East-Midlands Castle Donington airport in the Mid-80's
                           What happend at East-Midlands airport on August 14, 1986           
                    by Jan Koppen

​My request to fly with Elan’s nightly flight was granted and in the middle of the night, on August 14, 1986, I found myself standing on the wet and deserted tarmac of Schiphol-East, watching for the arrival of Air Bridge 690. Her ETA was 0240 hours, but she failed to show-up at the expected time. I immediately walked to the shabby-looking customs building of AviaTrading handlers to ask the whereabouts of Air Bridge 690. One of the truck drivers (who looked like a reliable source) told me that the flight was delayed until 0300 hours. So, I walked back and patiently waited beside AviaTrading’s ground equipment and spent the next hour gazing at the distant, brilliant lights of Schiphol International.
A few minutes before 0300 hours, I spotted the yellow lights of Air Bridge 690, slowly coming towards me. As the aircraft emerged from the darkness of the night and turned into the bright beams of light from the ramp floodlight, I was surprised to see what was standing in front of me, was not the Herald, but another veteran from the United Kingdom…... the Argosy.

As the unloading started, I was curious to know, what was on the cargo manifest. As it happens, it turned out that she flew in 30,000 fare paying passengers-ten tons of living eel!
Unfortunately for Elan, the return flight would carry only one non-paying passenger, myself!
​Soon after, I introduced myself to Captain Gary Franklin, who was making his walk-around inspection. I accompanied him to have a closer look at the machine in which I was about to travel. After the inspection we both agreed that G-APRL was in good shape. An unusual feature is the refueling procedure for the Argosy. This is done by means of connecting a hose from the Jet A1 fuel truck to a fixed pipe on the left-hand main undercarriage which carries the fuel directly up to the fuel tanks. According to the company’s policy, a fast turnaround was achieved and with refueling completed Franklin advised me to board the aircraft. Moments later I found myself climbing a very primitive ladder to the aircraft’s second floor, which houses the aircraft’s front office. There I was awaited by co-pilot Tom Wilkingson, who was busy with his pre-takeoff checks. He bent over to unlock the jump seat, which was located between the two flight crew seats and positioned it so that I could take my place. He told me to strap in and make myself comfortable and handed me my headset.

Mr. Wilkingson, born in New Zealand, has spent a lot of his time in New Guinea, flying with Douglas Airways. His jet-experience was on Air Pacific BAC One-Elevens.
Minutes later, Flight Commander Franklin emerged from the floor hatch and joined us for the forthcoming flight. Wilkingson informed Captain Franklin, that the pre-takeoff checklist was complete and that start-up procedures could commence. Captain Franklin called the different items of the start-up checklist and co-pilot Wilkingson acknowledged these and carried out the procedures. Engines were started in sequence 3, 2, 4 and 1 with Franklin adjusting the throttles. Due to the hectic activity, the crew had no time for me-the Argosy took all their attention. The cockpit filled with the high-pitched whine of the Rolls-Royce Dart 526s, which made me realize that the headset was a necessary time! A crackling message through the headset (by ATC) granted us our taxi clearance. Captain Franklin gave his thumb-up signal to the ground mechanic, indicating that Air Bridge 691 was “ready to go.”

The overaged ground power unit was disconnected and pushed aside. Brakes were released and pushed aside. Brakes were released and the throttles were pushed forward to achieve taxi speed and slowly we made our way to the active runway. Upon arriving at the run-up area, the last few items of the pre-takeoff checklist were run through. Captain Franklin selected 118.1 on his VHF radio receiver and reported “Schiphol Tower Air Bridge 691 is ready for take-off. “Air Bridge 691 runway 24 is all yours,” responded the ATC controller. Then the throttles were pushed forward to them to their maximum position and the engine revved up to full power. The brakes were released, and the aircraft was shaking as it slowly gained forward momentum. On reaching rotation speed, Captain Franklin eased back on the yoke and Air Bridge 691 took to the air, leaving her earthbound habitat. Franklin selected the gear-up lever and seconds later I felt the undercarriage slam into its locked position. At the same time, I saw three green lights appear on the forward instrument panel.

Reaching the designated altitude of 11,000 feet, we started a gradual right turn and set our heading for Clacton-on-Sea. Our cruising speed was a steady 250 mph. The noise level on board was such that conversation was permitted only using the headset.​ As things calmed down in the cockpit, I got a chance to chat with Captain Franklin. First, he appointed me as inflight steward (this is standard practice onboard.) I made a couple of sandwiches and a cup of fresh hot instant coffee and served them, with the usual complementary service. It was greatly appreciated.

Captain Franklin, fifty years old and born in England, is a former RAF pilot. He started his flying career on the Hunter and accumulated approximately 1200 hours. Later, he moved to the Jet Provost as an instructor pilot. After a couple of years, he spent some time in Jordan, instructing young air force pilots. His flying experience includes many types, including the famous Viscount. He has logged thousands of hours which include 500 on the Argosy. “Flying her, is a piece of cake,” Gary comments!

