The D'havilland Heron Story

[dhavillandpilot]

In 1986 Grahame Cowell wrote the history of the DH-114 Heron up to that date. I have been in touch with Grahame and based upon his original book I am re doing it to bring it up to date.

Especially with an expansion of the Prinair story andalso the final operations of the aircraft commercially in the Pacific and Australia.

If any of you flew the aircraft 1949-2009 and have pictures of them i would be happy to talk to you. (I hope to get a picture of all 148 of them).

Also any one who would like to contribute to the book by way of stories etc that would be great.


This little aircraft did more for aviation than it is given credit - even in it final commercial years it was still performing well

I look forward to hearing from you all

[l.garey]

I wonder if you know about this one, preserved at the Al Mahatta Museum, on the site of the former RAF Sharjah in the UAE. They have 4 aircraft painted to represent early Gulf Aviation machines. Their Heron is ex Australian.

The Heron "G-ANFE" is actually constructor's number 14072, a Heron 2 originally owned by West African Airways Corporation, as VR-NAQ. It was then registered G-ARKU with Overseas Aviation Ltd. In 1961 it was transferred to the Royal Navy, and converted to a Sea Heron C20 (XR443). Withdrawn from use in 1989 it was sold as G-ORSJ, later changed to G-ODLG. Sold again in 1993 it became VH-NJP with Heron Airlines in Australia. It was acquired for the museum and painted to represent G-ANFE in 2003. There is a constructor's number on a plate just behind the co-pilot's head "14072", and also there is a hand-written "NJP" on the captain's roof.

I have some photos, including some of the interior and cockpit. Do you want them?

Laurence

[Postfade]

Here's some Herons from Singapore in 1962 or 3:

http://www.davidtaylorsound.co.uk/share/Aircraft%20pics/RCyAF%20Herons%20CR802%20and%20803-S386A.jpg

Royal Ceylon Air Force CR802 and CR803 at Changi.

http://www.davidtaylorsound.co.uk/share/Aircraft%20pics/Heron%20VQ-FAB%20at%20PL-S204A.jpg

VQ-FAB taxies out for departure ay Paya Lebar.

http://www.davidtaylorsound.co.uk/share/Aircraft%20pics/Heron%20VH-CLR%20and%20another-PL-S305A.jpg

VH-CLR and another on a delivery flight. Parked near the Singapore Flying Club at Paya Lebar.

David Taylor.

[dash7fan]

Here is a picture from the modified Prinair Heron, I call it "Kingsize", 1971 in Opa Locka, and a picture ofe the Philips Flight Department Heron 1962 in Graz, Austria
http://www11.file-upload.net/15.03.09/dm8lvy.jpg
http://www11.file-upload.net/15.03.09/gma18.jpg

[HEATHROW DIRECTOR]

Here's some snaps of ZK-BBM in Tauranga, NZ:

ZK-BBM DH114 Heron. Tauranga Airport 27 March 2007 :: ZKBBM.jpg :: Fotopic.Net (http://www.brendan-mccartney.fotopic.net/p40554981.html)
ZK-BBM DH114 Heron Flight deck. NZ Classic Flyers, Tauranga Airport 27 March 2007 :: ZKBBM_1.jpg :: Fotopic.Net (http://www.brendan-mccartney.fotopic.net/p40860161.html)

Here's one of the inside with my wife just leaving after a tour round the flight deck!!
ZK-BBM DH114 Heron Cabin. NZ Classic Flyers, Tauranga Airport 27 March 2007 :: ZKBBM_3.jpg :: Fotopic.Net (http://www.brendan-mccartney.fotopic.net/p40860197.html)

If you want the originals just holler...

[Double Zero]

The Heron & Dove are near identical until one counts the engines - I presume the simpler Dove came along first.

As BAe used to have Doves as comm's hacks, I've done a lot of happy hours in them, including going out of the upper escape hatch to waist level at 150kts for photography, and being in the right hand seat ( for a jolly ) when a Concorde flew underneath us on climb-out from Heathrow.

I must admit the only Heron I saw in the flesh was the Admirals' Barge.

There was a post recently that the Dove / Heron was actually a German design, grabbed as reparations - any truth in this ?

