"from logs to blogs" - Elmdon over the years

1982
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Highlights of 1982 G-AMLK B170, 5Y-BBJ & BBJ B707 KQA, DDR-SDR TU134 Interflug, HZ-BL1 1-11
F-BTGV Guppy, C/P-85513/C/P-85424 TU154, HA-LCN TU154 Malev, HZ-OCE SW3, CN-CCG/H B727's
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Jan 03 - VT-DSI B707 AIC, F-BSBU FA20, PH-TVC B737 TRA, G-BJSO B737, EC-BIQ DC9
Jan 05 - N101BG LJ, EC-CTT DC9
Jan 13 - G-BGOP FA20
Jan 15 - G-BHGT B100
Jan 16 - G-ONPN H25B
Jan 19 - VT-DXT B707 AIC,
Jan 20 - G-BDFE & G-BEZB Herald, OO-BEL PA32, G-BBRO H25B
Jan 23 - TS-IOE B737
Jan 24 - HB-ISR, HB-INF DC9 SWR, EI-ASJ B747 EIN all diversions
Jan 26 - VT-DVA B707 AIC, G-ASZJ Skyvan
Jan 30 - TS-IOE B737
Jan 31 - N1036S F27
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Feb 01 - I-NCCA C421
Feb 03 - I-EDIS FA20, B-10 BN2A Belgium Army
Feb 07 - VT-DSI B707 AIC, EC-CGS & EC-CTS DC9 Aviaco
Feb 08 - PH-MBY DC9, N600CL CL60, F-GALD PA31T, F-BXSK PA31T
Feb 09 - 18116 U21 US Army, OO-RVT PN68
Feb 10 - D-IASB BE20, F-BRNS PA31
Feb 14 - EC-CGO, EC-CGR, EC-CGS DC9 Aviaco
Feb 18 - F-BVSF SE210, D-IMWT AC90, G-JETB C550

Corse Air SE210 F-BVSF arrived on a charter flight - photo John Banbrook

Feb 20 - EI-BCE BN2A REA
Feb 23 - N15AW C500
Feb 24 - 14 diversions including G-BDXJ B747 BAW, D-ABKE B727 DLH, HB-INI & HB-INM DC9 SWR

Swissair MD80 HB-INI diverted in with HB-INM due fog at London - photo Simon Butler

Feb 24 - G-BDXD B747 BAW, D-ABDI B727 DLH, EC-CFF B727 IBE, PH-TVE B737 AMC
Feb 26 - 83/AI N262 Fr AF, XS639 Andover, SE-DEL FA10

Iberia B727 EC-CFF diverted in from Heathrow - photo Simon Butler

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Mar 01 - C/P-85513 TU154
Mar 02 - OY-BDS FA20, N71AF AC90, PH-PLZ PA34
Mar 03 - OO-ABB B737, OY-BTR BE20
Mar 04 - C/P-85424 TU154, G-BAZA H25B, OO-SUN BE24
Mar 05 - YU-BMG C441, EI-AVC C337
Mar 11 - F-BTML FA20, HB-VGF H25B
Mar 21 - F-BJLH FA10, G-BHYT E110, G-BOAE Concorde

British Concorde G-BOAE operating a supersonic charter flight - photo Simon Butler

Mar 24 - G-BHFD DHC6, VT-DPM B707 AIC, OY-ARV MU2
Mar 27 - HZ-OCE SW3, D-ICEP C337, OO-MRE SN601
Mar 28 - 268 FA20 Fr AF
Mar 29 - N319Z GLF3, G-BJMV B1-11
Mar 30 - F-GDAV LJ, G-JJSG LJ, OY-AUC PA34, G-BIEM DHC6
Mar 31 - D-CARL LJ, D-IGHS PA23, D-GNUT PA34

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Apr 01 - 5B-DAK B707 CYP, XS794 Andover, PH-AST & PH-ASU PA31, OY-BTR BE20
Apr 03 - G-BRJP B737 AE, G-BJBJ B737 KG, G-BFLD B707, G-ATIG Herald, G-CBIA B1-11
Apr 04 - G-ONPN H25B, G-DWHH B737
Apr 05 - CN-CCH B727 RAM, PH-TVC B737 TRA, G-ATAI Dove
Apr 06 - OO-SBU B707 SLR, G-BELS DHC6
Apr 07 - The following operated from Coventry due to Birminghams runway being closed at night.
Apr 07 - N1543 B1-11, OO-TEH, OO-TEN and OO-SBS Anderlect supporters.
Apr 12 - CN-RMR B727 RAM
Apr 17 - PH-ZBL F28, XZ348 SA341 AAC
Apr 19 - OO-MRT AC90, SE-GLA PA31T, N809LS GLF2, G-BRAL G159, CN-RMP B727 RAM