After passing the half-way mark, everything seemed pretty much under control. Just as I thought that it was going to be a standard operational flight, we ran into unexpected problems. As we reached the British coastline, a white flash was noticed on the right side of the aircraft. Tow red warning lights started flashing on the forward panel illuminating the face of the flight crew. At the same time the oral warning horn was activated with a devastating tone. Co-pilot Wilkingson reacted instantly to his Captain by saying – “Oh, we have a little problem on number 4” (I began to feel a bit uneasy), but Flight Commander Franklin scanned his instrument panel, assessed the situation and started smiling. He has been with Edna for a long time and knew all her tricks. He quickly extinguished the oral warning lights. Franklin informed me that we had a low generator-light come up on number 4, indicating a fault in the electrical system. He recorded the malfunction in the aircraft’s logbook.

As soon we reached Castle Donington, the Air Bridge mechanics will immediately investigate the nature of the malfunction. The crisis was over, and we proceeded with the normal operation of the flight.     
A few minutes later we reached Clacton-on-Sea, a navigational beacon on Britain’s eastern coastline. 
​We changed our heading and requested “approach,” for a straight-in ILS landing. Soon after the crew started their pre-landing checklist, we slowly began to decrease our speed and height. As we broke through the heavy cloud cover, we immediately spotted the brilliant lights of Castle Doningtons’s runways 24, located in the black pool of darkness. Moments later the gear was dropped from its bays with a low thump and clicked into its locked position. The flaps were lowered to 15 degrees setting.

As we got closer to the runway Wilkingson, who oversaw this morning’s landing, adjusted the aircraft’s alignment.  With all the landing checklist items ticked off and the engines throttled back, we glided over the threshold. Seconds later I could feel the aircraft touching the runway with a gentle bump. With steady reverse and light brake application, the four-engine freighter reached the halfway-point and taxied off the runways.   ‘One hour and eighteen minutes, not bad for a return flight,” Captain Franklin remarked.

As we were taxiing to the Air Bridge/Elan freight apron, I asked Franklin what he thought of the Argosy. “She’s good for the job,” he replied. When we reached the freight’ terminal, the marshaller signaled us to make a sharp turn onto our parking position, where we were awaited by the ground personnel. Franklin applied parking brakes and cut the engines. The deafening whine of the Darts slowly faded away, only to be replaced by the shrill noise of an ordinary ground power unit. I accompanied Gary and Tom out of the flight-deck, and we disembarked the aircraft at the rear into typical British weather…… rain!
As we proceeded to Air Bridge operations-room, I glanced back for a last glimpse of G-APRL. Standing in the pouring rain and feeling a bit tired, I thought back to this memorable flight. Knowing that she’s the last active representative of the type in Europe and bearing in mind that her operational life is ending, we parted company. With the noise of her engines still ringing in my ears, I jumped into the awaiting taxi of my hotel!   ​
​Amstrong Withworth Argosy-101 G-BEOZ which was manufactured in 1961 enjoyed a long and various career. She operated respectively for Riddle Airlines, Capitol Air, Zantop Air Transportt and Universal. In 1972 the Argosy was exported to the UK and Sagittair Ltd. became her owner. Her new registration became G-BEOZ. They sold her in 1977 to aircraft broker Field Aircraft Services Ltd. American, who in their sold her to Air Bridge/ELAN. During the mid 80’s she was withdrawn from service and donated to East Midlands Aeropark in 1987. 
​East Midlands Airport 
​
​East Midlands Airport  is an international airport in the East Midlands of England, close to Castle Donington. The airfield was originally built as a Royal Air Force station known as RAF Castle Donington in 1943, before being redeveloped as a civilian airport in 1965.

East Midlands Airport has established itself as a hub for low-fare airlines such as Jet2.com and Ryanair and tour operators like TUI Airways, which serve a range of domestic and European short-haul destinations. It is also a base for Flybe. 

RAF Castle Donington was opened as a Royal Air Force station in 1943, during the second world war. The airfield was equipped with three concrete runways, together with two hangars, and was a satellite airfield to RAF Wymeswold, situated some 9 miles (14 km) to the south-east. Initially the airfield was used by 28 Operational Training Unit, training RAF Bomber Command crews on the Vickers Wellington, and subsequently by 108 Operational Training Unit, later renamed 1382 Transport Conversion Unit, training RAF Transport Command crews on the Douglas Dakota. The airfield closed and the air force station was decommissioned in 1946. 
In 1964, the site of the former RAF station was purchased by a consortium of local government authorities, when a major programme of building work and runway investment was begun. The airfield was renamed East Midlands Airport to reflect the area it served, and it opened for passengers in April 1965.
 