My ex's grandfather ( still in amicable contact ) was the late Robin Milne, Test Pilot on the Dove at least,* not sure about Heron.

Still I'd be interested to know if there really was a German input - must admit it felt unlikely to come apart any second, so probably not pure De Havilland !

From a Hawkers type...

* 'Bob' Milne was also Test Pilot on many other types.

[mustpost]

Brought back early memories - flown to Tiree from Edinburgh for holiday in July 1960 (aged 8) in DC3 - Grandad found to be teminally ill, flown back four days later in a Heron - even now I can remember and appreciate the difference..

[tornadoken]

My #5 on DH Dove pic thread:

Lineshoot. Brabazon Committee funding for Type VB, to be DH.104: 25 February,1944. First flight 25 September,1945. Operation Paperclip vacuuming of German Aero data: throughout Summer,1945, concentrating on combat. Messerschmitt transport aircraft design activity: modest.

Not only solidly Brit but DH airframe, engine, prop.

[norwich]

My last job before this photo was taken was to line up all eight heron props, that can take alot of swinging ! especially with hot engines.
This will give those who havn't had the chance to see the difference in size between a dove and a heron.
Norwich Airport 1970 ( I think).

Keith.

http://i261.photobucket.com/albums/ii58/keithnewsome/work70.jpg

[philbky]

Tornado Ken is correct. The Dove and Heron were 100% de Havilland.

The original Dove and Heron used many common parts but by the time the Dove 8 came along there were massive differences to both the Heron and previous Doves though the lineage was still obvious.

[tonytech2]

Back in fifties I saw a DH Dove (or was it a Heron) on its US sales tour at KLGA. It had fixed landing gear with rather strange looking fairings on the nose leg. A fixed landing gear spoiled what was otherwise a rather nifty looking aircraft.

When did they change over to the retractable gear?

I did fly on the Prinair Herons over to St Croix from San Juan. I remember them as being quite comfortable and the overhead escape hatches made sense in the overwater flying.

[l.garey]

The Heron 1 had the fixed undercarriage. The retractable Heron 2 came along in 1952

Laurence

[treadigraph]

The old Croydon Airport terminal is about a mile form me with a Heron mounted on a plinth outside - looks a little dilapidated these days.

Walking across Kenley Aerodrome last night at sunset, a Dove passed by a mile or so to the south - very distinctive and attractive sight and sound!

[bossan]

Could it be that I flew in the Heron between Bahrain and Dharan in the mid 70's?

All I remember was was heat and noise..

Stories have it that pilots were always trying to improve their transit time and the record was 7.5 minutes ?

[wz662]

I remember going to an airshow at Coventry in the mid 80's by Dove (G-ARDE) and then getting to go on Board the Heron that was also attending. What surprised me was the fact that I felt there was more head room in the Heron than the Dove. I have wondered ever since if despite the family resemblance the Heron used taller side panels in the fuselage compared to those in the Dove.
I agree that the Dove / Herons were 100% De Havilland (OK the tyres were Dunlop's).
The other game we had was asking the public to tell us what was operated by hydraulics on the Dove (DE), the brakes were pneumatic as were the flaps and undercarriage. After they got the propeller as hydrauliclly activated we still required them to mention one other hydraulic circuit.
Anyone out there got any ideas? :)

There were things in the cockpit that I found interesting. On was the large knurled knob that held the stop in place to prevent the propeller going into reverse pitch and the other was the look on the faces of PPLs trying to find the mixture and carb heat controls.

[l.garey]

Here is the cockpit of ex VH-NJP at Sharjah.
dHPilot: does it look familiar?

Laurence


http://i215.photobucket.com/albums/cc39/apollo-fox/DSCF0005.jpg

[stevef]

WZ662: I worked on Herons and Doves for a while so I can confidently state that the hydraulic system worked the w..... :8
:)

[Brian Abraham]

Had the opportunity to fly in VH-ASH the first Heron into Australia a number of times when a teenager. Question: how did the variable pitch prop work seeing you only had a throttle to work with?

[dhavillandpilot]

The early Herons had bracket props that didn't fully feather. To change pitch it was done in tandem with the throttle. Also the mixtures were interconnected so wehen you flew the aircraft it was like flying a modern jet just push the levers forward and away you went.

