"from logs to blogs" - Elmdon over the years

1993
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Highlights of 1993- 9Q-CJB G159, VP-BJR DC8, C5-GOA B707, ZS-FSI H25B, YL-LBB TU134
N7622U & N7623U B727 UAL, N653UA B767 UAL, RA-76527 IL76, C/P-76434 IL76, RA-85713 TU154
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Jan 09 - OE-GCI C560
Jan 12 - N18TM GLF3, N85M GLF4, D-CTAN C560
Jan 16 - N375G CL60, OY-BJT SW4
Jan 27 - F-GHMU SE210, N59CF F900
Jan 28 - D-CCAT ASTRA, F-GJXX C550
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Feb 02 - OE-FPA C550, G-LOGJ JS41 LOG
Feb 03 - G-ICED C501, G-IEAF A320, F-GIFK BE90, F-GLYC C560, plus the following diversions
Feb 03 - EI-BVI/EI-CDO/G-BKYK/VR-BOO/D-CATY/G-HLFT/EI-CCW/G-DOCG/G-BIKZ/G-OLCA
Feb 03 - N341HA L188, VR-BJR DC8, EC-EQI DC8, N653UA B762 UAL
Feb 05 - OO-DTK E120 SAB, G-BSIW JS31 diversions
Feb 09 - I-NEWY C560
Feb 10 - F-GIML BE90, G-BYAF B752 BAL
Feb 12 - HB-VKP C550, N31712 PA34, ZS-FSI H25B, G-OFLT E110, G-OOAD A320 plus 9 diversions
Feb 13 - 33 diversions incuding N7622U & N7623U B727 UAL, I-FLRW B462, I-DIBM DC9 AZA
Feb 15 - D-AFKW FK50, OY-AUO SW4
Feb 20 - EC-FJR B737
Feb 24 - N2356X PA31, G-JETJ C550
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Mar 03 - N400LH Gulf 3, I-FFRI Lear Jet 35
Mar 11 - N45YR Falcon 50
Mar 14 - I-SASA Pa31, VR-BCF HS125, N602UK CL601
Mar 15 - OY-CPK C500, XX444 Gazelle
Mar 17 - N329K Falcon 900
Mar 18 - N457H Gulf 3
Mar 19 - F-GJXX C560
Mar 20 - G-OPPP EMB110
Mar 21 - G-BPCA BN2A Loganair, G-KJET Beech 90, G-OMGA HS125
Mar 22 - HB-IAM Facon 50, G-JETK HS125, G-GAUL C550
Mar 24 - I-NEWY C560, N91LA Gulf 2, B-04 BN2A Belgium Army
Mar 25 - 9Q-CJB Gulf 1
Mar 28 - G-BNWU B763 (BA187/186) British Airways - First JFK service
Mar 29 - G-BNWM B763 British Airways
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Apr 01 - G-IEAG A320, G-LOGK JS41 LOG
Apr 02 - D-AFKP FK50, G-JEAL B462 JEA, SE-DLZ C500, D-CHDE C560, F-GGRD C340
Apr 03 - C5-GOA B707, EC-FQB B737
Apr 06 - D-AFFF FK50
Apr 07 - G-WAWR JS41
Apr 10 - G-UKLH B767 XL
Apr 11 - G-ORJB C500, D-AFKV FK50
Apr 12 - D-AFFE FK50, VR-BMB H25B
Apr 16 - SE-DPG C560, HB-VJI LJ31, D-IJPG PA31T, VR-CCT BE9L
Apr 17 - EC-FQP B737
Apr 19 - HB-IUG MD83
Apr 24 - HB-LIG PA34, SE-IIB BE90
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May 01 - EI-CED DHC8, CS-TKC B733
May 04 - G-5-710 H25B Air Test from Chester
May 06 - F-GNLF C560
May 07 - D-AFFC FK50, D-ILPC BE20, VR-CCT BE90, D-IFMI BE10
May 10 - SE-KPF C337, PH-FWI F406, CS-03 HS748 BAF, G-BGYR H25B
May 11 - OO-SBN B737, D-AFFD FK50, D-IBPN BE55, F-GBGO PA34
May 12 - OY-CGW MU-2, G-TBAC SH60
May 14 - N160G BE90, G-OBWB B1-11 BWL
May 17 - SE-DDG LJ35
May 19 - D-IAWS BE20, N510T GLF3
May 21 - CCCP-76434 IL76, F-GJNI B735 AFR, RA-85523 TU54 AFL
May 23 - G-UKLI B767
May 25 - N120MB LJ, HB-GHS BE20
May 28 - YL-LBB TU134, VR-CSP C500
May 30 - PH-TKB B752 TRA
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Jun 01 - N212N FA50, VR-COG MU30, OY-CPW C500
Jun 02 - C-GTSN B752 TSC, N400J GLF3
Jun 04 - TC-TCB B727, D-CDIF SF34, G-BNLE/G-BNLR B744, G-BNWM/G-BNWV B767 BAW divs
Jun 11 - D-CMAD LJ55, G-LAKH JS31
Jun 16 - HB-VJW FA20, N900MA F900, VR-BMK CL60
Jun 18 - N851WC L1329
Jun 20 - G-LOSM Meteor, G-HELV Vampire, G-BOOM Hunter