The East Midlands Aeropark to the north west corner of the airport has a large number of static aircraft on public display, the majority of which are from British manufacturers. The museum and its exhibits are managed and maintained by the Aeropark Volunteers Association (AVA). It also offers two viewing mounds for watching aircraft arriving and departing from the main runway. 
British Midland Airways
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The history of Viscount G-AZNA reads as follows; - This airframe left the factory at Hurn in December 1958 and was, like many other Viscounts delivered to South African Airways. After her service for the South-African flag-carrier she was 1972 sold to British Midland. During her career with them she was several times leased to Manx Airlines. In 1988 she was bought by aircraft broker Sean T. Hully Sales Ltd., who in their turn leased the Viscount to operators as; Hot air, Ligacoes Aereas Regionais, Gambia Air Shuttle and British Air Ferries. In 1992 she was transported to Belgium and it became an eye catcher outside a dancing in Zomergem, Belgium. ​
Bitish Midland Airways Limited (trading at various times throughout its history as British Midland, bmi British Midland, bmi or British Midland International) was an airline with its head office in Donington Hall in Castle Donington, close to East Midlands Airport, in the United Kingdom. The airline flew to destinations in Europe, the Middle East, Africa, North America and Central Asia from its operational base at London Heathrow Airport, where at its peak it held about 13% of all takeoff and landing slots and operated over 2,000 flights a week. BMI was a member of Star Alliance from 1 July 2000 until 20 April 2012.

BMI was acquired from Lufthansa by International Airlines Group (IAG) on 20 April 2012, and was integrated into British Airways (BA) by 27 October 2012. bmi's subsidiaries Bmibaby and BMI Regional were also purchased, although IAG did not wish to retain either. BMI Regional was sold to Sector Aviation Holdings in May 2012 and operated under the "flybmi" brand until it went into administration on 16 February 2019, whereas Bmibaby closed down in September 2012.
 
The airline dates back to 1938, when Captain Roy Harben established Air Schools Limited as a school for training pilots of the Royal Air Force Volunteer Reserve. Captain Harben had been approached by the Derby Corporation to run a new aerodrome under construction near Burnaston, which was planned to eventually become an airport. Sir Kingsley Wood, the Secretary of State for Air, officially opened the aerodrome as Derby Municipal Airport on 17 June 1939. Military flying training continued at the airport throughout the war.
 
Air Schools Limited formed a parent company, Derby Aviation Limited, in 1946.

In 1953, Derby Aviation ceased flying training, following the award of a licence to operate scheduled flights from Burnaston and Wolverhampton to Jersey. The following year, Wolverhampton Aviation was merged into Derby Aviation, and, in 1955, the company purchased its first Douglas DC-3, a converted former military transport.

International services to Ostend commenced in 1956, and flights carrying holidaymakers from the UK to mainland Europe began as well. 

On 1 October 1964, after buying the Manchester Airport-based scheduled and charter airline Mercury Airlines, the company changed its name to British Midland Airways (BMA) and moved operations from Burnaston to the recently opened East Midlands Airport. The corporate colours of blue and white were adopted at that time, along with the first turboprop aircraft, a Handley Page Dart Herald.
 
In 1970, BMA entered the jet age with the introduction of three new BAC One-Eleven 500s, followed by an ex-Pan Am Boeing 707–321 in 1971. The former had been intended to be primarily used on European inclusive tour (IT) charters while the latter was to be mainly used on transatlantic "affinity group" charters.
 
Following his appointment as managing director in 1972, Bishop withdrew the One-Elevens from service, two of which were swapped for three Handley Page Dart Heralds while the third was subsequently leased to Court Line. As the early-model, high-time second-hand 707s commanded a low resale value, the airline decided to keep these aircraft and lease them out to other airlines on a wet lease basis, beginning in November 1972 with a £3.3 million, two-year contract to operate Sudan Airways' Blue Nile service between Khartoum and London. The decision to pull out of both the IT and "affinity group" markets was taken to reverse heavy losses BMA had incurred on these charter operations due to its lack of scale and lack of vertical integration with a tour operator, which put it at a commercial disadvantage vis-à-vis the competition, as well as uneconomical charter rates as a result of overcapacity. This resulted in BMA concentrating on regional, short-haul scheduled services and ad hoc charters using turboprops such as the Herald and Viscount as these were more economical than contemporary jets on short, thin routes.

The success of the airline's wet lease operation resulted in an increase in the number of Boeing 707s allocated to this activity, including the addition of several later model 707-320B and -320C aircraft from 1976. All of these were leased to other operators, with none operating for BMA on scheduled or charter services until 1981.

