid the development of the new SAR avionic upgrade to include the EHSI. It was great, working with the manufacturer and Bristow design office, to present the EHSI with live GPS feed / RNAV, weather radar overlay, slaveable compass, to all and sunder such as the CAA, the manufacturer and operational pilots.............and all on a couple of tables. You wouldn't believe how much debate went into a wind arrow presentation! One of my more memorable projects.

Once the EHSI (Electronic Horizontal Situation Indicator) was certified I then toured the SAR bases to survey the four primary machines prior to their upgrade. Then back to Redhill, built a wooden S61 nose and centre console mock up and with the help of many we fabricated a complete enormous loom assembly which encompassed most of the avionic upgrade wiring. Then all we had to do was quickly snip out the old stuff and slot the new wiring in...............easier said than done.

The point of the above explanation is................
Yesterday, I sat in the cockpit of N751AW and looked in the nose..............and it's all gone!!!!!
Their maintenance supervisor reckons, one company bought most of the old 61s and "standardised" them back to mostly original fit including Primus Mk 1 Wx radar and auto-stab by the look of it.

As the RAF VC-10 flew its last sortie today I think it seems that that the life of these older aircraft matches our own working lives ......around fifty years........then we are both struggling...............

Yes IJ was our baby at Lee-on-Solent. I was the DCP of the unit when we started in 88. However, VA was our first "bog standard" NS S61N while IJ got all the SAR trimmings. FLIR, LN400/450 etc and took over from VA

Mind you we had MU down for a little while too

TC

It must have been almost as big a job to return IJ to original spec. I can understand why though. Where would you get spares these days? It must hard enough to get standard S61 parts.

How do I put this without insulting these elderly ladies? They were also a little weightier than the other S61s.

When she was a standard NS machine, I think she was contracted to Phillips Petroleum as it was then. She used to wear a Phillips 66 logo. Great machines and all with a personal "story" to tell.

Denmark
 

Denmark

http://i967.photobucket.com/albums/a...ap_denmark.jpg

The Wessex book by Patrick Allen states that Bristows operated Wessex out of Esbjerg, Denmark for Gulf Oil.

I came across this slide which had a few words :- Denmark. Chris Christensen, George Harris.

http://i967.photobucket.com/albums/a...diedenmark.jpg

Not a lot to go on with this one but an article by Ken Rowe makes for an amusing read and I accept no responsibility for any of the content!!

Esbjerg Denmark (Sept 73-Dec 73)

(A/C Wessex G-AZBY)
Pilots:- Dick Metcalf, Rudi Meyer
Engineers:- Don McQuaig, Ken Rowe

(A/C Wessex G-ATBY)
Pilots:- John Cameron (chief pilot), Tony Stafford?
Engineers:- John French (chief engineer), "Dixie" Dean"Kiwi" ???, A.N. Other.

(The reason I am vague about "TBY" crewing is because my diaries don't record it and by then alcohol could well have been affecting my memory.)

Bristows already had an operation in Denmark situated at Esbjerg so it was only logical to set up there. Don and myself drove over in his ageing Mini via the car ferry from Harwich, Rudi drove up from Germany and Dick flew the aircraft from Yarmouth. The set up in Denmark was unbelievable even by today's standards and could only be described as working in Five Star conditions. If Mister Bristow made any money out of the permanent operation I want to know how.

The hangar had to be seen to be believed. It could have taken about six Wessex and was insulated and kept at a constant temperature of 65 degrees summer and winter. The floor was covered with a shiny grey oil resistant paint that was renewed at regular intervals whether it required it or not and the whole structure was spotless - not a cobweb to be seen. John Cameron had ensconced himself in an office that he decided to panel in oak whilst he sat at a large oak desk the likes of which Mister Bristow would have been proud to have in his office. A slightly less lavish office for the Chief Engineer and a near fully equipped kitchen and lounge as a crew room completed the scene. Now comes the crunch. They flew once a week with a total flight time of 40 minutes and had never in the history of operation, 3 years to that time, flown more than double figure hours in one month and this was proudly displayed on a graph behind John Cameron's desk.

