"from logs to blogs" - Elmdon over the years

1990
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Highlights of 1990- A6-EKE A300 UAE, G-VGIN & G-VOYG B747 Virgin, F-BLLR Marquies, 40083 C-21
VH-EWY & VH-EWZ F-27, VH-TAX B737, C-GQBA DC8, N853AW ATP, PK-PLV L100, TC-GRC TU154
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Jan 01 - G-BTAB HS125, G-OSKI B146 (LTN div)
Jan 02 - N4006G C421, SE-IKD Beech 90
Jan 04 - I-FLYK FA20, OO-LFJ C441
Jan 05 - F-GGMB MD83
Jan 06 - N5733 FA50
Jan 07 - OY-BEB & BEK Beech 90's
Jan 08 - G-HOLL & HB-VGR C550's, N602FF B741 (LGW div)
Jan 09 - VP-BKZ HS125
Jan 10 - F-GECV Beech 100
Jan 11 - I-FLYK FA20, G-GEIL HS125, G-BJOP BN2
Jan 12 - F-BXJC AC6T, N909RM Mooney 20
Jan 13 - N700PM GLF2
Jan 17 - F-BVPA SN601, N161WT FA20
Jan 18 - I-SAFR FA50, D-IDFK PA31, F-GHPB FA10, F-GESZ C500, HB-IAM FA50
Jan 19 - G-JETE C500, OY-CRR SC7
Jan 20 - G-OBEL C500
Jan 21 - D-ICOA Beech 200
Jan 23 - OO-EOD Beech 33, OO-SVD & VTA Pa34's, TF-ELT C425, F-GDCS Beech 200
Jan 25 - I-ADAG FA50
Jan 30 - F-GHAL Beech 200
Jan 31 - F-GIFK Beech 90
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Feb 01 - G-GBIL HS125, I-ADAC FA50, F-GIFK Beech 90, G-BIKS & G-BIKT B757's (LHR divs)
Feb 02 - OY-SUN C404, N659WL GLF2, OY-PEB Beech 200
Feb 04 - N27NR Lear Jet 35
Feb 05 - G-MTLE & G-CCCL C500's
Feb 06 - F-GGCH PA31, D-ILLI Beech 60, XV219 C130K
Feb 07 - D-COCO Lear Jet 35
Feb 08 - N26643 C560, EI-BJL C550, F-GHFO FA10
Feb 09 - G-DBII C560, N300RV Beech 90
Feb 10 - N345CP GLF2
Feb 12 - OO-ROB AC6T
Feb 13 - F-GFAU Beech 58, F-GGAK Beech 200, F-GIFK Beech 90
Feb 14 - G-FAVI Beech 90, F-GHLM Beech 200
Feb 15 - I-FLYK FA20, G-ECAV Beech 200
Feb 16 - ZE382, ZF539, ZE375 Lynx's, G-OCBA HS125
Feb 17 - G-EJET C550
Feb 21 - OO-VTA PA34, D-CBNA FA20, HB-LHG C421, G-HOSP C441
Feb 22 - I-FLYF FA20, D-ILOH Beech 200
Feb 24 - G-AXYM & G-BLNN BN2's, OO-LFR Lear Jet 35
Feb 26 - F-GFFB Beech 200
Feb 27 - OY-BDS FA20
Feb 28 - HB-VIK HS125, PH-ILY FA20, I-FLYG Lear Jet 35, F-BVPR FA10
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Mar 01 - PH-ILD FA50, I-SNAG FA20, VR-CAR CL60, G-BLYB BE20
Mar 02 - EC-401 B737, D-ILOH BE20, G-BLNW BN2A LOG
Mar 03 - CS-TIH B737
Mar 06 - N441PC LJ, OY-BDS FA20, I-STAP BE40, G-BPNY B727 DA, G-BJZD DC10
Mar 07 - EI-BTF B737 CRL, F-GDAK BE20
Mar 09 - EC-ETB B737, I-FLYH LJ
Mar 10 - N50PJ LJ, G-TOMY MU30, F-GFVI B737, F-GHXL B737