Jun 22 - N457H GLF3
Jun 23 - HB-VBM FA20, HB-ILH CL60
Jun 24 - D-IAWK BE90, N6070U BE60, N99WJ GLF4
Jun 25 - N65TT PA31, G-WAYR JS41, N831SR PA34
Jun 28 - HB-VGP C550, I-EJIB LJ
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Jul 02 - N340MM C340, F-GKGL C560, PH-XPI PA31, PH-FWD F406
Jul 04 - EI-CHF PA44, I-BUSR A300 AZA
Jul 09 - VR-CRI B350, F-GHFS BE90, D-ICOA BE20, N461GT GLF3
Jul 18 - G-HEVY B707 HLA, N31WU BE20, G-SHOP H25B, VP-BLM F900
Jul 26 - HB-VJH C550, HB-VIM LJ31
Jul 30 - HB-AHD SF40, N344HA L188, C-GTSF B752 TSC, D-ABKF B734 BER, N60UK LJ60
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Aug 01 - D-ICRA BE20, G-JETN LJ
Aug 07 - N140TT BE90, N658PC GLF4
Aug 11 - C-GTSV B752 TSC, N827GA GLF3
Aug 14 - N26LA FA20
Aug 15 - RA-85713 TU154
Aug 18 - RA-76527 IL76
Aug 20 - N35UK LJ35, F-GJNM B735 AFR
Aug 22 - N71CK LJ35
Aug 27 - EC-FSC B737, D-IRKE C551
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Sep 02 - D-IDAC C421, N303MK C303
Sep 06 - HZ-WT2 CL60, N139DB PA23
Sep 07 - SE-DKI C550
Sep 09 - OO-SBN B737, F-GFEF G159, PH-TKB B752 TRA
Sep 10 - LN-FOX PA23, D-IAIN C340, OE-GLZ C550, F-GHRC F27, F-GLNI B462, G-HNRY C650
Sep 11 - OY-SVF JS31, OY-SKY PA31, HB-LFZ C421, D-IMME C550
Sep 12 - D-GIGY BE76, OY-SAT B727 NB, N891FS B737, OY-BLW PA34
Sep 14 - F-GGMS BE20, LN-VIZ BE20, OY-AZW SW4, D-AOAO IL18, F-GHVE SW4, OE-IPN F27
Sep 14 - LN-VIU BE20
Sep 15 - D-IVOB C550, OY-CVL BE30
Sep 20 - I-DVMR H25B, OY-GKL C650
Sep 22 - N110MH H25B
Sep 26 - EI-SNN C650, D-IMMM BE20, G-IJYS JS31, D-IGEM PA31T, F-GEBC BE20, G-OBLT H25B
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Oct 01 - C-FTEN FA10, N46WC H25B, EI-BZU DC8
Oct 04 - D-CCAT ASTRA, N658PC GLF2
Oct 05 - OY-JRL SKYVAN
Oct 06 - N47UF FA50
Oct 10 - 251 GLF3 IAC, SE-IHN C414, F-BVVL BE60
Oct 11 - G-OBWC B1-11 BWL
Oct 20 - ZH536 BN2T, F-GKGL C560
Oct 22 - OE-GSC FA10, F-GILP BE20, G-LOGF ATP LOG, F-GFPR SW4, D-AFFH FK50
Oct 23 - C-1 F27, OY-PAL BE20
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Nov 01 - N601HC CL60
Nov 05 - VR-CCK A109, XX444 Gazl
Nov 09 - F-GKEL B100, N328QS C650, I-BEWW CL60, D-ILAN C551
Nov 10 - OY-SRR F27, OY-MMS FK50 MSK
Nov 12 - OE-ILS F900, G-WAFT JS41, D-IHMO P180, EC-FJR B737
Nov 14 - EI-CIE B1-11
Nov 16 - F-GHSK FA10, SE-DPZ H25B
Nov 17 - 9Q-CEJ CV580
Nov 19 - D-ICVW C421, OO-SBM B737, EI-CIC B1-11, EC-FJZ B737, HB-VGG H25B
Nov 26 - VR-BNG CL60, N257H GLF2, G-SHEA H25B, N35UK LJ35, PH-FWM MU-2, EI-TLE A320
Nov 28 - EC-ELK H25B, D-CCHB LJ
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Dec 01 - D-IAAX C425
Dec 02 - F-GBTM FA20, F-GEPE PA31T, G-OXLI JS41
Dec 05 - N646G LJ55
Dec 08 - N108TT BE90, F-GKIS FA20
Dec 14 - G-OMGB H25B, G-FFLT H25B, N690EA C500
Dec 22 - UR-64460 AN22
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Credit Mick Farley

Introduction

"from logs to blogs"

A look back in history at Elmdon airport, Birmingham. Starting at 1955 and ending at 2010 when the bhx movements blog was started. It has been born from the passion of our more senior members to retrace history. A log of the more interesting movements will be built up, accompanied by photographs. If anyone has old logs and/or photographs and wishes to share them, please make contact with Ian or Mick.