The aircraft "TBY" stood by in the middle of the hangar shiny clean, gleaming and looking like a museum exhibit rather than a working Bristow's aircraft. Rather reminded me of Eket!!#!!?!!!? I realised that the hangar belonged to Christian Salveson but Bristow's furnished it. If anyone can tell me, especially John French if you're reading this, how did you manage to get a staffing of four licensed engineers for such a workload? What is more the only time they had any major maintenance work to do they had a replacement aircraft sent in from Yarmouth with a crew to staff it. They all had luxury bungalows for accommodation as they had their wives and partners with them. I now realise why I was getting paid peanuts for roughing it in Eket!

Our aircraft "ZBY" arrived and was immediately criticised by John French for being in such a state that he wrote off to Redhill to say that it had not been maintained properly whilst in Wales. In actual fact it was quite smart compared to some of the high work rate "Wessii" at Yarmouth as it had been flown relatively small amount of hours in the past few months. This meant that we had time to keep it clean but of course along side his "museum"exhibit it looked slightly tatty. The night after our aircraft "ZBY"arrived and after we had knocked off work he stayed behind and crawled all over our aircraft. When we arrived in the morning he had made out a pile of extra worksheets with more than a hundred and fifty snags on. They ranged from stone chips to the paint on the underside; oil stains on the paintwork; dzus fastener markings not complete; and the one that really got me was that the tyres needed painting with tyre black. Although we did not have a chief engineer and he was supposed to oversee our operation it did not stop me from telling him where to get off. As anyone who knows me will concur I am not afraid of speaking my mind to anyone if I think it is necessary. This did not particularly endear me to him or him to me from that point on but I felt better when our chief pilot added his support.

Well that is enough of my whingeing and back to the plot. The first week we flew almost every day in order to set the rig up but after that it seemed to be about three days a week, two days of which were crew change days with the possibility of one day that was for some other reason. The rig was situated about one hour and 20 mins out into the North Sea. You could hardly say in our spare time we had to help out with the other half of the operation as they hardly flew. Their job was to service a "Buoy loading point". If you don't know what one of these is, it is a large buoy attached to a well head and a tanker comes alongside and attaches itself to it and fills itself up direct from the well head. In this particular case it took about two weeks for the tanker to fill and what the helicopter did was to carry an oil engineer out to inspect the mechanism once a week and change the crew of the tanker if required. The possibility of a casevac was negligible as the tanker had a doctor and a small clinic on board and if necessary would unhitch and steam to a nearby port.

Another job that came our aircraft's way was a trip to Sweden in order to carry out a crew change for a rig the oil company was operating out of a place called Malmar on the Baltic Sea. It required an overnight stop in Sweden as the crew change started at 8.30a.m. We used to fly into Malmo in order to clear customs and then on to Malmar for an overnight stay in a hotel. The oil company used to allow U.S.$1000 personal expenses for the pilot and engineer in order to fund this. Remembering this was 1973; it barely covered all the expenses if you included alcohol and we always did. So beware all of you that are thinking of taking holidays in Sweden as it's very expensive. This trip was done on a weekly basis alternating between our aircraft and John French's aircraft. The rig we were servicing was not due to finish its hole until Dec 28th so it looked as if we were to spend Christmas in Denmark but with some philandering we managed to get John French's aircraft to stand in for us. We left on the23rd Dec, myself and Dick flying the Wessex back to Redhill, Don driving back to his home in Norfolk and Rudi to Germany. I went on leave over the Christmas period only to return to meet my "bete noir" Jean Dennel, which didn't turn out as I expected........................

Djibouti
 

Djibouti

http://i967.photobucket.com/albums/a...p_djibouti.gif

In 1986 Bristows deployed AS332L, G-TIGI to Djibouti to support Occidental's 90 day drilling programme offshore Somalia. The round trip distance to the drillship was appoximately 1000 miles!! with a refuelling stop in Berbera, Somalia.


G-TIGI out on a hot apron at the main international airport in Djibouti and as usual, no hangar! The aircraft was operating through the Winter so the temperatures were down to a chilly 35C!!

http://i967.photobucket.com/albums/a.../djibouti1.jpg

I was detached to Esbjerg from North Denes in 72/73.

It was an interesting routine. Day on/Day off on site. We flew out to the Maria Maersk tanker early in the morning (very early) and took the day shift from the MM to the Danfeld 1 and then took the night shift back to the MM. Then we shut down for the day on the MM until it was time to change crews on the Danfeld 1. Returned late at night to Esbjerg then out for a few horrendously expensive beers. I believe we stayed at the Esbjerg Hotel. I remember Lemmy Tanner being my Co-Pilot out there then

TC

Dominican Republic
 

Dominican Republic

http://i967.photobucket.com/albums/a...anrepublic.jpg

I think I posted something about crop dusting Hillers a way back in the thread but as I'm working through the bases I will recap sometimes....forgive any repetition.....