Later construction numbers offered fully feathering props, and again pitch change was done through the inter connection. To feather the prop you had hydraulic feathering pumps and a set of 4 buttons to hit if the need arose.

Our Gipsy Heron had bracket props - one of which left the airframe on take-off one day. This was due to the servicing engineering failing to do the 150hrly prop torque check.

The Admirals barge (#130) that is in the USA has the fully feathering props.

[prospector]

We had two DH114's with Air North, based at Rotorua. First one ZK-EJM I was type rated on 21/12/76, the second one has already appeared in this thread, ZK-BBM, although it looked a lot different than in the photo's shown, someone must have photo's of BBM when it was painted all over an orangey red colour with black on top of the nose and cockpit.

We were allowed to operate them single pilot VFR, but because of the lack of an Auto Pilot not legally IFR, but there were times when, due to circumstances etc etc.

Must have had three at one time, I have an ZK-EKO in the logbook as well, remember on of them came from Air Pacific, or maybe two of them. They did not require any heating systems up there so the systems were removed. This led to some very cold flights in the middle of winter, in the dead of night, NZAA-NZCH-NZAA with loads of freight. Remember one flight, raining very hard, windscreen, and other parts leaking copiously, the crash axe was used to put a drainage hole in the depression, heels for the use of, just below the rudder pedals before it had time to freeze ones feet to the deck.

[forget]

I was working at Seletar Singapore when one of the Air North aircraft came through on ferry from UK. 78’ish. Three things stick in my mind. One, the internal ferry tank fit. I thought I’d help out by fitting some Mil Spec switches to control the temporary fuel pumps. This was preferable to the ‘in transit Mod’ of twisted wires used to switch the pumps on and off. :hmm: Two, the owner had brought some Kiwi mates along for the ride. Three days off in Singapore and the wildest bunch I’d ‘entertained’ in a long time. :oh: Three, the take-off from Seletar took place in the middle of a memorable monsoon storm. I went though Rotorua some months later; seems they’d taken a lightening strike after take off and flown Singapore Jakarta with half the fabric gone from the rudder.

By gum – we ‘ad some fun. :ok:

[flyboy2]

Rand Mines Ltd operated a Heron during the '60's as ZS-RML.
There are still some rather aged pilot's around that flew it!

[merv32249213]

Worked on the Doves and Heron major overhauls at DH's SDCR at Leavesden in the 1950's
Herons that spring to mind were the two BEA ones ,the Queens flight (stripping that Dayglow off them was a lousy job) plus many more for modifications.
On moving on to McAlpines 1965 found me as the engineer bringing back ex Jordainian Herons, registration G-APPD and G-APRI from Amman to McAlpines in the company of three Doves for Riley conversion . Four weeks later we went back to Amman for one Dove we left behind.
It is a credit to the reliability of the the DH aircraft that I did not have one problem with any of the aircraft and have written a story of both trips

Leavesden was a great place to work to obtain skills on the components of Herons . Corrosion was the number one enemy,(as was the Doves) and all flying control hinges had to be replaced and if my memory serves me right, they were of magnesium alloy and steel alloy ones replaced them.
Herons had Bag fuel tanks, unlike the Dove that had metal . and they could cause a few problems,pressure testing etc.
Power plant removal and fit was not bad and great compared to the Queen 70's .
One little story goes that the Duke of Edinburgh was in the cockpit of his Heron and was fiddling around and moving the elevators . A fitter was working on the elevators at the rear, and pig sick of people fiddling with the controls, lost it and and ran up to the cockpit from the outside and his language was choice and the Duke apologised to him.
The same aircraft had to have the Dayglow removed and when stripped covered in brown paper for spraying . As it was around Xmas, someone had put a large stamp on the paper with the words, POST EARLY FOR XMAS. The Bosses were not amused.
Lots of memories for both me and my wife because I married the girl in the office at DH's Leavesden , 51 years ago.
Merv

[Cornish Jack]

Re the Queen's Flight Heron, it was ferried out to Bangkok for a visit by Princess Alexandra in the early 60s. One trip on the itinerary was to Hua Hin - at that time a laterite strip. On the days before the trip the aircraft was polished until it sparkled - quite stunning. After arrival at Hua Hin, came the rains!!!! An attempted take-off was abandoned with wheels stuck in the mud and when it did eventually come back to Don Muang it was almost unrecognisable!:eek::eek: I suspect that the techies were not hugely amused:{:{

[CharlieLimaX-Ray]

Flew the Heron at Airlines of Tasmania in the early 1990's, so have a fair few photos if you require them.