We have also added special events, e.g the Kings Cup air race, G8/NATO summits, Ryder Cup Golf, Football finals, Accidents & Incidents to name but a few.

Credit to the following publications, 'A celebration of Birmingham International', 'Past, Present & Future', 'Birmingham International Airport'. Also to the various photographers over the years.

Acknowlegements: Ian Farquarson, Mick Farley, Roger Chapman, Roy Kesterton, Andrew Jones, Simon Neville, Nigel Osborne, Phil Cross, Peter Collins, Alec Wilson, Simon Butler, Tony Green, Terry Lee, David & Sue Shephard, Coptercrazy, Kevin Farley, David Miller, Tim Newman and to everyone else who has sent in information.

The early years

Birmingham (Elmdon) airport opened for business on 1st May 1939. Although 800 acres of land were available to develop the airport only 215 acres were initially used. The cost of buying the land was £130,613, £28,314 for preparing the site, £144,647 for buildings, roads and equipment and £18,861 for lighting. A further £39,181 was expected to be spent on additional land. The whole project was expected to cost £361,816. Three grass runways of 3000ft in length plus a fourth at 4,700ft were in use.

The first arrival was Swallow G-ACXE, the first scheduled arrival was Great Western & Southern Airlines Dragon Rapide from Liverpool and Manchester, leaving for Brisol, Southampton, Ryde and Shoreham. Next arrival was Railway Air Services DH.86 Neptune from Croydon on route to Liverpool, Belfast and Glasgow.Sadly the onset of war curtailed further schedules from materializing.

The ceremonial opening was carried out by The Duchess of Kent on the 8th July 1939. Other dignitaries consisted of Prime Minister Neville Chamberlain, Air Minister Sir Kingsley Wood plus 60 invited guests. Sadly the weather spoilt the opening with heavy rain and a low cloud base, prevented most aircraft from arriving. The air display to celebrate the opening consisted of Fleet Air Arm Skuas, C.40 Autogyro, Piper Cub, 8 Spitfires, Blenheim, Lysander, Hurricane, Whitney, Blenheim and Hampden bombers. Other visitors included the DH.95 Flamingo, DH.86, Rapides, Dragon and Dragonfly.

The war and post war years

Two months after the opening Elmdon was requisitioned by the Air Ministry and all civil flying ceased. The 14th Elementary Flying School for the RAF and Fleet Air Arm took up residence with Tiger Moths. Close by Austin built a factory on the North side of the railway line. The factory was used for the final assembly of Stirling bombers and later Lancaster bombers. The aircraft were towed to the Elmdon site via a bridge over the railway line for test flying. The grass runways had been replaced by two concrete ones. The airfield stayed under military control until 1946 when it was handed to the Ministry of Civil Aviation. It was the late 1940's before scheduled services re-commenced again. A number of small companies operated flights to destinations such as the Isle of Man, Isle of Whight,the Channel Islands, Blackpool and Weston-super-Mare. A variety of aircraft were used on the flights from Austers to Dragon Rapides. British European Airways (BEA), controlled all domestic traffic and gradually took over the more profitable routes. 1949 saw the first international route to Paris, operated by a BEA Dakota G-AHCU. The service was poorly supported and other Continental routes were ruled out. In 1949 Aer Lingus introduced a service to Dublin again using the Dakota, EI-ACL operated the 1st service. In contrast to BEA woos, the Dublin service proved to be a great success.

The 1950's

Despite the poor support for the Paris service, new services were gradually introduced using Dakotas to Belfast 1950, Jersey 1950, Glasgow (via Manchester) 1952, Edinburgh (via Glasgow) 1953, and Northolt 1953. Again services were poorly supported resulting in cancellations or additional stops. From 1953 the Paris service originated from Manchester and saw the Dakota being replaced by Airspeed Ambassadors on the route.

In 1954 BEA replaced the Ambassadors with the Vickers Viscount on domestic services and its International route to Paris, cutting the flight time to just 75 minutes.
1954 saw Aer Lingus also replace the Dakota with the Vickers Viscount, flight time on route was 50 minutes. By 1956 BEA had introduced the Viscount on new services to Dusseldorf and Zurich. However the downside of Viscount services to the Continent was Elmdons runway length, it could not support fully laded operations. During 1958 the runway was extended by 800ft and Continental services suspended, re-commencing in 1959 when the extension was completed. Over the coming years flights were added to Amsterdam, Barcelona, Basle and Milan.