In 1960, Sir Miles Wyatt asked Alan Bristow if he would like to take over the running of Fison Airwork and effectively merge it with Bristow Helicopters so although many of these operations were not strictly Bristow operations they were under Bristows control for a time and many staff joined the company.Therefore the general feeling is that Fison Airwork should be included as part of Bristow history.
Fison Airwork itself was formed from Airwork and Fison Pest Control and had many contracts in the field of crop spraying of which the Dominican Republic was one.

Occupying the eastern part of the island of Haiti, the Dominican Republic has an area of about 19,000 square miles. It lies within the tropics but the heat is tempered by sea breezes, its northern shore being washed by the Atlantic Ocean and its southern by the Carribean Sea. At the time of the Fison-Airworks contracts agriculture was the most important industry with most crops needing some form of pest control.


Dated at July 1962, what looks like a rotors running refuel and insecticide upload.

http://i967.photobucket.com/albums/a...ic/domrep1.jpg



Same date. "Spraying bananas using a Hiller 12C."

http://i967.photobucket.com/albums/a...ic/domrep2.jpg




and thanks to John Odlin for the following pictures. John is the pilot in the Hiller and at twenty something learnt a lot about flying helicopters on the crop dusting circuit.

http://i967.photobucket.com/albums/a...ic/jod_dr2.jpg

http://i967.photobucket.com/albums/a...ic/jod_dr1.jpg

http://i967.photobucket.com/albums/a...ic/jod_dr3.jpg

Djibouti Operation
 

I was on that operation. We were called out one night to rescue a US Navy girl who had been injured in an accident landing on a beach in Somaliland-their helicopter was u/s-and brought her back. The US admiral sent us a letter of thanks.

Abu Dhabi 2
 

Abu Dhabi people...

I am trying to blend in the bases pics with some of the people pics but keep forgetting to add the people!
So a few people from Abu Dhabi courtesy of A.B. taken 40 years ago, probably not on a 12 megapixel digital camera.
Camera of choice in those days was a Kodak instamatic and take the rolls of film to Boots for developing!
A.B. will have to help with the names..........

http://i967.photobucket.com/albums/a...abi/abmbar.jpg

http://i967.photobucket.com/albums/a...habi/abad1.jpg

http://i967.photobucket.com/albums/a...habi/absb1.jpg


http://i967.photobucket.com/albums/a...habi/abme1.jpg

http://i967.photobucket.com/albums/a...Dhabi/abpc.jpg

How about?

CS = Colin Sole
PC = Paul Crawford
RM = Roddy MacLean
RS = Rick Storr
PH = Pete Harris

For a few more interesting pictures of some of this crew, check Bristow Photos #577

Dubai
 

Dubai

http://i967.photobucket.com/albums/a...ai/uae_map.gif

Another base with long Bristow associations, then FBH took over a few years back and now I think they are going it alone?

The black and white pictures below were taken around 1968/70.

I never received much info about the Dubai operations when I was putting together the original website however I did spend 6 weeks at Dubai Police Air Wing in 1996 as an avionic leave relief. At that time the Police fleet consisted of Bolkow 105s, Bell 206s and the newly arrived Augusta 109s. Bell 412s were added sometime after.

A mile from the police hangar was the VIP hangar which housed everything from Boeing 747s to Bell 206s and Dauphins - the helicopters being Bristows responsibility.
Dubai operations can be traced back to the early sixties when the operation consisted of no more than a helipad and prefab building by the coast.


The Bristow Hangar was the larger of the two hangars in the foreground ie the hangar nearest the old airport control tower in the centre of the photo. Circa 1968.

http://i967.photobucket.com/albums/a...bai/dubai2.jpg



Staff (circa 1968) were Gerhard Trosch, Bob Griffiths, Joe Wright (pilots) Bill Nicholls, Mike Croxford, Dave Peddar (engineers).


Whirlwind and Bell 206 on the apron.

http://i967.photobucket.com/albums/a...bai/dubai1.jpg




.......and moving on a bit, pictures of Police Air Wing aircraft operational during the nineties and onward.