On 1 September 1976, jets began gradually replacing the turboprop fleet on most of BMA's domestic and European services, when the airline's first Douglas DC-9 (a second-hand -15 leased from the manufacturer) replaced Viscounts on the Heathrow–Tesside route.
When the DC9s were phased out, the Boeing 737 200 became a regular on the Heathrow route, and later the 737 300, 400, and 500 were all operated prior to the arrival of the newly acquired Fokker 100, which again was supplemented on quieter rotations by the smaller Fokker 70. Eventually the Airbus A319 became the standard equipment to Heathrow, but busier rotations saw the larger A320 and occasional A321 too. 

In October 1984, the Boeing 707 fleet was withdrawn, having been used extensively on lease operations for other airlines across the world.

In 1985, a new aircraft livery featuring a dark blue upper half and tail, with a light grey lower half separated by a thin, white stripe, was introduced. At this time, BMA was branded simply British Midland, and a new logo featuring a stylised red BM crowned with a white diamond shape appeared on aircraft tailfins. This livery subsequently featured a darker blue upper half and tail, with a deep grey lower half separated by two thin stripes, very dark blue at the top and red at the bottom. However, the logo on the aircraft's fins remained unchanged.

The Diamond Club frequent flyer programme (FFP) launched on 1 October 1987, coinciding with the introduction of an enhanced business class style, single-class Diamond Service featuring a full meal and free onboard drinks service for all passengers, regardless of the fare paid, as well as airport lounges at the airline's major UK destinations. In addition, all aircraft in the fleet were named after diamonds, beginning with a DC-9 named The Tiffany Diamond, unveiled by Rosamond Monckton, the managing director of Tiffany's in London.
 
British Midland operated its final Viscount flight on 20 February 1988, 21 years after the airline had first operated the type. That year, British Midland also became the first to operate the British Aerospace (BAe) ATP for which it had been the launch customer. The BAe ATP was the airline's last turboprop type.

Towards the end of the 1990s, British Midland switched its aircraft suppliers from Boeing and Fokker to Airbus and Embraer, selecting A319/320/321s and ERJ 135/145s to replace 737s and F70/100s. 

In July 1999, Scandinavian Airlines System (SAS), a shareholder in British Midland since 1987, sold half its stake to Lufthansa followed by British Midland joining Star Alliance (in 2000).
 
In 2001 it launched a new corporate identity, rebranding the airline as BMI British Midland (subsequently shortened to BMI). Aircraft received a new livery of royal blue, white and a fading Union flag on the tail, along with the new lower case BMI logotype.
Also in 2001, BMI introduced the Airbus A330-200, its first widebodied aircraft type, into the fleet to enable it to serve the United States and other long-haul destinations. 

In February 2007, BMI bought British Mediterranean Airways (BMED), a British Airways franchise partner, and as a result gained access to new markets in Africa, the Middle East and Central Asia that were served by that carrier. 

In November 2009, following the complete takeover of BMI by Lufthansa, the airline announced a restructuring of its mainline and regional operations in an effort to suspend loss-making routes and adjust capacity. 

In April 2010, the airline announced it would begin using the British Midland International name, whilst retaining the BMI logo and continuing to be known by those initials in the domestic market. The decision to revert to the old British Midland name and to spell out for the first time what the I in BMI was supposed to stand for was taken in response to research showing that for passengers based in the Middle East, who accounted for a significant number of the airline's premium bookings, BMI did not mean anything, and that these people preferred a name with the word "British" in it.

Following increasing heavy losses that exceeded £100 million per year by 2012 BMI's last-ever commercial flight using a "BD"-prefixed flight number touched down at London Heathrow on 27 October 2012. It was operated by Airbus A321-231 G-MEDF.
​G-BMAW served with East African Airways and Air Tanzania for more than 21 years before being bought by BMA in 1983. During the mid 80’ she was a common sight in the british skies.

From November 1988 she worked for the Northwest AirLink/Mesaba Airlines in the USA. She ended her flying-duties with the Northwest Airlink in 1994 and was stored at Bates City, Missouri where she was seen partly scrapped. 
​G-AZLR minus its outer wings and her Rolls Royce Darts was being used as a cabin trainer since June 1985.
​
Vickers Viscount 813 G-AZLR, which was assembled at the Bournemouth Hurn factory in Spring 1958, was delivered new to South-African Airways. G-AZLR was withdrawn from service at East Midlands Airport, Castle Donington, in June 1982 and her remains were scrapped during 1997. ​
Vickers Viscount G-BMAT and sistership G-BAPF awaiting their passengers at the ramp of Castle Donington airport on August 14, 1986. 

G-BMAT was a Viscount 813 which has spent the first 14 years its working life based in South-Africa. Delivered in December 1958 to South African ZS-CDW, this Viscount was sold to British Midland in 1972. Registration was G-AZLT. For brief spells she was leased to Cyprus Airways. During March 1981 she was re-rgistrated G-OHOT. In January 1989 she was sold to aircraft broker Sean T. Hully Sales handed her over to British Air Ferries. After four years of faithful services she changed hands again and British World Airlines became the proud owner. The winds of fate blew badly for G-OHOT as she crashed on Friday February 25, 1994. 