The 1960's - the jet age

On April 2nd 1960 Birmingham City Council took over the running of the airport. Lost was the name Elmdon Airport to be replaced by the name Birmingham Airport. 1961 was a significant year, the first jet airliner visited Birmingham in the shape of an RAF Comet, born was the jet age. 1962 saw the arrival of the first BEA Vanguard, the biggest aircraft to use the airport, but could not operate fully laden. Again a decision was taken to extend the main runway to 7400ft to allow jet operations, the extension was completed in 1966. This allowed scheduled airlines and tour operators to introduce jets on its flights from Birmingham, approx 300 jet flight were to operate that summer, including BUA BAC 1-11's and Spantax Coranado's. The first jet to use the extension was a BEA Trident from Heathrow, flight time 15 minutes. 1966 had also saw the introduction of scheduled flights to Amsterdam, flown by KLM using the Lockheed Electra, replaced by the DC9 in 1967. 1967 also saw BEA start serving the Malta route with Comets. Also during that year Air France commenced Caravelle services to Nice, while Iberia operated to Palma with the same aircraft type. 1967 also saw Birmingham's first trans-Atlantic flight in the shape of a Caladonian Britannia diverted in from Montreal. Later that year saw the first BOAC B707 to visit the airport arriving from New York with freight. Another new jet type to grace the tarmac was Seaboard World Airways DC'8s operating from Chicago with freight. 1969 saw the viist of the 1st BOAC VC10 G-ARVE to promote the airlines new service to New York.

The 1970's-The I.T revolution

The 1970 saw the commencement of a four times summer only weekly service to New York via Manchester. The service struggled to attract passengers and was routed out via Prestwick. Finally in 1973 the route was pulled due to massive losses. The inclusive tour market was really picking up with large numbers of charter airlines being seen at Birmingham on a reguar basis. Flights were operated to Mediterranean hotspots and the USA. An impressive list of Airlines operated the flights including, Air Malta, Air Spain, Aviaco, Aviogenex, Balair, Braathens, Cyprus Airways, Inex-Adria, JAT, SAM, Spantax, Trans Europa and World Airways, plus several British companies. Types used included BAC 1-11's, B720's, Britannias, Caravelles, Coranado's, DC-7's, DC-8's, DC-9's, Tridents, TU134's and Viscounts. The terminal was now bursting at the seams at passenger figures soared to 1 million per year. Urgent action was required to extend the terminal. During the winter of 1972/3, Birmingham became a major diversion field for flights diverted away from the London airports. 45 diversions were handled in one day alone with others being turned away. As a young lad I would go down a help load the coaches with bags as the terminal was at bursting point. On many occasions the short runway would be lined with diverted flights.1978 saw the first visit of type in the shape of a B747 belonging to Qantas, VH-EBH. Followed the next year with scheduled flights to Toronto with CP Air.

The 1980's-the supersonic era

1980 saw the visit to Birmingham of the first supersonic airliner Concorde, an Air France example F-BTSC operated a charter flight. This was soon followed by British Airways examples operating pleasure flights for those who wanted to sample supersonic flight. BEA despite its dominance in Birmingham soon began to struggle, many flights were withdrawn at the start of the decade. 1982 saw Air India operating twice weekly services via Moscow to Delhi and Amristar using B707's. These services lasted to 1984 before being withdrawn. Passenger figures continued to soar and ended the decade at 3.5 million. A new passenger terminal on the east side of the airfield close to the railway station and the National Exhibition centre was given the go ahead in 1980 at a cost of 29 million. The terminal was handed over to the airport on the 11th January 1984, while the 1st departure was on the 22nd March of that year when a BEA BAC 1-11 departed to Bordeaux. The open day and airshow was held over the weekend of 28-30 May 1984 in pouring rain and gales just like the opening of the original terminal way back in 1955. The Queen and the Duke of Edinburgh officially opened the new complex on the 30th May. After the opening of the New terminal, International operators started to open up new routes including, Air France, Iberia, Lufthansa, KLM, Swissair and Air Canada. 1987 saw a two week strike that closed Manchester airport for two weeks, Birmingham handled 618 extra movements during this period, which equated to 60,00 passengers.

1996 EU Summit

EU Summit May 6th-7th

May 06 - 93-7026 C650 TuAF, T-18.1 F900 SpAF, 102001 Gulfstream 4 SAF, 0125 Falcon 20 RDAF,LX-GDL C550, 249 Gulfrstream 3 IAC, OE-GCI C550, 034 FA50 FAF, D-CDEN LJ31, HB-VJI LJ31,17+02 VFW614 GAF, SX-ECH F900, MM62012 DC9 IAF, C-1 F27 RNAF, CS-01 HS748 BAF, ZD704 HS125 RAF, 17403 FA50 PAF, 27 FA50 FAF, 240 BE20 IAC, 78 FA50 FAF

May 07 - TF-DCA BE90, 12+04 CL60 GAF, LZ-D-050 TU134 BuAF, 0420 TU154 Czech AF, LN-VIP LJ55, 0601 TU154 Slovak AF, 038 YAK40 PAF, C-3 F27 RNAF, N31LJ LJ31

