EMA Aeropark Viscount
Moderators: Guru's, The Ministry
G-CSZB.
My apologies if I implied that you had read ZB was in good condition......that was not my intention. Sean Hulley may well have been the "Philstone International", I don't know. Some of the things I do know I would not print for fear of a court case.... but...... Sean could always be seen smoking a big fat cigar and was very generous with the beer in the "Flarepath" Club. I have a feeling that DK came from the same retirement park as ZB. Sean did try and pass off several parts of ZA as "serviceable" removed from ZB! BAF did not own ZB initially, it was only later in its life...........or should I say a mortgage company of one form or another owned ZB, as it did with 95% of BAF Viscounts!
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Garry Russell
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No Probs
Just wanted to make it clear.
The earlier post was of interest due to its repaint in RA (The other 'CSZA actually wore the logos and reg) and it's none service life between Dan Air and EuroAir
They both went to Stansted and ZB late moved on
I don't know what stopped the US sale but perhaps their condition was not up to standard
They were both reported at the time as being parted out and the rumour not verifiable was that both had been sold to the same scrap dealer and SZB had not yet been scrapped and was bought for rebuild.
Don't know about that
. G-CSZA history is the same at this point except there is no mention of the owners name, but likely to be the same guy, maybe a different company.
As to ownership no surprises there...few airlines own aircraft. BAF like Dan Air had lots of companies owning the aircraft.
All the BAF Heralds were registered to various members of family at one time
That side of things is always murky.
The initial BAF involvement was purchased for sale to EuroAir, but that could have been anything to do with them. Perhaps it was EuroAir need for an extra aircraft and BAF not having a spare machine.
Seemed a pretty desperate measure
CSZA was supposedly stripped by GB Airways at Stansted so any bits left would have been no good I guess..
Garry
Just wanted to make it clear.
The earlier post was of interest due to its repaint in RA (The other 'CSZA actually wore the logos and reg) and it's none service life between Dan Air and EuroAir
They both went to Stansted and ZB late moved on
I don't know what stopped the US sale but perhaps their condition was not up to standard
They were both reported at the time as being parted out and the rumour not verifiable was that both had been sold to the same scrap dealer and SZB had not yet been scrapped and was bought for rebuild.
Don't know about that
. G-CSZA history is the same at this point except there is no mention of the owners name, but likely to be the same guy, maybe a different company.As to ownership no surprises there...few airlines own aircraft. BAF like Dan Air had lots of companies owning the aircraft.
All the BAF Heralds were registered to various members of family at one time
That side of things is always murky.
The initial BAF involvement was purchased for sale to EuroAir, but that could have been anything to do with them. Perhaps it was EuroAir need for an extra aircraft and BAF not having a spare machine.
Seemed a pretty desperate measure
CSZA was supposedly stripped by GB Airways at Stansted so any bits left would have been no good I guess..
Garry
Garry
"In the world of virtual reality things are not always what they seem."
"In the world of virtual reality things are not always what they seem."
C-CSZB
Life and ownership of BAF aircraft were always a little complicated. Even to point of having to re-register the odd aircraft to avoid impounding. I believe Sean Hully did lease out some other Viscounts to Aussie Derek Worthingtons outfit.........Hot Air. That outfit had a predominant number of Australian pilots..............least said! They certainly were not of QANTAS calibre that's for sure!
The initial batch of Heralds were, as you say, intially owned by the Keegan family and all registered, if I remember correctly to: 1 Nelson Street, Southend, Essex. However, the onset of the Viscounts into BAF service proved really to be the demise, financially, of TDK. They, the Viscounts, were expensive to operate and maintain, especially when they were operating in places like Algeria and Lybia................and the one that sat in New Zealand for the best part of a year, with crew and expenses waiting for the "Skybus" clearance was financially not a good move. The purchase of the 400 series Heralds was also very costly.............they all had to have very major costly mods and work before they could operate. TDK had this thing about British aircraft.................sentiment in the end bankrupted the airline. Mind you TDK did get one, or at least it seemed so at the time, bargain. He bought one Canadian Herald, eventually to become G-BDFE, for 1 Canadian Dollar!
The initial batch of Heralds were, as you say, intially owned by the Keegan family and all registered, if I remember correctly to: 1 Nelson Street, Southend, Essex. However, the onset of the Viscounts into BAF service proved really to be the demise, financially, of TDK. They, the Viscounts, were expensive to operate and maintain, especially when they were operating in places like Algeria and Lybia................and the one that sat in New Zealand for the best part of a year, with crew and expenses waiting for the "Skybus" clearance was financially not a good move. The purchase of the 400 series Heralds was also very costly.............they all had to have very major costly mods and work before they could operate. TDK had this thing about British aircraft.................sentiment in the end bankrupted the airline. Mind you TDK did get one, or at least it seemed so at the time, bargain. He bought one Canadian Herald, eventually to become G-BDFE, for 1 Canadian Dollar!