On Friday February 25, 1994, British World Vickers Vicount 813 G-OHOT was en-route to Coventry from Edinburgh in severe icing conditions when the no. 2 engine failed and the prop auto feathered. The no. 3 engine also ran down. The crew, at that moment descending from FL150, were cleared for an immediate descent to FL70 and then to FL50. The crew elected to divert to Birmingham since the engines wouldn't restart. They managed to restart the no. 2 engine a little later, but then the no. 4 engine failed. Just 5 minutes short of Birmingham load shedding occurred and radio and intercom were lost. The Viscount struck trees on down sloping terrain and broke up.

Probable Cause:

CAUSAL FACTORS: "i) Multiple engine failures occurred as a result of flight in extreme icing conditions. 
ii) Incomplete performance of the emergency drills by the crew, as a result of not referring to the Emergency Checklist, prejudiced the chances of successful engine re-starts. 
iii) Crew actions for securing and re-starting the failed engines, which were not in accordance with the operator's procedures, limited the power available. The drag from two unfeathered propellers of the failed engines and the weight of the heavily iced airframe resulted in a loss of height and control before the chosen diversion airfield could be reached. 
iv) Poor Crew Resource Management reduced the potential for emergency planning, decision making and workload sharing. Consequently, the crew had no contingency plan for the avoidance of the forecast severe icing conditions, and also was unaware of the relative position of a closer diversion airfield which could have been chosen by making more effective use of air traffic services."
​Viscount 813 G-BAPF operated from 1962 until 1968 for Lufthansa.

In 1968 she transferred to Condor. Unfortunately her career with the Condor was short lived as the Viscount was sold to Nora Air Service in September 1969. Also this adventure was short lived and in 1972 she was exported to the UK and went working for British Midland as G-BAPF. During ’75 and ’77 she was leased to Skyline Sweden as SE-FOY. In April 1990 she changed hands again as she was sold to Hot Air, still with registration G-BAPF. She even operated during these days for Gambia Air Shuttle, still as G-BAPF. During 1991 aircraft broker Sean T. Hully became the owner of the Viscount and her service life ended. It was transferred from Sean T Hully (Sales) Ltd and moved to Moreton-in-Marsh, Gloucestershire, England for fire training in February 1992 and used for evacuation training including smoke hood trials. In August 2017 she was finally scrapped.
The simple, but stylish plane symbol in white on a turquoise and dark blue background was the dogs bollocks. This scheme is still one of my favourites.​​
Doomed Fokker F-27 G-BMAU with Handley Page Herald G-BEYF in the background.

The BMA Fokker F-27 aircraft was engaged on crew training at East Midlands Airport (EMA) on Sunday January 18, 1987. The commander, who was an experienced training captain, occupied the right pilot's seat and a first officer undergoing training for conversion to captaincy occupied the left seat as handling pilot. Another captain refreshing on type sat on the jump seat behind the pilots' seats, the intention being that he should move into the left seat after the first officer's training period. The weather was: wind 150 degrees at 7 kts, visibility 4 km and cloud 7 oktas stratus, base 1000 feet. The surface temperature was 2 °C and the QNH 1030.
The training session began with a practice abandoned takeoff after which the aircraft took off at 13:08 and flew three practice ILS approaches followed by touch-and-go landings on runway 09, climbing to 2000 feet above mean sea level (amsl) after each takeoff. The runway in use was then changed and the aircraft flew a simulated asymmetric ILS approach to runway 27 followed by a missed approach (go-around) with the left engine throttled back. The runway was then changed again and an ILS approach to runway 09 was flown with the left engine still throttled back. This approach was followed by a touch-and-go landing during which both engines were brought up to full power. Very soon after becoming airborne the training captain again simulated failure of the left engine and the aircraft was climbed to 2000 feet amsl. Soon after the aircraft levelled off, the handling pilot commented on the large amount of rudder required to counteract the simulated failure of the left engine after takeoff. The training captain then said that he was deliberately putting more drag on the left side than would have been the case if the propeller had auto-feathered so that the climb performance corresponded better with that of an aircraft with passengers on board. He went on to say that if the handling pilot could cope with that extra drag, he could expect to control the aircraft if the failed engine auto-feathered because the rudder pedal force would then not be quite so great. The crew then began a procedural NDB approach to runway 09, for which instrument screens were fitted in front of the handling pilot. It was intended that the aircraft should be landed after the NDB approach for the pilot in the jump seat to take over as handling pilot. Decision altitude for the approach was 740 feet and touchdown altitude was 305 feet. It was company practice for beacon passage to be identified by the movement of the radio compass needle and, as the aircraft passed about one third of a mile north of the marker beacon inbound, descending through approximately 1300 feet amsl, the handling pilot said "Over the beacon now". No audio signal from the marker beacon was heard on the cockpit voice recorder. The landing checklist was completed during the following 20 seconds, including confirmation that the undercarriage was down, fuel heaters were off, two blue propeller lights were illuminated and fuel was trimmed up. 48 seconds after passing the beacon the aircraft reached decision altitude, and the training captain asked the handling pilot "How long and where is it?", to which the handling pilot replied "Got about a minute and ten seconds to go - should be straight in front". 22 seconds later and some 36 seconds before impact the training captain said "Why are we at 650 feet?" and pointed out that the handling pilot had allowed the aircraft to descend below decision altitude when he was, for training purposes, still in IMC. The handling pilot responded by saying "Intend going around then", or words to that effect. The training captain then said "Yes, well I'll let you see it now. There it is". As the training captain was saying this, the sound of an engine power increase was heard on the CVR, and, about 25 seconds before impact, the rpm of one engine was increased to 14,800 rpm, a setting 200 rpm below maximum continuous power. 10 seconds later the training captain was heard to say "Hang on, that's the - that's the field there. See it?" The handling pilot then said "Hold tight", at which point, some 13 seconds before impact, the CVR recorded the sound of another engine increasing power to 14,800 rpm. A moment later the handling pilot said "Haven't got it", and the training captain said "I've got it". The F-27 yawed to the left before banking steeply to the right.
The aircraft struck the ground on the northern side of the Castle Donington motor racing circuit in a nose-down attitude, banked to the left and with considerable left sideslip. After the accident an accumulation of mixed rime and glaze ice was found on the leading edges of the wings and tail surfaces which had formed rough-surfaced horns one inch high above and below the airflow stagnation point. No ice was found on the flaps or landing gear.
Orion Airways
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​Orion Airways (known simply as 'Orion') was an airline based in the United Kingdom with its head office on the grounds of East Midlands Airport in Castle Donington. It was created as the charter airline of Horizon Travel and went on to develop scheduled services. The airline operated a fleet of Boeing 737-200s, Boeing 737-300s and Airbus A300s between 1979-1989.
 