1996 European Championships

VILLA PARK (Holland v Scotland v Switzerland)(Croatia v Czech R)

Jun 10 - G-AZPK B146, F-GCVM SE210, D-ABNX B757 Condor, G-MAJS A300 Monarch,OO-VLE FK50 VLM, F-GNEM DC10, OO-OLJ B737, OO-IBL JS31, PH-HVG B737 Transavia, G-BUPS AT42, PH-OZA B737, G-BVOV HS748, PH-AHI B757 Air Holland, G-MOND B757 Monarch, G-BIFH SH30, N186AT L101 American Air Tran, D-ADUP F27, TF-ABH L101 Air Atlanta, PH-DNB FK50 Denim Air, C-8 FK50 NAF, OO-IBJ JS31, PH-HVF B737 Transavia, G-MONS A300 Monarch, PH-OZB B737, G-ZAPG SH60, D-IAAV C441, PH-RAZ SW4, PH-FWM MU2, PH-ATM BE20, PH-GYN PA31, N9210Y PA31, PH-FWC C406, OY-CKY Falcon 20, D-ICSM BE20, D-IAMU C421, PH-ECO PA31, OY-JRS B190, PH-IDA PA31, PH-PTE PA31, PH-ABD PA31, PH-DAE PA31, OY-JEO SW4, OO-DFE C421, PH-JMV PA31, PH-PTC PA31, OY-AUP SW4, F-GMRD BE58, D-COOL LJ55

Jun 13 - PH-MCF B747 Martinair, G-MONX A320 Monarch, PH-HVT B737 Transavia, OO-VLE FK50 VLM, PH-AHI B757 Air Holland,PH-IDA PA31, PH-RAZ SW4, PH-BRN B350, D-IHLK C421, TF-ABH L101 Air Atlanta, G-CEAP L101, OO-KNM C441, PH-XPI PA31, PH-HBB TB20, G-MOND B757 Monarch, G-UKLJ A320 Air UK, F-GOMA B146, G-BWJA B737, G-MONC B757 Monarch, HB-IIB B737, HB-ILJ F27, HB-IUH MD81, G-BPND B727, OY-JRS B190, PH-MCT MD11 Martinair, PH-FWC C406, OY-JEO SW4, PH-DNB FK50, HB-INS MD80 Swissair, D-IAMU C421, N528WA C210, N9095Y PA32, OO-ILJ B737 Air Belgium, PH-MFX C650, PH-ABD PA31, HB-VIS C550, PH-DAE PA31, OY-EBA F27, PH-TKC B757 Transavia, HB-VIC C501, G-OBWA B1-11 BWA, G-AYOP B1-11 BWA , PH-MCS MD11 Martinair, N9210Y PA31, F-BPVG B747 Air France, PH-JOE C425, OY-NPB SW3, D-ICSM BE20, HB-IIC B737, PH-ECO PA31, PH-GYN PA31, PH-EEF PA31, D-AITH C414, PH-PRM PA44, I-FFRI LJ24, N541JA BE60, HB-VJZ C560, PH-AIJ PA34, PH-MCH B767 Martinair, PH-HVN B737 Transavia, PH-PTE PA31, HB-LQJ PA34, PH-ATM BE20, OY-BJT SW4, G-OZBA A320 Monarch, OO-VLN FK50 VLM, EC-261 C525

Jun 18 - HB-INR, HB-ISX, HB-IUH MD82 Swissair, HB-IKM MD83, EI-TLB A320, HB-VGS Citation,F-GFBO BE90, MM62153 G222 IAF, HB-IJE A320, OE-LRS DHC8, HB-VKP, HB-VLE C550's, F-GILJ B300

Jun 21 - OK-TCD TU154, OK-VCP TU154, OK-BYA CL60, OK-BYV IL62, OM-AHK B727, CS-ATG FA20, CS-TEQ B737 TAP, D-AIAH A300 Lufthansa, OO-LFL C441, N6315X C421

1998 G8 Meeting

May 15 to 17th
May 01 - 86-8019 C-5B
May 06 - RA-96012 IL96
May 10 - RA-86710 IL62
May 11 - 159357, 159351 VH-3D, 71-0924, 70-01626, 73-1648 MH-53J
May 12 - 86-0015 C-5B, RA-78817 IL76
May 14 - 159351 SH-3D, 82-8000 VC-25A, 72-7000 VC-137B, 20-1102 B744 JAF, 20-1101 B744 JAF , C-FTNL L101 Air Transat
May 15 - RA-86710 IL62, RA-96012 IL96, RA-86561 IL62, 15005 A310 RCAF, F-RADA A310 FAF, OO-LFR LJ25, F-RAFQ F900 FAF, 12+04 CL60 GAF, MM62013 DC9 IAF, 85-6973 VC-137B, N350JF LJET, N117AH WW1224
May 16 - 159351 VH-3D
May 17 - F-RAFL FA50 FAF, F-RADA A310 FAF, RA-78817 IL76, 66-0149 C141B, 86-0022 C-5B, RA-78835 IL76
May 18 - 86-0019 C-5B