DH Heron 2D VH-KAM Serial # 14123 for the endorsement ex Kendall's

DH Heron 2D VH-CLV Serial # 14124 ex Connellan's

DH Heron 2D VH-CLX Serial # 14098 ex Connellan's

DH Heron 2E VH-CLZ Serial #14075 ex Connellan's

Can probably point you in the right directions for a few knowledgable contacts from both ex Connellans and Airlines of Tasmania staff.

Lets see V1 65 knots, VR 70 knots, V2 74 knots, engine out climb 91 knots , enroute climb 110 knots.

110 kilos in the nose locker, 360 kilos in the rear locker.

[India Four Two]

the Queens flight (stripping that Dayglow off them was a lousy job)

In 1969, at least one of the retired Queen's Flight Herons was at 27 MU at Shawbury, ostensibly a spare. The MU pilots used it as a hack for ferrying parts and people. One day, while hanging around the UBAS crew room (Chipmunk flying had been scrubbed because of a low cloud-base), the MU phoned and asked if anyone wanted to go to Aldergrove as they had to pick up some parts.

So six of us piled into the Heron and set off. The call sign was nothing special so there was some consternation in the tower at Aldergrove when a bright red Heron appears out of the gloom on final. By the time we had taxied in, the Station Commander and the SATCO had showed up to greet their unexpected VIPs.

They were not impressed when a bunch of long-haired (by RAF standards) students in flying suits ambled down the steps :)

Coincidentally, I had another trip to Aldergrove a week later, this time in a Dove.

It occurred to me recently, that I have been in more DH products, either as a pilot or passenger, than those of any other manufacturer. To date the list includes DH-82, 89, 104, 114, 115, 125, DHC-1, 2, 6 and 8. I'm hoping to add to the list.

Correction years later: for Dove, read Devon. :O

[Fris B. Fairing]

dhavillandpilot

Have sent you a PM.

Rgds

[wieesso]

Guess ZS-RML was a DOVE cn 04349

[wieesso]

dhavillandpilot,
I've sent an email to you.
Please check.
Martin

[David Eyre]

The prototype Heron, VH-CJS, was still flying in Australia until 1976. It has been exposed to the weather in open storage ever since, but at least it hasn't been scrapped.

It is now stored at the RAAF Association's Aviation Heritage Museum, in the Perth suburb of Bull Creek. The wings were detached and placed under a small garage structure next to one of the museum's buildings (which contains the engines).

Here's some photos of the aircraft, including a couple that I took:
Airliners.net | Airplanes - Aviation - Aircraft- Aircraft Photos & News (http://www.airliners.net/search/photo.search?regsearch=VH-CJS&distinct_entry=true)

Regards,
David

[DennisK]

Progressive Airways operated a Heron on the Channel Islands shuttle from Shoreham in the late 1970s ... all painted very orange !

Dennis K

[norwich]

Dennis K, As you say very orange ! I think it must have been early 70's, as Progressive didn't survive that long (former employee), if you look back to post #9 that was the delivery of the two herons from Falk Air, Denmark to Norwich for Progressive, below is a sample of the colour scheme, although on one of the doves.

Keith.

http://i261.photobucket.com/albums/ii58/keithnewsome/old%20props/rts1.jpg

[bigoil]

I believe the picture of the Prinair machine N574PR is a Saunders ST-27
of which about 13 were modified from the Heron.
It has the P&WC PT6-34 in it and fuse plugs.

[wieesso]

'I believe the picture of the Prinair machine N574PR is a Saunders ST-27'
No!
It was the one and only stretched Heron ever built, developed as one possible answer to the carrier's need for more capacity by CADI of Opa Locka, FL. This scheme was abandoned after extensive flight trials.