As mentioned above the Bolkow 105s were still in service in 1996 but were scheduled to be replaced after the imminent arrival of the Augusta 109s.

http://i967.photobucket.com/albums/a...ndiedubai2.jpg



One of the Augusta 109s at the scene of a road traffic accident.

http://i967.photobucket.com/albums/a...ndiedubai3.jpg




As above, but the latest addition to the fleet on scene, a Bell 412.

http://i967.photobucket.com/albums/a...ndiedubai1.jpg



One of the Bell 412s undergoing a major check in the Dubai hangar, probably not the original!

http://i967.photobucket.com/albums/a...baihngr412.jpg



........and a few Dubious Dubai characters........ many of them would go on to have looooong careers with Bristows.

http://i967.photobucket.com/albums/a.../Dubai/kp8.jpg

http://i967.photobucket.com/albums/a...bai/ab21st.jpg


http://i967.photobucket.com/albums/a...bai/abzoo1.jpg

http://i967.photobucket.com/albums/a...ai/abzooo2.jpg

http://i967.photobucket.com/albums/a...bai/abzoo4.jpg


http://i967.photobucket.com/albums/a...bai/abzoo3.jpg


http://i967.photobucket.com/albums/a...bai/abzoo5.jpg

Just about the only thing still standing in the photo of the hangers is the old control tower, for some reason they cannot bring themselves to knock it down. Unusual really, anything more than 20 years old normally gets flattened, it'll be my turn soon.:sad:

New Thread
 

Great photos, bring back old times!!

TOD,

Heck fire....MB owes you that much Stand By Time if you calculate the interest on that Debt!

Aaah, bless, I think MB has enough permanently on his plate for me to go back and ask for compensation!:}

Al Mulla Bar
 

That is Pat Newall behind the gin bottle.

I still have my Abu Dhabi issued alchohol permit. It was good for about 8 cases of Heinekens a month. Used it to help stock the concrete bar. A drink from those days I wouldn't recommend - A Dog's Nose - gin in beer.

Ecuador
 

Ecuador

http://i967.photobucket.com/albums/a...mapecuador.jpg

No photos for this one but a good article about the operations from Keith Daley.......

Between 1970 and 1973, Bristow Helicopters operated from two main bases in Ecuador. Both bases were east of the Andes in the Amazonian jungle supporting a Parker air transportable drilling rig. This rig was designed to be broken down into component parts each weighing no more than 4,200 lbs, this being the max hook load for a Bell 204B.
I joined the operation when it was at Curaray named after the river Curaray on whose banks the camp was situated. The base was about one hours flying time (in a De Haviland Canada Carabou) from the nearest town Pastaza. We shared the camp with PHI who had the seismic survey contract over the jungle in Bell 47G4s.
A typical operation would start with us winching down a party through the jungle canopy. This party would cut a clearing into which we would undersling a D6 bulldozer in pieces. When assembled, the bulldozer would clear a larger space and the rig move could start. This was the most intensive phase with flying from 6 am to 6 pm continuously with running refueling and running pilot changes. The rig, and all of its equipment would be underslung from the old rig site to the new. In addition we would have to move the huts, drill pipes casing, chemicals, food, water and people, and then support the site during the drilling whilst preparing the next site. During the rig move period, we would regularly fly 240 hours per helicopter per month. All maintenance was carried out overnight.

Accommodation was in wooden huts on stilts (to help keep out the snakes and spiders). We had no air conditioning and electricity would quite often go off without warning. The river was full of piranha, catfish and alligators. Swimming races were held on Saturday nights.

Staffing.
Area Manager - Bob Brewster, based in Quito.
Chief Pilot - Horst Neu.
Dep. Ch. Pilot - Rudi Meyer.
Chief Engineer - James T (Jim) Lay.
Dep. Ch. Eng - Johannes Krippner.
Line pilots - Dick Metcalfe, Malcolm Soper, John (The Wad) Waddington, Chris Newlands, John Odlin (ferry pilot for Bell 212) plus others.
Line engineers - Keith Daley, Derek Cook, John Winton, Jeff Orme (Greenie).

Aircraft.
Bell 204B(?), s/n 3041, Reg HC-ASZ. This was built as an Agusta with a Gnome engine, converted to Lycoming T53-11 and as a result no new parts fitted, especially cowlings and panels.

Wessex 60, s/n WA544, Reg HC-ASD. Returned to UK and reverted to its UK registration G-ATSC on the arrival of the Bell 212 mid 1972.