Mar 12 - N356WS DC8, G-TEAB B737 TEA, ZE413 A109
Mar 14 - I-KODM LJ, ZE411 A109
Mar 15 - I-SAFR FA50, N212AT GLF3, PH-KSC SF40
Mar 20 - G-AWNG & G-AWNO B747 BAW, G-VGIN & G-VOYG B747 Virgin all Heathrow divversions
Mar 21 - I-FFLY LJ35, F-GHDS MU-2, G-BPSX F406
Mar 23 - G-BEAL L1011 BAW, G-BCXF H25B, F-GGAK BE20, SE-IDM PA31T
Mar 26 - N6LL LJ25, SE-IUG PA31T, F-GGLR AT42, F-GFKE A320 AFR
Mar 27 - G-HDBD HS748 BAW, G-BRXJ B737
Mar 28 - XV101 VC10, F-GFKL A320 AFR
Mar 29 - YU-AKR B727 JAT, G-BPCA BN2A LOG, I-ACTL FA20
Mar 30 - F-GGGT C501, D-IEVO BE90, N286AT B727 AMT, F-GFKG A320 AFR
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Apr 01 - D-CFPD LJ, I-MOOO LJ, F-GFKM A320 AFR,
Apr 03 - N702KH C500, F-GBRM E110
Apr 04 - D-IMTM C500, I-LIAT PA31T, C-GTDL B757
Apr 05 - I-ALSO BE40, G-BLEC BN2A, G-BOCB H25B, F-GJJJ B100
Apr 06 - HB-ILH CL60, F-BVPS SN601, SE-IUB MU-2, ZA323, ZA357 & ZA319 Tornados training
Apr 08 - N42CV C560, YU-AOC B737 JAT, HB-VEV FA20, G-DBII C560
Apr 09 - 40083 C-21 USAF, B-03/LC BN2A BAF, 84 E121 Fr AF, 88003 SW4 SAF, ZA323 TOR training
Apr 10 - N5733 FA50, G-FRAB FA20, OE-FIW C500
Apr 11 - HB-IIB B737, XX372 SA341 AAC
Apr 13 - D-CLAN LJ35, F-GFKK A320 AFR
Apr 18 - OO-ILH B757, OO-ILI B737
Apr 24 - D-CART LJ25, I-LOOK LJ55, F-GEFV B100
Apr 25 - F-GJMR BE20,F-GIGP BE90, ZF538 LYNX
Apr 26 - F-BLLR Marquies, F-GFEF G159, I-CAFB FA50
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May 01 - N109JD A109, N424GA GLF4, EC-ESC DC8
May 02 - G-BPCA & G-AXXJ BN2As, N216FP FA900, F-BXOL BE20, VP-BLK AC90, N192AT L1011 AMT
May 03 - SE-DHK FA20, SE-DEV C550, F-42 C160 Fr AF, TC-AFK B734 THY
May 04 - N57BJ GLF3, I-ALPM Lear Jet 35, N400KC HS125
May 05 - N200GN GLF3, F-GIRM Beech 200, N27NR Lear Jet 35
May 06 - OO-LFR Lear Jet 25, OE-GSO FA10
May 07 - VH-TAX B737
May 08 - I-SFRA FA10, N601Z CL601, G-KASS HS125
May 09 - F-GHLC Beech 200, G-BRBZ BE400, F-BTCR Beech 55, F-BTSH PA31, EI-BVA C404
May 10 - G-BNLW BN2, G-HFIX Spitfire, G-USBH Beech 300, G-JETL Lear Jet 35A
May 13 - OO-OSA C550, OH-CMG C210
May 14 - G-DBAR Beech 200, N319Z GLF3, G-DJOS B1-11
May 15 - G-TSAM HS125, OY-BGI PA34, G-BPWJ Beech 200, G-ORCE C550, OY-SUL C421
May 16 - G-BMNF & G-RIOO Beech 200'S, G-BEJP DHC6
May 17 - VP-CBW GLF4, F-GECV Beech 100, SE-IUG Pa31, OO-CHB Pa32
May 18 - G-BRGC BN2
May 19 - N767MD Mu2, G-BEMR BN2, G-LEAR Lear Jet 35
