"from logs to blogs" - Elmdon over the years

1989
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Highlights of 1989- VR-HIH, VR-HKG & VR-HOP B747 Cathay, C-GMXL & C-GMXQ DC8 Nationair,
DDR-SCK, DDR-SCU & DDR-SDC TU34 Interflug, 130308 & 130326 C130 RCAF, N2215Y B707 Heavylift
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Jan 01 - EC-EJZ MD83
Jan 08 - N67AB B733
Jan 09 - D-AFKE FK50 DLT
Jan 11 - HB-IUC MD87 CTA, N331SC HS125
Jan 12 - EC-EID B737 Universal
Jan 19 - G-BMGS B742 CKT (LGW div), G-BDXG B742 BAW (LHR div), 5Y-BEL A310 Kenya AW (LHR div)
Jan 19 - LN-BWG CV580 (LTN div), G-BMNC A300 Dan Air (LGW div), D-ABXM & BXP B733 DLH (LHR divs)
Jan 19 - N272JS GLF3, N999JR CL601, N347DA C500
Jan 25 - OO-SVD Fk50
Jan 29 - G-BEAM L1011 BAW (LHR div), G-BDXM B742 BAW (LHR div), G-AWNM B742 BAW (LHR div)
Jan 29 - G-AWNE B742 BAW (LHR div), G-AWNG B742 BAW (LHR div), XV101 VC10 (BZN div)
Jan 29 - VR-HKG B742 CPX (LHR div), D-ABFA, D-ABHA B732 & D-ABKR B727 DLH (all LHR divs)
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Feb 01 - I-BMFE LJ
Feb 02 - D-IFOS C404
Feb 03 - VR-HIE B747 Cathay LHR div, EI-BTT B737 Corse Air
Feb 05 - EC-EMG DC-9, PH-FKT F-27
Feb 06 - PH-DLT Fk50
Feb 08 - OO-LTB B733 TEA, G-BOCB H25B, G-BSHL H25B
Feb 09 - I-ADAG FA50, F-GESZ Citation, OO-TEL B737 TEA, G-PATA MD82 Paramount
Feb 11 - G-BOYN B733 AEL
Feb 15 - G-OADT BE200
Feb 16 - I-CAFB FA50, SE-DEY C501, G-BNYA SH30
Feb 17 - PH-SFH F-27, F-GBMG E110 Brit Air, G-MLEE C650
Feb 27 - F-GFEF GLF1, N510T GLF2, F-GFPF FA10
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Mar 03 - EC-EDM B733
Mar 09 - EC-EGQ B733
Mar 11 - OO-JON BE60
Mar 25 - F-GDUU FK28 TAT, CS-TEV B733
Mar 31 - G-SYKS C501
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Apr 03 - N319Z GLF3, F-GCLA EMB110, I-FLYH LJ, G-BPFU HS748, F-GEBC BE200
Apr 05 - N2215Y B707 Heavylift
Apr 07 - F-GDXT F-27, G-BRWN G159, G-BAPG V800 Baltic
Apr 09 - EC-EFU MD83
Apr 12 - DDR-SCK TU134 Interflug
Apr 18 - OO-LTC B733 TEA, PH-AHE B757 Air Holland
Apr 19 - LN-AFC C501, SE-DLZ C500
Apr 20 - I-ALSO BE400, F-GJPR FA20
Apr 21 - LN-SUT B737 BRA, F-GHFP FA20, F-GFJT BE20
Apr 23 - G-BMPA G159, G-SYKS C550
Apr 29 - C-FTNG L1011 ACA, N49UR CL601