Bell 212, s/n 30543, Reg HC-AYG. Arrived direct from Bells mid 1972 ferried by John Odlin and immediately put to work on heli-rig moving. Had it’s first Combining Gearbox failure within 200 hours in a remote clearing. Derek Cook and myself had to go to Quito and make a hoist to remove the CGB in the field. The location was a small clearing in an area known to house inhospitable indians and as a result the army provided armed guards for us while we worked. The 212 was eventually written off during a rig move when a load cable caught on a skid and rolled the helicopter.

Bristow Operations
 

Dave Ed.

If these are being shown alphabetically, what happened to Duri?

Has no one written it up, if so, I might have a go, although I didn't join until 1970, 2 years after it started.

Regards.

Oldlae.

I for Indonesia :)
Egypt next.........when I get time!
Pruning a couple of 40ft Bougainvillea seems to be taking up most of my time these past few weeks.

Dave Ed,

Sorry, minor point why isn't Dubai under UAE?

Regards.

Egypt
 

Egypt

Bristows operated from a number of places in Egypt such as Hergada and Port Said but I only gathered pics for Ras-Shukheir, mainly because I took them myself!

This operation served the offshore installations in the Gulf of Suez starting in the Sixties and continuing up to around the mid Eighties.
Types operated were Whirlwind, Bells 204, 205, 206 and 212. Note all the aircraft are Bermudan registration in the photos.
The base was actually part of a large petro-chemical compound with most of the accommodation being in the form of porta-cabins including the small bar.

I believe the work rota was two weeks on site and two weeks back to Cairo via fixed wing aircraft. This operation was my first line experience, on my own, and a very fast learning curve with eight hard working aircraft to keep on top of. Below are a few shots of the base including Ras-Shukheir airport "terminal." It was a pretty basic airport before this new set-up!

Ken Humphreys in this pic I think........or Humphries??
Is he still around?....great bloke to work with.

http://i967.photobucket.com/albums/a...swhirlwind.jpg


Good aerial shot of the base. Bell 204, 205s and 212.

http://i967.photobucket.com/albums/a...t/rsairial.jpg



Ras-Shukheir flight line 1984

http://i967.photobucket.com/albums/a.../rsfltline.jpg


Bell 204,VR-BDX, with fixed floats.

http://i967.photobucket.com/albums/a...pt/204atrs.jpg

Bell 212 servicing in Ras-Shukheir hangar.

http://i967.photobucket.com/albums/a...ypt/rshngr.jpg


Ras Shukheir airport terminal

http://i967.photobucket.com/albums/a.../rsairport.jpg

Cork, Eire
 

Cork, Eire

http://i967.photobucket.com/albums/a...of_ireland.jpg


No pics for this one......just a little info from Ken Rowe.

CORK Apr 70 ( Wessex G-ATBY).

On arrival at Cork the chief pilot was Jim Lawn and a Danish pilot whose name I can't remember. The chief engineer was John French with the "Grunts" being "Knackers" Sewell, Fred Clarke, myself Ken Rowe and Paddy McGrath as the radio operator and plotter. A radio operator was necessary because navigation was by DECCA nav-aids and the A.R.B insisted that all flights be plotted. We flew once a week on crew change day and stood by for any emergency.
Mr Bristow thought that this was a bit of a waste of resources so it was decided that we should do some training and we had many pilots visit us for Wessex conversion courses but even so it was still a holiday posting.

Old and new, long and short
 

Ex Bristow S61 G-BDIJ and British Airways G-ASNL (shortened!) lining up for a bit of formation flying this afternoon, once the Typhoons have cleared......


http://i967.photobucket.com/albums/a...61/AKTS61s.jpg

Bristow AW189 at Helitech
 

And here's a close up I took last week at Helitech :)

http://i57.photobucket.com/albums/g2...ps98856032.jpg

http://i57.photobucket.com/albums/g2...ps352cd91b.jpg

Cheers

Falklands
 

Falklands Islands

http://i967.photobucket.com/albums/a...pfalklands.jpg

Ever since Argentina invaded the Falkland Islands the British armed forces have maintained a considerable presence there, and in 1983 Bristows commenced a contract to supply three S-61s in support of the Falkland Islands Garrison.
For a short time an S-61 was also on contract to the oil exploration consortium during the first drilling campaign but this proved to be short lived as test holes did not live up to expectations.
Another small contract was the operation of a Dornier 228 for the Falkland Islands Government in a fisheries protection role.