May 20 - YU-AKO B727 JAT
May 21 - G-NUIG Beech 90, G-THAN C406
May 22 - I-ALSI BE400, G-BNZA Beech 300
May 23 - OY-KGH Pa32, XX372 Gazelle
May 24 - N212AT GLF3
May 25 - G-OXEC C500
May 26 - G-IPRA Beech 200
May 28 - D-IHLK C421, G-OAFB Beech 200
May 29 - LX-ETB C441
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Jun 03 - EI-BXI B734, D-CEVW H25B
Jun 04 - XX219 Hawk, G-BRJH B737 AE, G-FEAE F27, G-COWE BE90
Jun 05 - EC-ETB B737, F-GHPB FA10
Jun 07 - N3M GLF4, F-GGMA MD83 LIB
Jun 12 - EC-446 B737, C-GAWB B757, G-BRBZ BE40
Jun 13 - F-GEDR E110, N212AT GLF4, F-GJJJ BE90, F-GICV BE20
Jun 14 - N4494U PA31T, F-GHEI MD83 LIB, SE-IKD BE90
Jun 15 - YU-BML C550, G-ENOA BE20
Jun 18 - D-ALLN MD83 Aero Lloyd, OY-CCJ LJ35
Jun 19 - F-GFFU MD83, F-GGMB MD83, EC-EHF H25B, C-FNBC B757, EC-402 B737
Jun 21 - EC-479 MD83, F-GHGP BE20, F-GIFK BE90
Jun 26 - F-GJDB FA20, F-GKIS FA20
Jun 27 - N1CF N465, I-STAP BE40, G-OPOL H25B, SE-IUG PA31T
Jun 28 - F-BYAL LJ35
Jun 29 - N750AT B757 AMT, VR-BJN C550, OO-OSA C550
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Jul 02 - F-GKGL C560, N46WC H25B, G-RAFF LJ35, F-BJLH FA10
Jul 03 - 143 FA10 Fr Navy, 85 Paris Fr AF, LN-AAC FA20, EC-490 B757, PH-KSG SF40 Netherlines
Jul 04 - OO-SVN F-27, D-IMTM C500, F-GHIV BE20
Jul 05 - F-1 C160 Fr AF, 68 E121 Fr AF, 85 Paris Fr AF, I-KALI LJ35, ZF622 PA31 RAF
Jul 06 - N752AT B757 AMT, VR-BRM GLF4, C-GQBA DC8, D-AFKJ FK50
Jul 07 - YU-BKZ C550, LZ-BTJ TU54 LAZ
Jul 12 - D-CLUE C650, N42CV C560, VR-BLD CL60, EI-BYN C550
Jul 15 - C/P-85390 TU54 AFL, G-BJOP BN2A
Jul 22 - N5733 FA50, LN-VIU BE20
Jul 23 - D-ALLG MD87
Jul 30 - D-ALLI MD87
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Aug 01 - 22261 C12 US Army
Aug 06 - TC-GRC TU54, CN-RML B737 RAM, D-ALLG MD87
Aug 13 - N42CV C560, D-ALLI MD87
Aug 14 - SE-DKB FA10, OY-BTR BE20
Aug 15 - D-CHVB C551, SE-DEG C500, ZD350 & ZD354 Harriers
Aug 16 - MM62021 FA50 It AF
Aug 20 - D-AIPH A320 DLH, D-ALLH MD87
Aug 21 - F-GGML B737, PH-CTE C500
Aug 23 - OO-WAT AC90, G-FLTI BE20
Aug 25 - N853AW ATP, CN-RMH B737 RAM, I-AGEN LJ, F-GFKJ A320 AFR
Aug 27 - N650DH B1-11, F-OGSI FA20
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Sep 01 - EC-EOY MD83
Sep 03 - OY-GKC C550
Sep 04 - VH-EWZ F27, HB-IAM FA50, D-IHCE BE90
Sep 05 - F-GKTB B737, N212AT GLF3
Sep 06 - N122WF CL60, I-CAFC FA50
Sep 08 - VH-EWY F27, SE-DLO B737 GM