1999 EUFA Cup Final

VILLA PARK
May 19 - N73M G5, D-AWDL B146 WDL, I-LIAC FA20, G-OMJB BH06, I-SNAX F900, N560MM C550, I-SNAW F2TH, I-LIAD LJ35, I-AROO C550, I-AVJE LJ25, D-IRKE C525, T-18.1 F900, EC-FQX L1329, EC-GNK F2TH, D-IHHS C525, C-GTSR L101 Star A/L, CS-TEB L101 Air Medeira, D-AHFK B738 Hapag Lloyd, D-AWUE B146 WDL, EC-FXY, EC-GVI MD83 Spanair, EC-GHM B762 Air Europa, EC-GRX, EC-HCN, EC-HCP B734 Futura EC-GUO, EC-HAN B734 Air Europa, EC-HBC B738 Air Europa, EC-HCR A320 Iberworld, EI-CEK, EI-CMM, EI-CMZ, EI-CNR, MD83 Eurofly, EI-COJ B734 Air One, EI-CRD B763 Eurofly, EI-TLE A320 Britannia A/W, EI-TLT A320 Trans Aer, F-GKLJ, F-GSEA, F-GSUN B747's Corsair, F-GKTA B733 Air One, F-GPVC DC10 Air Liberte, F-GRSE A320 Star A/L, I-DACR MD83 Alitalia, I-DEMN B747 Alitalia, I-DUPE MD11 Alitalia, N242GD B734 Blue Panorama

2002 Ryder Cup Golf

Belfry
Sep 20 - LX-PRS C550, SE-DVP DA10, N910JW F900
Sep 21 - N300K GLF5, N800PM GLF2
Sep 22 - EC-HGI C550, CS-DNY C560, N326K F900, C-FIDO LJ60
Sep 23 - G-EVLN GLF4, N521DB B727, HB-VHV H25B, G-OMAK A319, N326K DA900
Sep 24 - N1125S G150, D-ISCH C25A, PT-SUC E135, C-FIDO LJ60, N331P GLF4
Sep 25 - N777KK GLF4, HB-VIS C550, HB-VMH C550, N521DB B727, PH-HMA C550, N82RP F900
Sep 25 - N252JS GLF5, G-LCYA F900, EI-WGV GLF5, EI-CVT GLF4, N404QS GLF4
Sep 26 - N170SW GLEX, N330FX CL60, EI-WJN H25B, CS-DNR F2TH, N2518M WW1124
Sep 26 - HB-IUX F900, CS-DNJ H25B, CS-DNR F2TH,N90AM GLF5
Sep 27 - N255CC CL60, HB-IBQ FA50, HB-VJI LJ31, N122RS GLF4, N777KK GLF4, N176CL F900, G-RIBV C560
Sep 27 - N178HH GLF3, N436QS GLF4, HB-IVN F2TH, EI-PAX C56X, N601WM CL60, N119CS C525
Sep 28 - G-BJIR C550, HB-IUT GALAXY, G-LCYA F900, EI-CVT G-4, N418QA G-4, VP-BKZ GLF5
Sep 28 - N132JC GALAXY, N900VL F900, N501PC GLF4
Sep 29 - N500LS B737 BBJ, N275NM C750, N200UP FA50, N96UT FA50, HB-VHV H25B,N590HM GLF4
Sep 29 - HB-IBG F900, N436QS GLF4, EI-RNJ H25B, OY-LJG LJ45, HB-IVM F2TH, N750NS C750
Sep 29 - G-POAJ CL60, N46WC H25B, D-COKE LJ35
Sep 30 - N403QS G-4, HB-VNI C56X, HB-IUX F900, N368CE B733, N40DK LJ55, EC-FZP C525

Birmingham's 70th Anniversary

9th September 2009
A6-EDE Airbus A380861 Emirates Airlines
G-ADND de Havilland DH-87B (Marked W9385.)
G-AERV Miles M.11A
G-AGTM de Havilland DH-89A Air Atlantique Classic Flight
G-AKWS Auster 5A/160 (Marked RT610.)
G-ARGY Piper PA-22160
G-ATSR Beech M35
G-AWFP Rollason CondorD.62B
G-AWFZ Beech A23-A19
G-AYTR Menavia CP.301A
G-BBMO de Havilland Canada DHC-1 (Marked WK514.)
G-BCDJ Piper PA-28140
G-BFHP Champion 7GCA
G-BKJB Piper PA-18135
G-BNVB American Aviation AA-5A
G-BROR Piper J/3C 65
G-BTZX Piper J/3C 65
G-BVAF Piper J/3C 85
G-CBEF Scottish Aviation SA.120T.1 (Marked XX621.)
G-CHAP Robinson R44
G-MOOV Czech Aircraft Works SportCruiser
G-UTSY Piper PA-28R-201