BMA B707 G-BFLD -photo John Banbrook

Apr 20 - YV-434CP LJ, HB-VFZ LJ
Apr 22 - G-AYEX B707 BCAL, PH-MAR DC9 MPH, OY-BEJ AC90
Apr 23 - 18058 U21 US Army, G-RCCL BE90
Apr 25 - G-FERY C550, EC-CBK B727 IBE
Apr 26 - HA-LCN TU154 Malev, CN-CCH B727 RAM, PH-TVP B737 TRA, XW930 HS125 RAF

Malev TU154 HA-LCN - photo John Banbrook

Apr 28 - SE-IEY CV580, 24 Paris Fr AF
Apr 29 - HB-VBS FA20, N600CL CL60, D-IKOO SW4, F-GBTI FA10
Apr 30 - N24G N465

Exotic Biz jets were seldom seen at Birmingham, Lear Jet YV-434CP was a welcome suprise - photo Simon Butler

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May 01 - YU-AJW TU134 Aviogenex
May 05 - G-BDXC B747 BAW div, C-GXRC DC10 Wardair, D-ABHH B737 DLH div
May 06 - C-GXRB DC10 Wardair, F-BUQP SN601
May 07 - EC-BQA CV990 Spantax

Spantax Coronado EC-BQA a regular site at BHX - photo John Banbrook

May 09 - C-GCPI DC10 Wardair, CS-TBA B707 TAP, LN-BWN CV580, G-BRAT Jodel
May 10 - 75 Nord 262
May 12 - I-FLYC Lear Jet 35
May 13 - N1823G FH227, N9040V BE60
May 14 - XV732 Wessex (Kittyhawk7), N121AM FA20, OO-SXA E121
May 15 - I-CHOC Falcon 10
May 20 - I-CHIC Falcon 10, C-GXRA B747 Wardair
May 21 - HB-VGK C500, D-ICAP Lear Jet 24, EC-CNF CV990, 904 PA31
May 22 - G-UESS C500, HB-VGK C550
May 23 - LN-BWG CV580, C-GCPI DC10 CP Air, C-GDBB C441
May 24 - XS790 Andover (Kittyhawk 2), EC-DQT DC9, G-TJCB H25B
May 25 - 234 Be200 (IAC234), N372CC C550, F-GBRU FH227 TAT, PH-TVI B737 TRA
May 26 - F-BVEZ B100, PH-MAO DC9 MPH, PH-TVH B737 TRA, PH-DNY DC9 KLM
May 27 - OO-DTE FH227 DAT, OO-JPK SW4, PH-DNV DC9 KLM, D-BAKA F27 WDL

CP Air DC8 arriving from Toronto - photo John Banbrook

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Jun 07 - F-BIUK F27, OO-SBS B737, OY-MBE DHC7, C-GCPG DC10 CP Air, HZ-FMA H25B
Jun 09 - N7MU PA60, G-BGOP FA20, N426 Geronimo
Jun 12 - G-BIUR B727 Dan-Air

Dan-Air B727 G-BIUR in a hybred scheme - photo John Banbrook

Jun 15 - G-BJCT B737, F-BINE BE90, 107/AX N262 Fr AF
Jun 17 - CF-01 SW3 Belgium Army
Jun 18 - EC-BQA CV990 Spantax
Jun 20 - SE-DEV C550, YU-AJF DC9, YU-AKF B727 JAT
Jun 22 - I-BEST Cessna 320
Jun 23 - D-IHSI AC90, PH-HES C550, G-BJZW B737
Jun 28 - C-GCPG DC10 CP Air, EI-BJY BE20, OY-DZZ PA23
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Jul 02 - EC-BJD CV990 Spantax, G-AVEG SIAI 205
Jul 05 - OE-FOW SW3, CN-CCG B727 RAM
Jul 07 - OY-BEN BE99, F-BTML FA20, D-BOOM FH227, OY-BGK PA31, F-BUPF Jodel
Jul 08 - 238 HS25B IAC, G-BEYE Herald, G-BHYT E110
Jul 10 - VR-BHJ FA10, I-FIMI LJ, LZ-BTO TU54 LAZ
Jul 12 - C-GCPI DC10 CP Air, CN-CCH B727 RAM, YU-AHU DC9 JAT
Jul 13 - EC-CKR LJ
Jul 15 - I-FLYA C550, G-MOVE PA60
Jul 21 - G-SURE B1-11
Jul 22 - 258 Atlantic RNLAF
Jul 27 - 24/64-LW Paris Fr AF
Jul 28 - EI-BMY B737
Jul 30 - 232 BE20 IAC, N84MD BE20
Jul 31 - N220RB DC8 Orbis-flying hospital