The hangarage was provided by the military.

http://i967.photobucket.com/albums/a...ands/falk1.jpg



A lot of underslung work was carried out, typically between supply ships and shore, hence the need for rear view mirrors as can be seen in the picture below.Operations were based at RAF Mount Pleasant and this shot shows ex Aberdeen S-61, G-BBHM, parked in front of an RAF Tristar. The Tristars were used to ferry personal between U.K. and the Falklands via the Ascension Islands, the journey taking approximately 18 hours and covering 7,400 miles (ish).

http://i967.photobucket.com/albums/a...ands/falk2.jpg



The work involved ferrying personal and supplies around the islands' various outposts. This photo shows the "Club Class" area in the S-61 cabin. Fresh fruit available on this flight!

http://i967.photobucket.com/albums/a...ands/falk3.jpg



A legacy from the war were the infamous "Penguin Mines". Apparently, the enemy forced many penguins to swallow mines in the hope that they would wander into British held areas and detonate.

http://i967.photobucket.com/albums/a...ands/falk4.jpg




But seriously, the Islands shores are teeming with wildlife and flights to visit the Penguin and Sea-Lion colonies were one of the highlights of a Falklands posting. O.K. except for all of you that never got out of this place:
A fine collection of Bristows "wildlife".

http://i967.photobucket.com/albums/a...s/falkbar2.jpg

And a few shots that illustrate the bleakness of the place including Stanley golf course, the most Southerly in the world - and the roughest? Pics form Chas Ducat if I remember rightly.

http://i967.photobucket.com/albums/a...nds/ducat4.jpg


http://i967.photobucket.com/albums/a...nds/ducat2.jpg


http://i967.photobucket.com/albums/a...nds/ducat3.jpg


http://i967.photobucket.com/albums/a...nds/ducat5.jpg



The Real Falklands!

Thanks to Andrew Rice for the following:

Bristow operations started in 1983 and were based at Stanley airport along with Phantoms, C130s and Seakings. There was no hangar and facilities were minimal. Accommodation was in barges on Stanley Inner Harbour (Now used as prison ships!). Washing was all done at the airport porta-cabin, except when the water tank froze.... Crew change was by C130 to Ascension, and sometimes all the way to the UK, with in-flight refuelling.
The first surveyor for the Mount Pleasant Airport was landed on the virgin site by Bristow S61 in 1984.
The following are pics from the early years.

Bristow offices and wheels at Stanley, 1984.

http://i967.photobucket.com/albums/a...klands_ar1.jpg




Getting there - Business class on the C130!, 1983.

http://i967.photobucket.com/albums/a...klands_ar2.jpg


Getting there 2 - C130 refuelling from a Victor tanker ex Ascension Islands.

http://i967.photobucket.com/albums/a...klands_ar4.jpg


The Coastel accommodation, Stanley inner harbour, c1984.

http://i967.photobucket.com/albums/a...klands_ar3.jpg


I'll add a few Falklands people pics in my next post..............

Falklands 2
 

Falklands 2

More wildlife..............

Name this lot! Being blurry adds to the challenge.....I am not attempting it....last time I incorrectly put Dave Mallock in a bar in Argentina and this pic has another DSM look-a-like! Some of them were in a pic in previous post.


http://i967.photobucket.com/albums/a...roup_big-1.jpg




http://i967.photobucket.com/albums/a...alkmod_big.jpg


http://i967.photobucket.com/albums/a...goosegroup.jpg


http://i967.photobucket.com/albums/a...ds/falkbar.jpg


http://i967.photobucket.com/albums/a...nds/2eng61.jpg


Got to put a few extra hours into a C-check these next few weeks so might not get time to post for a while........

Kerala, India
 

Kerala, India

http://i967.photobucket.com/albums/a...map_kerala.gif


Tim Arnett provided the following for my original website......


I have just happened on your site and history of the company. I note that in your Bases section India is mentioned but perhaps you are not aware of the operation carried on there from 1962 to 1964. The intention was for Bristows to start a company in partnership with a Bombay outfit called Cambata Aviation (Pvt) and the principal task was spraying rubber in Kerala (South India). Approximately eight pilots were involved and Bell 47G and Hiller 12A and C machines were shipped out.