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Garry Russell
- The Ministry
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Ah yes the one dollar Herald, that had been in a wheels up landing :huf:
As to the RMAF they fitted new engines straight off...already expensive before the rest. Four of the these Heralds had a parachute doors..was that still there at BAF delivery?
They also had more generous baggage allowance on the CI run and the Freighter Viscount would appear at evenings sometimes in the summer with out shipped bags.
As to re registrations an odd one was G-AOYI that became G-LOND with London European then appeared briefly as G-AOYI with BAF before taking up G-LOND again. That was something like Cacaos International or something that owned that after London European
Garry
As to the RMAF they fitted new engines straight off...already expensive before the rest. Four of the these Heralds had a parachute doors..was that still there at BAF delivery?
They also had more generous baggage allowance on the CI run and the Freighter Viscount would appear at evenings sometimes in the summer with out shipped bags.
As to re registrations an odd one was G-AOYI that became G-LOND with London European then appeared briefly as G-AOYI with BAF before taking up G-LOND again. That was something like Cacaos International or something that owned that after London European
Garry
Garry
"In the world of virtual reality things are not always what they seem."
"In the world of virtual reality things are not always what they seem."
TDK and BAF combined were a nightmare of stress related incidents.........not flying...........but management! A charter director who thought that we turn round in Jersey, or Guernsey, in the summer, in 10 minutes...........sometimes you had to wait 10 mins on the taxiway for a parking place. So you were already late before you had arrived!!
TDK also had a passion for driving himself around the skies........hence his "Executive Jet" the DC-3, the Chippie LWB (which I use to enjoy flying) and his Dove 1b, NVU........again which I use to fly frequently.........mainly to and from Southend, Stansted or Lasham.
That constant stress on that outfit probably was probably the precursor of my cardiac problems and may have been instrumental in me losing all my flight licences, pilot and F/E's!
TDK also had a passion for driving himself around the skies........hence his "Executive Jet" the DC-3, the Chippie LWB (which I use to enjoy flying) and his Dove 1b, NVU........again which I use to fly frequently.........mainly to and from Southend, Stansted or Lasham.
That constant stress on that outfit probably was probably the precursor of my cardiac problems and may have been instrumental in me losing all my flight licences, pilot and F/E's!
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Garry Russell
- The Ministry
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.no supprises really....nothing would with BAF 
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Viscount Cornbank
- The Gurus
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All very interesting.
Didn't Sean Hulley own G-BAPG as well which was on prolonged overhaul at Exeter for ages before eventually getting to the Baltic/BAF amalagmation?
G-OHOT was another one which spent ages on overhaul only to re-enter service for a few months only to be laid up again and reactivated months later. I believe it received the life extension programme in January '92 and was back in service in Feb '92, only to be deactivated in May the same year. The aircraft was not reactivated until December '93 and had only a short career left tragically.
BBDK had a heap of a cockpit and highlighted the general excellent condition of the 802/806s. In particulat the overhead was in a poor state with many captions worn out.
Had the joy of flying the lovely G-PAIN once so thanks for looking after her!
Cheers
Fraser
Didn't Sean Hulley own G-BAPG as well which was on prolonged overhaul at Exeter for ages before eventually getting to the Baltic/BAF amalagmation?
G-OHOT was another one which spent ages on overhaul only to re-enter service for a few months only to be laid up again and reactivated months later. I believe it received the life extension programme in January '92 and was back in service in Feb '92, only to be deactivated in May the same year. The aircraft was not reactivated until December '93 and had only a short career left tragically.
BBDK had a heap of a cockpit and highlighted the general excellent condition of the 802/806s. In particulat the overhead was in a poor state with many captions worn out.
Had the joy of flying the lovely G-PAIN once so thanks for looking after her!
Cheers
Fraser
I think Sean was involved with PG...........he had his fingers in many pies and had them burned a few times. I know the local CAA surveyor kept a very close eye on his "projects". Seans problem, if you think of that way, was that he had a Dart ticket.............therefore he thought that he could make important decisions with regards his aircraft. Unfortunately, and he was reminded many times, he was not on our AOC so therefore his insistence on certain shortcuts didn't matter much.
G-PAIN I was told, ended up in Kirbys scrap yard in Rochford, Essex......does anyone know any different?
Initially that simulator, being anologue was a real pain in the butt. It had to be "re-tuned" every morning before I did the first flight.........before Sam Askuri, the Chief Training came down with his merry men. It had to be "flown" for about 30 mins and then tweaked and generally it was OK for the rest of the day.
After I left for Canada a chap named Steve Cade took over. I believe they improved the camera system to digital and several other much needed improvements.
G-PAIN I was told, ended up in Kirbys scrap yard in Rochford, Essex......does anyone know any different?
Initially that simulator, being anologue was a real pain in the butt. It had to be "re-tuned" every morning before I did the first flight.........before Sam Askuri, the Chief Training came down with his merry men. It had to be "flown" for about 30 mins and then tweaked and generally it was OK for the rest of the day.
After I left for Canada a chap named Steve Cade took over. I believe they improved the camera system to digital and several other much needed improvements.