Accidents and Incidents

March 5 1960 -A Douglas C-47A (registration G-AMSF) operated by Don Everall Aviation crashed on takeoff from Birmingham International Airport due to engine failure; all three crew and 28 passengers survived, but the aircraft was written off.
9 January 1973 - A Viscout of British Midland Airways G-AZLR suffered a landing accident at Elmdon Airport, Birmingham during a positioning flight from Leeds.As the aircraft touched down the port main undercarriage collapsed and the aircraft skidded along the runway and slewed off to the left, and onto the grass. There was no fire but the aircraft was very close to the runway and the airport was closed. It was only a positioning flight crew and all on board were unhurt. After an extensive investigation it was determined that the port undercarriage leg was not locked down properly. This showed in the cockpit but no blame was attached to the crew as they had noted the unsafe cockpit light and checked the port wing indicator before they landed which showed it was in a safe position The mechanical indicator on the port wing had frozen solid overnight at Leeds and broke when the undercarriage was retracted, thus giving false information to the crew. The aircraft returned to service after repairs.
29 November 1975 - The accident occurred when the aircraft returned at night to its home base after an international private flight and the pilot attempted to make a landing in fog. Three unsuccessful approaches were made using the Instrument Landing System (ILS) but on each occasion the pilot made an overshoot.
After initiation of the third overshoot the aircraft lost height and struck the ground 670 feet to the right of the runway and 4,800 feet beyond the threshold. The aircraft caught fire and was destroyed. All four occupants lost there lives.
The report concludes that the reason for the loss of height could not be determined but in the light of the handling pilot's medical history it is considered possible that he became incapacitated and that the other pilot was unable to maintain control of the aircraft.
21 March 1985 - Cessna 150 G-AZHF crashed on to a warehouse roof while making an emergency landing to runway 15 at Birmingham. The flight from Prestwick en-route to Coventry initially diverted to Liverpool due to a low pressure oil warning. After rectification 'ZHF' carried on to Coventry, as he approached Birmingham the pilot declaired an emerency with a rough running engine. While attempting to land on runway 15 all power was lost and the pilot initiated a landing in the dark on to a football pitch. At the last momement the pilot stalled the aeroplane in an attempt to land on the football pitch, but caught a tree and was cartwhelled in to the warehose roof. The pilot walked away with minor injuries, the cause of the accident was fuel starvation due to empty tanks. The pilot had not accounted for the diversion to Liverpool, taxi etc and ran out of fuel.
27 November 1985 - C404 G-BKTJ belonging to Donington Aviation Crashed on take-off from Birmingham Airport (BHX/EGBB), Elmdon, Birmingham, West Midlands on route to Norwich Airport with a crew of 1 and 11 passengers. Of the 12 persons on board, 4 were seriously injured, the aircraft came to a stop in an alotment at the end of the runway.
The subsequent AAIB report attributed the accident to accumulated icing on the wings and flying controls. This prevented the aircraft from gaining sufficient airspeed to gain altitude and climb away from the airport.
4 January 2002 – A Bombardier CL604 Challenger business jet crashed on take-off from runway 15 at Birmingham. The aircraft with registration N90AG was on lease by AGCO corporation and was carrying two company executives, two pilots and an observer. After arriving from Palm Beach International airport the previous evening, the aircraft was parked overnight at Birmingham where ice formed on the wings due to the cold weather conditions. The following morning the pilots did not request de-icing of the aircraft before their flight to Bangor airport in Maine. The ice on the wings caused one wing to dip on take off, the aircraft inverted, crashed into grass beside the runway and caught fire. There were no survivors. Sleeping pills taken by both pilots the night before the crash are thought to have been a factor in reducing the pilots' judgment.
23 February 2006 – Mahan Air Airbus A310 operating a flight from Tehran, Iran, was involved in a serious incident while on approach to Birmingham International Airport. The aircraft descended to the published minimum descent altitude of 740 ft despite still being 11 nm from the runway threshold. At a point 6 nm from the runway the aircraft had descended to an altitude of 660 ft, which was 164 ft above ground level. Having noticed the descent profile, Birmingham Air Traffic Control issued an immediate climb instruction to the aircraft, however, the crew had already commenced a missed approach, having received a GPWS alert. The aircraft was radar vectored for a second approach during which the flight crew again initiated an early descent. On this occasion, the radar controller instructed the crew to maintain their altitude and the crew successfully completed the approach to a safe landing. The accident investigation determined that the primary cause was use of the incorrect DME for the approach, combined with a substantial breakdown in Crew Resource Management. Three safety recommendations were made.
15 June 2006 – A TNT Airways cargo B737 300 made an emergency landing at Birmingham with damaged landing gear.The aircraft, registration OO-TND, had been flying from Liege in Belgium to Stansted. Due to poor visibility at Stansted the flight diverted to East Midlands Airport As the weather at East Midlands was also poor, the aircraft performed a full autopilot approach. During this approach the autopilot momentarily disengaged causing it to deviate from the course. The aircraft hit the grass to the side of the runway, which caused the right main gear to detach. The crew initiated a go-around, declared an emergency and diverted to Birmingham. After it landed on Birmingham's main runway, the airport was closed for a number of hours. The pilots were unharmed. However, the company ascribed the incident to human error and both pilots were dismissed.The official report into the accident highlighted a number of factors contributing to the accident - poor weather forecast information; a message passed from Air Traffic Control to the aircraft at an "inappropriate" time; the pilot accidentally disconnecting the autopilot when attempting to respond to the message; the pilot losing "situational awareness" and failing to abort the landing.
19 November 2010 – A Cessna Citation aircraft, registration G-VUEM, crashed at Birmingham Airport during final approach in thick fog. Reports from West Midlands Police were that there were two casualties, one critical. The aircraft was bringing a human liver from Belfast airport, for a transplant operation which was subsequently completed successfully.The airport reopened at around mid-day the following day.
21 September 2012 - A Monarch chartered jet skidded off the runway at Birmingham Airport when it touched down from Nice in the South of France this afternoon.The Aurela Boeing 737 LY-SKA, leased to Midlands-based Monarch Airlines by the Lithuanian operator. The packed flight ZB 467 careered off the tarmac after it touched down in heavy rain and the runway was closed. All flights were suspended for more than two hours while airfield emergency services assisted the crew to evacuate the aircraft. Its wheels overshot the runway and got stuck in a grass verge alongside the tarmac. A spokesman for the airport confirmed that there were no injuries among the passengers on board the 23-year-old jet leased by the Midlands-based airline.“We are working with Birmingham Airport to move the aircraft and is fully assisting with the authorities. As a standard precaution emergency services have attended the aircraft,” she added. Heavy lifting gear eventually towed the stricken aircraft away from the vicinity of the runway, two hours after it had touched down.