Horizon Travel created Orion in 1978 to support Horizon's package holiday business at a time when there was a shortage in capacity provided by charter airlines. Orion began operation with three Boeing 737-200s on 28 March 1980. Over the next few years, Orion gradually expanded its fleet, operating 11 737-200s by the summer of 1984, and from 1985, beginning to replace them by more modern Boeing 737-300s. 

In 1987, the Horizon group, including Orion was bought by Bass the large brewing and hotels group. As a successful holiday tour operator and integrated airline it was an appealing, tidy, and importantly a 'no-strings' package ripe for sale to a competitor. In 1988, Bass accepted an offer from the ever-expanding Thomson Travel Group. When the news was released that Orion was to be integrated into Britannia during 1989, it came as a surprise to the industry and public alike.

The last flight took place on 26 January 1989 and it was not long before the familiar livery and titles disappeared from aircraft and buildings at East Midlands Airport.
G-BLKE was delivered new to Orion in March 1985 and parted-out and scrapped in Goodyear, Arizona in September 2008. The last operator was Southwest Airlines.
The Orion Airways livery was a traditional white body with a grey underbelly separated by a triple cheatline in an unusual combination of gold, orange and chocolate-brown. The distinctive chocolate-brown tail bore a large stylized orange 'O' (see image).​
British Viscount 806 G-AOYR was withdrawn from use at Southend-on-Sea in April 1994. Two months later her remains were found with Hanningfield Metals Smelters on Stock Road, Southend-on-Sea.
 ​

​Baby-Boeing G-BFVB started her career with Britannia Airways and ended her service life with WestJet Canada when she was scrapped at Walnut Ridge in January 2007.​​










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Brittania Boeing 737-204 G-BAZH with the Ratcliff power station cooling towers in the background. This baby Boeing was scrapped at Walnut Ridge in January 2007.
"I'm a Britannia sun-bounder was the slogan".
The Vanguard is a Big aeroplane; a dominating 34 feet in tall, 122 feet long and with a wing span of over 118 feet. ​
The Vickers Merchantman

The Vickers V953C Merchantman, which is the modified cargo version of the Vanguard, first flew on 20 January 1959. The aircraft was basically designed as a replacement for the highly successful Vickers Viscount. Resulting from British European Airways and Trans-Canada Airlines requirements for an airliner somewhat larger than the Viscount, with superior operating economics and performance to enter service in 1959, the Vanguard fitted their requirements perfectly. the first Vanguard for BEA entered scheduled service on 1 March 1961, while Trans-Canada Airlines started their service one month earlier. The Vanguard's performance in general was all that could be asked for in a turboprop design of the late 1950s. Unfortunately only 44 Vanguards were built.