Sep 12 - PK-PLV L100, OH-CMG C210, OY-SUJ C500, D-CATY LJ, D-CFVG LJ
Sep 13 - I-SNAB FA50, I-FRAB MU30, ZB693 SA341
Sep 15 - EC-EXX MD83
Sep 17 - YU-BOE C550, N19HF CL60
Sep 18 - D-CHEF LJ35, F-BYAL LJ35, PH-CTC C500, D-CATY LJ35, N880WD GLF2, OK-BYO TU54
Sep 18 - EC-516 B757, D-ABEA B737 DLH
Sep 19 - SE-DEL FA10, D-ICUR C550, I-OMEP C550, D-CFVW H25B, D-CAPO LJ
Sep 20 - G-ICED C501, D-CBMW H25B, D-ICAB C550
Sep 21 - N658PC GLF2, D-ICTA C550, N272JS GLF3
Sep 24 - F-GBMB LJ, OO-LFV LJ
Sep 27 - A6-EKE A300 UAE, I-LOOK LJ55, N510T GLF2, I-;IAC FA20
Sep 28 - N508T GLF2, F-GPSA FA50
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Oct 01 - 9H-ABP A320 AMC, G-BPFS SH60, D-ALLH MD87
Oct 02 - G-BSHL H25B, N12MY A109
Oct 04 - I-FRAB MU30, I-GCFA BE40. F-GJJJ BE20
Oct 06 - G-BPFS SH360, EC-EOM MD81
Oct 07 - 249 GLF3 IAC, LZ-BTS TU154
Oct 19 - D-CLUB LJ55, VR-BKY H25B
Oct 20 - VH-EWZ FK27
Oct 23 - HB-IKL DC9, OO-FEF F-27, F-GDXT F-27
Oct 24 - F-GHSK FA10, I-EJIB LJ35, G-OPOL H25B
Oct 25 - EC-EMI B737, N88AT PA60
Oct 26 - PH-OSK C421, LN-LOK C210
Oct 29 - OH-CIT C500, D-CFAN H25B, EC-544 B757, HB-AHL SF40 CRX
Oct 31 - F-GFJL C550
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Nov 03 - N78GA C500, N912SJ L100 Saturn
Nov 04 - N600RM BE20, HB-VGF H25B
Nov 06 - N658PC GLF2, F-GHFB FA10, HB-VII LJ35, G-BRJJ B757
Nov 07 - G-MONR A300 MON
Nov 09 - OY-KID DC9 SAS, F-GJLL FA10
Nov 11 - N525SJ B707 SOO
Nov 12 - 17+02 VFW614 GAF, D-COME FA10
Nov 14 - N212N FA50, I-CAFE FA50, G-NIFR SK76
Nov 19 - PH-TVJ B737 TRA, OY-STH SE210 NB, OY-KHM MD81 SAS
Nov 20 - PH-MBZ DC9 MPH, F-GFGT G159, VR-BKY H25B
Nov 21 - F-GHXM B737, F-GHNV BE20, D-ILAN C500
Nov 24 - N524SJ B707 SOO, 50+71 C160 GAF
Nov 27 - F-OGST L188, LN-RMF MD81 SAS
Nov 28 - N343HA L188, G-BNNK B737, N4NR GLF4
Nov 29 - VR-BLR GLF5
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Dec 01 - N720FW B707
Dec 04 - F-GHDS MU-2, OE-HCL CL60, D-IATA B100
Dec 05 - I-SALV C500, OY-SVL C500, OY-MPA H25B, F-BINR FA50
Dec 06 - N42CV C560, OO-OSA C550, N731H H25B, G-BHBM L1011, G-BDXF B747 BAW divs
Dec 07 - D-CBNA FA20, F-BUUL C500
Dec 14 - VR-BVI H25B, ZD948 & ZD953 L1011 RAF
Dec 16 - N524SJ B707 SOO, C-FIJR L188
Dec 19 - EC-EQX C650
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Credit Mick Farley & Tim Newman

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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