We had links with Tata-Fison, BP, and Shell Chemicals if my memory serves. The operation manager was Cyril Chresta who had previously been in Iran, I was senior pilot, the local company was to be called Aerocrop and we used that name locally. We flew the Bells and Hillers (plus one 12E of Cambata's) the length and breadth of India, often by strapping jerry cans of fuel onto the outside of the helicopters when out of sight of the airport authorities. I obtained an Indian licence and have the distinction of holding Indian Commercial Helicopter Pilots Licence serial number 1, issued 2-9-1963.


Plans to set up a permanent Indian operation in conjunction with a local company fell through after we had done three years of the South India rubber spraying and other work including some oil exploration support in the north just below the Himalayas. Redhill in fact pulled us out just as I was signing up for a new house there, we had wives accompanying us. The initial base was to be in Bangalore, then Bombay and finally Hyderabad the ex Nizam's principality, was selected, my first daughter was born there. It would probably have been a good long term operation but Redhill politics decreed otherwise.
The photos were taken in Kerala, probably on a rubber estate called Shaliacary in April 1963, the following year I was flying the Hiller 12E there. We charged I think 10 rupees per acre for the rubber which was quite profitable.

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I am a US former helicopter pilot. 6 thousand plus hours in various types, military, offshore gulf of Mexico, Alaska, etc, etc. After reading through most of the posts on this page, i realize I really have done nothing compared to you guys. My hat is off to you all. Never worked for Bristow but came close with the purchase of Offshore Helicopters inc at Sabine Pass Texas. I actually left for a fixed wing job a few months prior. I digress. I have greatly enjoyed the stories of family connections and living in some of the far away places on contract. Different world, different time. I salute you all

Clint Polansky

Indonesia, Djambi
 

Indonesia, Djambi

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Bristows have had numerous operations in Indonesia and it would be impossible to mention every one of them as many bases consisted of no more than a landing pad and a few refuelling drums. The bases covered in my next few posts will give an insight into the types of operations carried out.


One Sumatran operation was Djambi which was used to support helirig operations.
The pictures show some of the earlier aircraft used at Djambi, such as the Wessex and Bell 206, plus a typical onshore drilling rig and accommodation.


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The 206 is VR-BCR which began life as G-AVSZ (an Agusta-Bell) and the ninth JetRanger delivered to the UK .. in August of 1967.

In 1968 she was transferred to Indonesia (initially wearing her Bermudan registration VR-BCR as per the photo). She went on to fly as .. PK-HBD, PK-HBZ and VH-BEQ before returning to the UK in the early 90's where she remained on the register until 2011.

Duri
 

Duri

See map from a couple of posts back.

This picture shows the "old" Duri hangar as it was during the Eighties, the types in the hangar being Bells 205 and 206.

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And moving on a bit, this was the improved set up.

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Bell 205, PK-HBU carrying out a typical task.The main client was Caltex-Pacific and the work involved servicing the onshore oil rigs and seismic exploration. The vast amounts of underslung work was ideally suited to the 205, however, flying over the Sumatran jungle was risky stuff in a single engined aircraft.

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Upmarket Duri with twin-engined Bell 212s, new hangar and new paint scheme.

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The staff roster was 2 weeks on and 10 days back to Singapore.
This is typical of the accommodation when on site, the house name being "Chateau Bristeau"

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Taken in 1980, winch training at Duri using Bell 205, PK-HCE.

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.......and 212 PK-HCF

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Bell 205 respray, 1974.

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Bell 205 birdstrike, the bird in question ending up on the co-pilot's seat.

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1974, Duri based Bell 205 under-slinging Bulldozer bits.

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Indonesian work horses.

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A couple of Duri 206's sporting the Bristow-Masayu logo.

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PK-HBK recovery after overspeed induced engine failure.

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Possible non-fatal tail rotor failure.............


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.......and finally.....

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Indonesia, Masalembo 1970
 

Indonesia, Masalembo 1970

As we continue working through Indonesia....................an article from Frank Chammings.

Bristow Base Jan 1970 to October 1970 Masalembo, Indonesia, an island between Java and Borneo.

Chief Pilot: Bill Farnell
Line Pilot: Daniel Pouron, replaced by Phil Barriball approx August 1970
Chief Engineer: Frank Chammings
Radio Engineer: Ian Black replaced by Ian Dobson
Line Engineers: Mike Austin, replaced by Don McQuaig and Clive Hughes.