Despite Vickers's effort to secure further orders, none were forthcoming as at that time the airlines had a fixation on buying the latest pure jet airliners. By October 1968, the limited success of the Vanguard for passenger operations persuaded BEA to start converting its aircraft to an all-freight configuration, with the new name Merchantman. The conversion was carried out by Aviation Traders which included mainly the installation of a large freight door on the left side of the forward fuselage and a fully palletized interior which offered a generous payload of 18.5 tons. A reliable power plant in the shape of four Rolls-Royce Tyne 512 engines, each delivering 5050 shp, made the V953C a fuel-efficient aircraft, capable of cruising at a speed up to 400 mph.

During the 1970s, large numbers of Vanguard/Merchantman were operated by companies such as EAS of France, Merpati Nusantara Airlines of Indonesia and British Airways Cargo of Great Britain. Unfortunately, in the second half of the 1980s her numbers had dwindled dramatically. The reasons for the success of the Merchantman operations in the world of jet technology were her impressive payload, economic operation and the ability to comply with the 1980s strict noise restrictions.

Air Bridge, which was based at Castle Downington, East Midlands, flew a fleet of six Merchantman’s. Air Bridge which started under the name Air Bridge Carriers, was set up in 1972 by Fields Aviation, part of the Hunting Group of Companies, to operate freighter aircraft between the Channel Islands and East Midlands. During the first year, four Argosies were used to do the job. 1974 saw the addition of a new type, the Viscount freighter, which supplemented on the thinner cargo routes. Two years later, the Merchantman saw service with Air Bridge Carriers. She was used mainly for the carrying of bloodstock. Subsequently several other Merchantman’s were acquired during the following years.

In 1980, the company adopted the trading name Air Bridge along with a striking new red, white and black color scheme in a more up-to-date style. In 1983, Elan, the Overnight Delivery System, a subsidiary of the huge DHL courier organization, set up their express parcels service and used Air Bridge aircraft as their transport medium. By early 1984, express parcel flights had become the major proportion of the Air Bridge fleet work. November 1986 saw the commencement of Air Bridge Merchantmen’s operating cargo flight to Amsterdam out of several European City's on behalf of the KLM. 
The Vanguard grew out of the Vickers Viscount which had been very successful aeroplane for BEA, but by the early 1960s was getting a bit small. BEA had asked Vickers for a stretched model, but it quickly became obvious that the new Rolls Royce Tyne engine with nearly two and a half times the power of the Dart that powered the Viscount was the obvious choice of engine and that led to a much bigger aircraft. More than twice as big. It was also much faster with a typical cruise speed of just under 350 knots. It was one of the fastest turbo-props ever built with only the Tu 114 being very much faster.
 
Air Bridge which started under the name Air Bridge Carriers, was set up in 1972 by Fields Aviation, part of the Hunting Group of Companies, to operate freighter aircraft between the Channel Islands and East Midlands.
After a couple of years of faithful service with AirBridge she was withdrawn from use and ferried to Perpignan for storage. Stripped from useable parts she was finally broken-up at Perpignan during 1996.
The 5000 hp “Mighty Tynes” meant it was quite overpowered for its time and it had an unbelievable amount of reverse thrust. The reverse thrust was very rarely used in service with “Ground Idle” being quite enough to slow the aircraft. If full reverse was used with maximum wheel braking it was quite possible to get a stop of over 1 G with everything not nailed down ending up in the cockpit.
​The 5000 hp “Mighty Tynes” meant it was quite overpowered for its time and it had an unbelievable amount of reverse thrust. The reverse thrust was very rarely used in service with “Ground Idle” being quite enough to slow the aircraft. If full reverse was used with maximum wheel braking it was quite possible to get a stop of over 1 G with everything not nailed down ending up in the cockpit.​
Aviaco ​Douglas DC-9-32 EC-CGQ waits for passengers at East Midlands Castle-Donington airport, August 14, 1986.

Douglas DC-9-32 EC-CGQ is one of many DC-9’s operated by Aviaco from Spain. She ended her career in Africa and was stored at Johannesburg in 2003 as 9L-LDH.
​The massive ram air intakers under the nose for the cabin conditioning and the taxi-light between the nosewheeldoors.
The fuselage was wide enough at deck level for six abreast seating. The fuselage was made bigger still by making it a “double-bubble” or figure of eight shape that allowed very large cargo holds. This fuselage shape and cross section was also used in the jet VC10 that came later. ​
​Maintenance was done by Fields Aviation at East-Midlands.
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Fields became a Hunting Aviation. Following their departure from Hangar 35 around 1999, British Midland moved in until their eventual demise. Currently West Atlantic have one bay in there. The remainder has a random selection on puddle jumpers, small executive jets and helicopters stored as required.
Looks like a museum ramp! Crystal clear image on a cloudy day!
Handley Page Herald I-ZERC of Aligiulia is seen here stored at Castle Donington with sistership I-ZERD. Aligiulia was a regional company based in Trieste, founded in Jun1983.
​In the mid-1950s Handley Page developed a new fast short-range regional airliner, intended to replace the venerable Douglas DC-3, particularly in third-world countries. The design, originally known as the HPR.3 Herald, emanated from the drawing office at Handley Page (Reading) Limited—the former Miles Aircraft factory site, which had developed an earlier airliner design, the Miles Marathon. The Herald was an extensive re-development of the original concept of the Marathon, notable for its high mounted wing. The HP Reading division succeeded in producing a modern design with excellent flight and performance characteristics. However, the company made a serious misjudgment which was, in the end, to cost the company dearly, and like some other classic British aircraft of the time, the Herald missed its chance.