[Amos Keeto]

Air-Britain are about to reissue a revised and updated version of their monograph book on the Dove/Heron family.

[astir 8]

The Heron was the first aircraft I ever flew in. Southampton to Guernsey in about 1957. Jersey Airlines was it?

Also one with Lycomings? Flat somethings certainly - Nadi to Taveuni in Fiji, but about 40 years later

Anyone got any photos?

[merv32249213]

Hope this works, Ex Jordanian AF ferry flight to UK ex Amman -Luton, note my hand painted registrations, never was a signwriter . Code sign for this trip was PPD+3

Im slowly getting the hang of this so will try again, honest
a href="mervs ferry flight 1965 amman uk picture by merv32249213 - Photobucket (http://s267.photobucket.com/albums/ii281/merv32249213/?action=view&current=Mervsferryflight.jpg)" target="_blank"><img src="http://i267.photobucket.com/albums/ii281/merv32249213/Mervsferryflight.jpg" border="0" alt="Aircraft"></a>

[norwich]

merv ! yes it worked and your photos are here for all of us, very nice, thank you.

Keith.

[merv32249213]

Thanks Norwich, I still have to fine tune it to paste the actual photo on to the site cheers Merv

[white44]

I remember the late Bill Webb telling me about ferrying a Heron to Australia.

He was supposed to refuel somewhere in the Indian Ocean ( Guam?) , but for some reason they neglected or forgot to open for him. He continued to Aus. annd landed after I think a 27hr flight.

Ferry tanks of course, but the main difficulty was topping up engine oil in flight via a "wobble" pump from drums in the cabin.

A lovely man missed by all who had the privilege of knowing and learning from him.
In his own Dove, TOSS, gear up, rotate!! Bigginites know what I mean.

[forget]

He was supposed to refuel somewhere in the Indian Ocean ( Guam?)

That would probably be (RAF) Gan, Maldives. Guam is in the Pacific. And Gan was most definitely H24.

[descol]

I travelled frequently on a Fiji Air Heron (DQ FED) between Nadi and Funafuti during the 1980's. On one trip during the 3 hour flight we had a problem with the tail elevator. After a safe landing on the grass/coral airstrip at Funafuti, the local public works department erected a timber scaffolding around the tail and proceeded with fibreglass repairs. I have an image on my computer picture collection but cannot seem to find a way to attach it to this message-if somebody can let me know how then I will add it.

[Brian Abraham]

descols photo posted on his behalf.

http://i101.photobucket.com/albums/m56/babraham227/h.jpg

[GBALU53]

D.H.114 Heron G-AORG CN 14101 This aircraft is owned by a group of people in Jersey in the Channel Islands U.K.
They have owned this aircraft since 1990 after they purchased it from the Royal Navy.
At the moment she is finishing a very major check at Coventry in the U.K. and all being well she will be gracing the skies not only over the Channel Island but a number of European Airport.:ok::ok:

[merlinxx]

Mayfair Dove - Private Aircraft Charter (http://www.mayfairdove.co.uk) & get Bill 'shag' Pritchard to tell a story or two:ok::E

[white44]

So it is, sorry (having a senior moment).

[skol]

I flew Herons in the early '70's with Air Pacific.
They had 4, DQ-FAC, DQ-FAE, DQ-FAF (all Series 2) and DQ-FAY(Series 1 with fixed undercarriage)
FAY was also based in Tarawa to operate to Abemama, Tabiteuea, and Butaritari.

[Howslo]

First post here - I normally just lurk, with great interest...

Anyway, does anyone have any info on the Heron that was based at Stoughton Aerodrome (more correctly known as Leicester Airport - former WW2 RAF Leicester East)?

I grew up not far from the airfield, and remember seeing it quite regularly as a child - late '70s / early '80s, I would think. I believe it belonged to the Fox family - as in Fox's Glacier Mints.

My parents have a few photos taken on the airfield at that time, but none of the Heron. As an aside, the ill-fated Varsity is in one or two.

[Crusher1]

There was a Heron owned by Fox's but I think it had left by the 1970's. I seem to remember another being based there in the mid 70's with a blue/white scheme, just from memory I seem think it was G-ANUO but would not guarantee I'm correct!