CAA HS748 G-AVXI - photo David Miller

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May 01 - OY-MMU FK50, N1CF Sabreliner, EI-LJG CL601, OD-AGU B707 Adria
May 02 - 130308 C130 RCAF, EC-276 B733, EC-260 MD80
May 03 - OY-MMV FK50 Maersk
May 04 - TC-AJV B727 TAU
May 06 - 130326 C130 RCAF, EC-245 B733 Hispania, CS-TIF B733 AIA, EC-EBY B733, C-FTNG L1011
May 07 - G-ORCE C500
May 08 - OD-AGV B707 Adria, YU-ANP and YU-ANX B737 Aviogenex, N2818W B727 Air Malta
May 09 - ZA149 VC10 training
May 10 - G-HOLL C500, G-DEMO BN2A training, SE-IUG PA31T
May 14 - EC-244 B733 Hispania
May 20 - EI-BVX E110 Ryanair, C-FTNJ L1011, OO-LTA B737
May 21 - N287AT B727, 9Q-CBW B707, C-GDWD A310 Wardair, OO-CTE BE20
May 29 - DDR-SDC TU134 Interflug, N2818W B727 Air Malta, LN-NPD FK27, HB-IIA B733 TEA
May 30 - EC-269 MD80 AAN
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Jun 01 - F-GCPT FH227 TAT
Jun 02 - DDR-SCU TU134 IFL, EI-BJL C550
Jun 03 - LZ-BTV TU54 Balken
Jun 04 - G-FDSL HS125, G-RAFF LJ35, OO-TEF A310 TEA, EI-BJL C550
Jun 05 - N1541T BE200, EI-BVI BAC111 Ryanair , PH-MCD MD80 Martinair
Jun 06 - G-BANL BN2A
Jun 07 - D-CBNA FA20, N1550Y BE400, G-SOVN LJ35, D-CJET HS125, ZE395 HS125
Jun 08 - OO-OSA C550, I-KALI LJ35, F-GEFB C500, F-GFBO BE90, N32B FA900
Jun 09 - XX375, XX379 & XX383 Gazelles, N103GC GLF3
Jun 11 - LZ-BTU TU54 Balken, N289AT B727 AMT, C-GIWD A310 Wardair, ZD328 Harrier low pass
Jun 12 - SE-DEY C500
Jun 13 - OO-SXD EMB120, OO-CVL MU2
Jun 14 - ZD351 Harrier, N35WG LJ35

RAF Harrier ZD351 diverted in after a bird strike - photo Terry Lee

Jun 15 - I-LIAD LJ35, F-GFJK C421
Jun 16 - I-GCAZ PA28, N2FU LJ35
Jun 19 - VP-CDB FA20, F-GHLC BE200, F-GGCH PA31, F-GDPT PA30
Jun 20 - D-ILPE BE55, F-GDHS MU2, ZD281 Lynx, OO-BBY PA23, F-GBBD PA32
Jun 21 - I-SALV C500, D-CDRB BE400, F-GILE BE200, HB-EJP BE36, D-CDRB MU300
Jun 22 - I-ACTL FA20, I-OTEL C501, F-GFIV BE20
Jun 26 - G-DANE PA28, XZ335 Gazelle, G-GAYL LJ35, I-VIKY LJ35, G-BOWE PA34
Jun 27 - G-IFTA PA31, F-GERH BE90, D-IATC C500, G-IBAC BE58, G-BMZD BE90, G-HELO Jet Ranger,
Jun 27 - G-INDC C303, G-BMDY AA7, F-RAGZ ND16, G-SLOT C340, G-GLOS JS31
Jun 28 - F-BYCV FA10, G-OJFR Jet Ranger, G-GASC H369, G-OGRV PA31, G-JCAL BE90
Jun 29 - F-GIMP AC6T, I-CAFC FA50, I-FLYG LJ35, G-OAKL BE200, G-POAV SA365
Jun 30 - N57BC Citation, LN-NPD F27 Busy Bee
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Jul 01 - C-GDSS B767 Air Canada, LZ-BTK TU54 Balkan, N62WL HS125, D-CDRB MU30
Jul 02 - G-CDOS BE58, G-BNEH HS125, F-GDCS BE200, G-BKIN Aircoupe, G-ROUS PA34
Jul 03 - XV135 Scout, OY-SUJ C500
Jul 13 - 5B-DAS A310 Cyprus, G-BLLZ Vari-eeze
Jul 17 - 240 BE20 IAC, F-GESM DC8 Minerve
Jul 28 - OD-AFE B707 MEA
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Aug 09 - OH-CMG C210
Aug 18 - N1550Y BE40
Aug 19 - C-GBEF B767 Air Canada
Aug 20 - C-GKWD A310 Wardair
Aug 30 - 189 Sea King Norweigan AF, 9Q-CBD F27
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Sep 14 - F-GDFY SE210 Air Charter Int
Sep 21 - N29UA DC8, SE-DLZ C550, OY-GKC C500, G-PASY BN2A