After extensive consultation with DC-3 operators, it was decided to power the new airliner with piston engines, rather than turboprops, which were considered risky by the small airlines at which the HPR.3 was aimed. Handley Page preferred a four-engined design, which led to the new 870 hp (650 kW) Alvis Leonides Major 14-cylinder radial engine, driving three-bladed propellers being chosen for the HPR.3. At almost the same time, the Dutch company Fokker made the opposite choice for its competitor for the same market, choosing to power the F27 Friendship with two Rolls-Royce Darts.

The HPR.3 could carry up to 44 passengers in its pressurised cabin, which could be quickly converted to allow the carrying of freight, with the aircraft's high wing, nosewheel undercarriage and large doors at the front and rear of the cabin making the loading of cargo relatively simple. Large flaps were fitted to give good short takeoff and landing characteristics. It was designed to cruise at a speed of 224 mph (360 km/h), had a range of 1,640 mi (2,640 km), could land and take off in a distance of less than 500 yards (460 m) and had an initial rate of climb of over 1,800 ft/min. 
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At first, it seemed that Handley Page had made the right choices with the HPR.3, which was named "Herald" in August 1954, this being a name easily translatable into French and Spanish. Extensive work by the sales team had produced considerable interest from potential customers.
I-ZERD was delivered new to Arkia in Israel on August 16, 1968 as 4X-AHN. She was sold to Express Air Freight in April 1978 as G-BFRK. The air freight operator was renamed Channel Express. Bought by Columbia Italy and registered I-ZERD in December 1984. All to soon she was withdrawn from used and stored East Midlands in August 1986. A year later Channel Express became her new owner who registrated her as G-GNSY. WFU BOH Dec96 and broken up Jan97.
I-ZERC served previously with Arkia, Israel. Her last operator was Channel Express. She was donated to London Gatwick fire brigade in 2006 and is tucked away in a forgotten corner of airport.
A6-SHJ of the Rulers Flight of Sharjah was an former American BAC 1-11-402AK. She was to Florida Express in December 1986 but used by them as spare source only. Finally scrapped at Orlando during July 1987.
The DC-8 was looked after by a working party of Progressive Air Service.

​EC-DEM left the Long Beach Douglas plant in July 1966 as a Douglas DC-8-55CF and was delivered to Overseas National Airways (ONA) of New York, USA which was in those days a major Douglas DC-8 operator. Registration was N852F. ONA only operated this DC-8 for three years and in October 1969 she was bought by Martinair Holland and  the name Jet Trader “Toronto” adorned her fuselage. Her registration became PH-MAU. After 7 years in hands of this Dutch carrier she was sold to Aviaco from Spain. After 7 years of hard work with this Spanish operator she sold to aircraft broker Progressive Air Service and parked at East-Midlands airport. Still with registration EC-DEM.  In December 1986  she was resprayed in ACS Canada colors and registrated C-FDWW. In January 1993 this adventure was over and she was sold to Kal-american International and was registrated N6161C. Six years later she changed hands again and Kitty Hawk Internationl became the. By 2005 she finally her service life was and she was being dismantled at Oscada, USA.
‘Arethusa’ first flight flight from Weybridge was during May 1961, Originally Vanguard G-APEG served with British European Airways and succeeder British Airways from 1961 until 1974. Built as a Vanguard she was converted to a Merchantman Freighter. In December 1979 she was purchased by Air Bridge Carriers.  After servicing Air Bridge and for a short period Air Tenggara/Airfast this aircraft was pulled out of service in 1983 and eventually scrapped at East Midlands Airport.



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PT. Airfast Indonesia is an air carrier based in Tangerang, Indonesia in Greater Jakarta. It specialises in contract operations, aviation management services and charter passenger and cargo services to the oil, mining and construction industries in Indonesia and other countries in the area. It is also involved in aerial mapping, survey flights, heli-logging and medical evacuation services.
The airline was established and started operations in 1971. It was established to provide helicopters and fixed-wing aircraft to the oil exploration industry in Indonesia, initially as an Australian-Indonesian joint venture, but evolved into a fully Indonesian-owned and operated company in 1982. It was owned by Frank Reuneker and other shareholders. ​
​The massive ram air intakers under the nose are for the cabin conditioning.
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