[treadigraph]

I remember one at Leicester when I visited with my dad around Easter 1981 (a recollection of a hangar full of Austers and the only Globe Swift I've ever seen in Europe!).

Acording to G-INFO, G-ANUO was owned by The Nuclear Power Company at the time with an address in Leicester, so seems it was the aeroplane in question. Good memory Crusher!

[forget]

There was a Heron owned by Fox's but I think it had left by the 1970's.

Leicestershire Aero Club History (http://www.leicestershireaeroclub.co.uk/history3.htm)

By 1966 Frank Lazenby was the Chairman when the next big crisis came and the Club nearly disappeared for good. Things seemed to be going well, Fox's Glacier Mints company had been keeping a four engined Heron aircraft in the hanger for business flights, and had only recently given up the plane when their Irish factory had closed. In September 1966 the Landlord ..........

[Exaviator]

Have just come across this thread and have been reading the posts with interest. Like SKOL above, I flew the Heron for Air Pacific from October 1971 until June of 73 and logged a total of 850 hours on type. We operated it single pilot, IFR and with no auto pilot.

The cockpit was not the most ergonomically designed and it could be quite hot and uncomfortable in the tropical environment but the aircraft was a pleasure to fly being one of the most inherently stable aircraft that I have flown during 50 odd years as an aviator.

The ignition system gave a few problems in the high and humid conditions of the Tropics but overall she was a pretty reliable bird. :ok:

Getting ready to depart during an approaching Tropical Cyclone.
http://farm4.static.flickr.com/3644/3550807144_72e4d71f08_m.jpg

[Helen49]

Mercury Airlines & North South Airlines

Does anybody on here have any information about these Heron operators?

Mercury perhaps out of Manchester? Isle of Wight?

North South Airlines out of Yeadon [Leeds Bradford]?

H49

[Fris B. Fairing]

This is DQ-FAF at Brisbane (Eagle Farm) on 14 May 1975. The aircraft was on delivery to Connair in Alice Springs for conversion to Lycomings.

http://www.qam.com.au/aircraft/heron/DQ-FAF-1.jpg

The aircraft emerged as VH-KAM and it is now with the Queensland Air Museum at Caloundra.

History of VH-KAM (http://www.qam.com.au/aircraft/heron/VH-KAM.htm)

Regards

[skol]

Yours Truly landing at Abemama 1971, this a/c now ZK-BBM

http://i661.photobucket.com/albums/uu331/skol_03/heron001.jpg

[Exaviator]

Good X/W technique SKOL :ok:

[suninmyeyes]

There is a Dove on the airfield at Compton Abbas. It looks like it hasn't flown for a while but it is intact.

Does anyone know if there are plans for it to fly again?

[skol]

http://i661.photobucket.com/albums/uu331/skol_03/DHHeron001.jpg


Thanks exaviator, damn south east trades over the coconut trees.
Here's a photo of FAE at Nausori in 1972, this a/c subsequently written off in Tasmania after striking several fences during an unsuccessful go around.
Getting back to FAY, I flew this a/c Tarawa-Nauru-Tarawa on 6/3/72 after the HS748 broke down in Tarawa. 6hrs 15m, no autopilot of course, Barry Rankin poked the sextant out the roof and did a few sun shots, accuracy unrecorded in my logbook.

[Fris B. Fairing]

skol

It's not all bad news about DQ-FAE. Although the fuselage was scrapped after the accident (as VH-CLY) her wings were fitted to VH-CLX which is now at the Moorabbin Air Museum, presumably still with FAE's wings.

Rgds

[skol]

Fris B,

Thanks for the info, I'll have to visit these old airframes sometime.

For any ex Fiji Airways pilots VQ-FAI, DC3, is now the McDonalds in Taupo. An ignominious end. Another airframe I'll have to visit but not partake.

[Exaviator]

What do you know ! I have seen it several times in passing but did not realise it origins. Will take a closer look next time I am there. :ok:

[skol]

On one occasion I took the local judge, based in Tarawa down to Abemama in FAY, on a scheduled service. I had to wait while Court was held in the terminal which was a grass hut basically. The judge was hearing a case in which the defendant was accused of cutting someone up with a cane knife, blood covered Exhibit A. The judge got thirsty so one of the locals started to cut up a coconut with aforementioned Exhibit A.