Air Charter SE210 F-GDFY - photo David Miller

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Oct 04 - D-CFVG LJ
Oct 05 - I-FLYK FA20, I-KODM LJ, F-GDRN FA10
Oct 07 - I-TIAL FA20, D-IGME BE20
Oct 10 - G-BLYB BE20, F-GDLR FA10
Oct 12 - I-ADAG FA50, F-GGPT BE20, G-HAMA BE20
Oct 17 - C-GMXL DC8, SE-DIA MD87 SAS, G-OSKI B462, LN-RMA MD81 SAS, D-IEFB BE20
Oct 19 - D-CFAN H25B, D-CFPD LJ, I-CAFC FA50, G-BOCB H25B
Oct 20 - G-LEAR LJ, OO-OSA C550
Oct 25 - I-ALPT LJ, EC-EOZ MD83
Oct 26 - I-LIAC FA20, N109JD A109, PH-GHK FK50
Oct 27 - TC-MAB DC8, C-GMXL & C-GMXQ DC8's Nationair, LN-AKA F-27 Busy Bee
Oct 29 - EC-EPL MD83, N95SC LJ55, N635AVGLF2, G-OGIL SH30
Oct 30 - G-YUGO H25B, F-GGAK BE20, OO-TIW F406
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Nov 01 - I-LIAC FA20, I-ACTD PA34
Nov 02 - D-IHVA PA42, F-GIMP AC95, D-CNCA C500
Nov 06 - SE-DDG LJ, G-BGOP FA20, F-GFIV BE20, G-BMPA G159, PH-BOA MU-2
Nov 07 - F-BINR FA50
Nov 09 - I-ACTL FA20, I-CAFD FA50
Nov 13 - G-IEAA B752, F-GHPB FA10
Nov 14 - I-LEAR LJ
Nov 15 - N216FP F900
Nov 16 - F-GMJS FA10, D-IFES BE20, I-SAFR FA50, I-KALI LJ
Nov 20 - HB-VJJ LJ, G-BGOP FA20, G-GJCB H25B, G-BPPM BE20
Nov 21 - LN-BBC FK50 BusyBee, G-TNTB B146 TNT, G-AZUK B1-11, EI-BXS AT42, G-EXEL E120
Nov 22 - PH-ILD FA50, HB-VIK H25B
Nov 23 - I-ALSI BE40, PH-ZCK FK100, F-GFDJ BE90
Nov 24 - F-GESZ C550, F-BVPA SN601, G-BOYN B737, G-SWFT BE20
Nov 26 - D-CCHB LJ
Nov 27 - 22261 C12, F-BVFI N262, N790D C550, LX-LGI B737 LUX
Nov 28 - D-COME FA10, F-GHLC BE20, OO-SBS B737 SLR, I-CMUT FA20, F-BMKS SE210, F-GFEF G159
Nov 30 - N8300E FA50, G-FRAA FA20, I-STAP MU30, F-GJMJ BE20, PH-HVN B738 TRA, I-ADAG FA50
Nov 30 - PH-AHK B752 AHD, OO-LTD B737, ZD703 H25B RAF, 5B-DAV A320 CYP
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Dec 01 - LN-AKC Fk27 EMA div, F-GBBX FK28 MAN div
Dec 02 - EI-BXR AT42 LTN div
Dec 03 - OY-STM Se210 Sterling STN div
Dec 04 - G-AWNA & G-BDXN B747 BAW LHR divs, VR-BKZ H25B, EI-BXS AT42 (LTN div)
Dec 04 - G-BPSC MD83 (LGW div)
Dec 05 - N650TP C650, I-AEAL C500, LN-FOG L188 Air Foyle
Dec 06 - N64MQ N465, F-GEOV BE20
Dec 11 - N352AA B767 AAL, I-ALSE BE40, D-ABHF, D-ABFC, D-ABXM B737's DLH all divs
Dec 12 - N39356 B767 AAL, F-GIRM BE90, LN-AKC F-27, N360WS L188, SE-DAP DC9 SAS
Dec 12 - G-BHBN L1011, VR-HIH B747 CPA LHR divs, C-GKWD A313, PH-JHD FK50 MAN divs
Dec 12 - 9H-ABB B733, SE-DAP DC9, D-ABHM B732 plus 20+ other MAN divs
Dec 13 - N357AA B767 AAL, OO-JBA LJ, C-FTNH L1011, LN-RLX DC9, D-ABFC, D-ABFN, D-ABFZ B733's
Dec 14 - I-FLYF FA20, N361AA B767 AAL, F-GCDI B727 plus 20+ other MAN divs
Dec 15 - VR-HOP B744 CPA LHR div, C-GKWD A310 TSC, N354AA B767 AAL, F-GEQF SN601
Dec 15 - F-GCDD B727 AFR, G-BEAK L1011 BAW
Dec 16 - N39365 B767 AAL, 5B-DAQ & 5B-DAR A310 CYP
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Transavia B732 PH-TVC - photo David Miller

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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