Local Airfields

Castle Bromwich Aeroplane Factory - The City of Birmingham III Spitfire.

As the Second World War approached, the Air Minister (Sir Kingsley Wood) asked Lord Nuffield (William Morris) if he would establish a new shadow factory to produce aeroplanes. This was to be built between Fort Dunlop and Castle Bromwich airfield. Construction commenced on 14 July 1938 and an initial order for 1,000 Spitfires was placed on 12 April 1939.

Castle Bromwich Aeroplane Factory was then the largest of its kind in Britain.

It covered 345 acres and employed 12,000 people. The site plan shows main offices, drawing offices, tool rooms, stores for finished parts, areas for the assembly of wings and fuselages, and covering of tailplanes and fins, drape shops (for covering of parts including petrol tanks), canteens, surgeries, sports and social clubs, and power-generating plants.

During March 1940, Vickers-Armstrongs was placed in charge of the factory. The factory built somewhere between 11,555 and 11,939 Spitfires, over half of the total number produced. Often 50 Spitfires a week were made with a peak of 320. In 1941, 200 Avro Lancaster Mk II bombers were ordered, by the end of the war 300 Lancaster of various marks had been built. Fifty Seafire 45s were also made.

In 1943, a bomb was dropped on the factory, causing some production to be dispersed to other sites around the Midlands. There had been a fatal bombing at the factory on 13 August 1940, in which six workers were killed.

When aircraft were completed, they were towed across the main Chester Road to the airfield where they were flown by test pilots and delivered to the RAF by Air Transport Auxiliary pilots. Alex Henshaw was Chief Test Pilot from 1940 to 1945, personally putting more than 10% of the aeroplanes produced through their paces, and providing some spectacular air displays with Spitfires.

Post war...The aeroplane factory was closed in 1945 and became a car factory. It was first sold to Fisher and Ludlow Ltd, which was acquired by BMC in 1953. Later, it became part of Jaguar. Part of the original site was also bought by Dunlop to extend their premises and house their research programme.

source:ForcesWarRecords.

June 1951 and Birmingham was chosen for a trial service linking Birmingham and London. Three flights a day with tickets costing £2/10s single, or £4/10s return.

Helicopters operated from a dedicated site on a recreation ground in Hay Mills, 3 miles from the city centre.

Flight Magazine described the Hay Mills ‘RotorStation’ as “two asphalt touchdown points and a small wooden traffic building.”

The daily flights stopped at Northolt Airport, West London, before reaching Heathrow.

Authors of a university paper, Martin Dodge and Richard Brook are puzzled by the location of Birmingham’s heliport.

“It was only a couple of miles away from Birmingham’s existing airport at Elmdon,” The location probably matched the ‘make do’ circumstances of the time, contingent on available land that was vaguely suitable.”

The grand plans were scaled down somewhat. The journey from Hay Mills and Northolt took 70 minutes in a Westland-Sikorsky S-51 copter, which could only carry 4 passengers.

Under used and propped up by Government subsidies, the passenger service was scrapped in April 1952.

Costs were high and operating precautions severe.

"from logs to blogs" - Elmdon over the years

Elmdon Building

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