Aircraft: WS55 Series 3, PK-HBM, in support of Union Carbide drilling for oil off east coast of Borneo in the Makassar Straits.

About twice a week, the aircraft took off from Masalembo for Surabaya where it picked up pax and freight from the Djakarta DC9, it then flew to Masalembo for refuelling and then to Pualu Laut, an island off the south-east corner of Borneo where we had set up a refuelling stop and then to the drilling ship run by Zapata. The trip from Masalembo and back took 7 ½ hours and was then the longest operational run for a single engine helicopter, probably in the world.

The refuelling stop at Pualu Laut was actually a hand pump with drums of Jet A-1, the drums were transported to the island by a workboat and were underslung to the island. On one occasion the helicopter shut down for lunch on land, Ian Dobson and I were on the MV Millentor a German crewed workboat. After eating, we waited for the helicopter to finish moving the drums, we could see it through the trees with the rotors not turning. After a while we realised that the crew were on the beach trying to attract our attention so we requested the captain to launch the lifeboat. So much for German efficiency, the lifeboat engine wouldn’t start and it took an age to get going, eventually at nightfall, we got the crew onboard with the flat batteries from the 55. The boat was short of rations so we only had a fried egg each for supper, Ian really suffered. The batteries were charged up overnight and we eventually got the aircraft started and we made straight back to Masalembo, leaving the fuel drums on the boat.

Every hole drilled was dry so the operation ended, we were getting fed up doing six weeks on and one week off anyway and having to go by a small ship from Surabaya to Masalembo everytime.

Bill Farnell was a character, he used to fly Dakotas in the war in Burma. At one operation before pilots wore uniforms, he joined the passengers in a Whirlwind and sat down, as if pressed for time he kept looking at his watch and saying if the pilot doesn’t hurry up, I’ll fly this myself. Eventually, he got out of the cabin and climbed into the cockpit and made remarks like “ I think this is the right switch” and started the engine, apparently only one passenger got out.

At Masalembo, before starting up, in front of the passengers, he asked me which direction he should take for Surabaya, so I pointed over the sea. We later learned that a senior BP geologist was on board.

Natuna
 

Indonesia, Natuna

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Conoco had a long operating history in Indonesia where the company was the operator of the Block B, Tobong and Northwest Natuna Sea Block II production sharing contracts.

Natuna: Find and enjoy the exotic virginal beauty of Natuna and surrounding Islands. The blend of land, water and mountains has enhanced the Island of tremendous richness. This is a place of paradise for people who believe vacations should be pure escape, pleasure and tranquility. The rhythms of tides, travels of the sun and stars, the waxing and waning of the moon should become memorable spaces of warmth and ease.
So, yet another Bristow posting to paradise! de

The following was provided by Dick Jones:-

Natuna Besar Base 1970.
Natuna started off with two Wessex and later an S6IN was added in 1971.
Initial crew.
Pilots:- Mike Ratcliffe (C.P.), Huw Smith and Dave Cramp.
Engineers:- Dick Jones (C.E.), Horst Voight, Alec Smart, Pete Robson,
Geoff Chandler and lan Black.

New Year's Eve 1970/71.
At this time the camp was being constructed by CONOCO and we lived on a small oceanographer vessel on the river at the Kampong Penagi . The camp site was being guarded by the Indonesian Airforce at night. Whilst our crew was celebrating New Year's eve on the boat, a local lady ran amok on the campsite and chased off the armed guards and set about wrecking our hangar. She threw shovels and picks down the exhaust pipes of both Wessex, raided our store and threw many of our spares about the place and our spare radar sets were thrown into a cement mixer. She then stripped off and placed a pitot head cover in an appropriate place, threw a plastic bag over her head and climbed halfway up the 200 ft HF antenna where she was found the next morning. There was minimal damage to the helicopters but our spares were in a bit of a state.
The poor lady was arrested by the locals and tied up and locked in a nearby hut but she escaped twice in the next two weeks and eventually they could not contain her and she was sedated and flown by Wessex to a village at a neighbouring group of islands. Peace returned to paradise.
We renamed the island Natuna Beserk.

Photo: Wessex at Natuna Besar on the airfield with Mount Ranai in the background. The fuel drums were shipped in from Singapore and the locals swam them in from the barge which lay about a mile offshore. Not all of the drums made it to the airfield, and the local hillsides were aglow with kerosene lamps at night.

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