Project Orbis DC8 N220RB, flying hospital - photo John Banbrook

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Aug 01 - YU-AKK B727 JAT, N26498 C500, CS-TBH B707 TAP
Aug 06 - EC-CNF CV990 Spantax
Aug 07 - 93 N262 Fr AF, U-142 Pilatus, LZ-BTU TU154 LAZ
Aug 12 - XZ336 & XZ372 SA341 AAC
Aug 22 - HZ-BL1 B1-11, EC-BYL DC9
Aug 30 - 240 BE20 IAC, YU-AHO DC9 JAT, C-GCPJ DC10 CP Air
Aug 31 - XZ193 & XZ197 LYNX, G-BGEN DHC6

Britannia B732 G-BHWE - photo John Banbrook

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Sep 09 - C-GFHX DC10, SE-DEV C500, F-GDLR FA10
Sep 15 - HZ-FMA H25B, OH-BKA BE90, SE-IIU BE90
Sep 17 - G-BFLD B707, N66MP L1329, G-AZFB B720, OY-KGS DC9 SAS, HB-IND DC9 SWR all divs
Sep 20 - YU-AHO DC9 JAT, OY-BEB B100
Sep 27 - F-BTGV Guppy, WP844 DHC1
Sep 28 - G-ARBE Dove, OY-GAL AA5
Sep 29 - LN-RLN DC9 SAS
Sep 30 - 0-10654 T-29 USAF, OY-ARV MU-2, F-BRNO BE90

Orion B732 G-BJBJ - photo John Banbrook

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Oct 03 - XP771 Beaver
Oct 07 - N108PA LJ, G-BJIL C550
Oct 08 - G-ATBJ S61, G-UBHL BE20
Oct 12 - N2998 GLF2TT, VT-DPM B707 AIC
Oct 13 - WB531 Devon, XT434 Wessex
Oct 14 - OO-SXC & OO-SXA E121, F-GBTI FA10
Oct 16 - LZ-BTE TU154 LAZ, G-SSSH B462
Oct 19 - N9040V BE60, F-BSUX LJ, HB-VGT LJ, I-FKET FA20, F-GAPC FA20, OO-DTD F27 DAT
Oct 20 - SE-GXK BE90, D-IDLW C404, OY-ASL E110
Oct 21 - SE-ICS PA31T, F-GDCC B100, D-COTT FA20, D-IMTM C551, F-BVPG SN601
Oct 19th to the 30th saw large numbers of visitors for the Motor Show at the NEC
Oct 24 - G-AWNM B747 BAW div, G-AXOX B1-11

Britih B747's were regular visitors when London had fog - photo Simon Butler

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Nov 01 - YR-BCF B1-11 Tarom, G-BAKL F27
Nov 04 - OY-ASO LJ, HB-VGG H25B, SE-DEV C550
Nov 05 - OY-ATA B100
Nov 08 - PH-CTF C500, PH-ILB BE55
Nov 11 - G-RBLA DHC6, XZ930 Gazelle
Nov 13 - OO-SEL C500, G-OMET BE90
Nov 17 - N690G BE20, OO-RWG C401
Nov 19 - N121EU FA20, N131WT FA50, OH-CHX C402
Nov 22 - VR-BHJ FA10
Nov 23 - OO-VPQ FA20, I-CHIC FA10, G-TEFH C500
Nov 24 - XX482 & XX497 HP137
Nov 27 - 33 diversions including 5Y-BBJ B707, I-DIZF DC9 AZA, OE-LDK DC9 AUA, G-AWNB & WND B747
Nov 29 - 18058 U21 US Army

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Dec 01 - SE-IIC PA31, LN-PAC PA31, XT649 & XR595 Scout AAC
Dec 02 - I-CGTO PA31T
Dec 06 - OH-LYS DC9 KarAir
Dec 07 - N778PA B707 diversion
Dec 10 - OH-LNB DC9 FIN
Dec 11 - DDR-SDR TU134 Interflug
Dec 14 - 5Y-BBK B707 KQA diversion, F-BRNL LJ24, G-BJVP C550
Dec 16 - HB-VHA C501
Dec 17 - C-FPDA AC580 Survey a/c
Dec 21 - G-AMLK B170

Interflug TU134 DDR-SDR - photo John Banbrook

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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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