[John Miller]

Crikey this brings back memories. Heron G-ANUO was indeed based at Leicester. If I recall it was registered to the General Electric Company before British Nuclear Fuels. It's Chief Pilot was Alan Firmin and that I won't forget - he had a terrific daughter - she was part of our social crowd then and lived in the same village; Kibworth. Being the family anorak, I was more interested in her dad's aeroplane and went for a test flight flip in it around the early seventies - it's even in my first logbook entered as 'passenger'. She is still a family friend to this day.

My Gran used to be a social pal of the Foxes. They also lived on our road in the village. I didn't realise they had a Heron too. They used to keep a very smart and sizeable catamaran in Poole Harbour, which us teenagers were invited aboard for a sail occasionally if we promised to behave. There was always a packet or three of Foxes Mints in the house.

Frank Lazenby was a garage owner - can't remember the brand though. There was also a guy who used to be at the flying club a great deal - he was one of the big knitwear company owners and drove a fabulous Red Ferrari 246 Dino - can't recall his name - my old lady would know.

[learjet50]

Graous me

I Remember we used to look after the Hearon at Manchester when it went to East Fortune for NNC


Alan was a Gentleman sorry he lost his life so soon understand he was flying the Varsity from Leicester


A True Gentleman


R I P


Gerry ex Northern Executive at Manchester

[ANW]

Mercury Airlines was based at Manchester Airport [EGCC]. The name originating from the old alpha-numeric telephone area exchange for the Airport (Mercury), prior to the change to the all-numeral system, now in use. It was set up in 1960 by Lord (Peter) Calthorpe and had two Herons on fleet G-AOZN and G-ANCI, which were later joined by DC3 G-AMSN.

Scheduled flights to the Isle of Wight were part of their regular summer runs. The IOW was a popular holiday destination in the mid fifties/very early sixties, along with Newquay. That was the time frame period when the all-inclusive package tours to the Spanish Costas were only just evolving. For the northern working classes it was either a holiday in nearby Blackpool; the more up-market Southport, or fish 'n' chips over the border in Scarborough. The IOW was luxury if you could afford it, but difficult to reach for northern folk, hence the very popular seasonal scheduled flights, mostly with Dragon Rapides. Then along came the Spanish package tour industry and the rest, as they say, is history.

The company was also a UK North of England agent for the Mooney 20A four-seater light aircraft, though as I recall only sold one aircraft to local business man, Ernie Raffles.

The Mercury operations chap at the time was local lad, one Michael Bishop, who kicked my shins on many an occasion during a game of football, in what was then the cinder car parking area at the old Manchester Ringway terminal.

Mercury was closed down in October 1964 by owner Lord Calthorpe who blamed the closure on the coming to power of the Labour Government and their protectionism of the State airlines versus private enterprise. Some of the routes were taken over by Derby Airways with MB moving over to become MAN Station manager for Derby Airways, with a later name change to BMA, now bmi.

Pictures of G-ANUO see here (http://www.edendale.co.uk/MAIP/CORP.BC2.html).

[fdcg27]

Thirty-five or so years ago, I used to like to spot at CLE, which was not far from the house in which I grew up in Rocky River.
At the time, the predecessor to US Air, Allegheny, had a major hub at CLE.
One saw many of their CV 580s, BAC 1-11s, as well as a few of their DC-9s.
There was also a contracted commuter line, which flew to various small Ohio cities. The contractor's equipment included a couple of Doves and at least one Heron, all in Allegheny livery.
IIRC, these aircraft had been re-engined with HO engines, for which I believe there was an American STC.
Anyway, it was quite something to see both the Heron and the Dove in pax service in Ohio.
A bit off topic, but there were also two small airlines, Tag and Wright, which operated Doves across the lake to Michigan cities. This continued until one of the Doves was lost in the lake along with all pax and crew.

[chimbu warrior]

IIRC, these aircraft had been re-engined with HO engines, for which I believe there was an American STC.

You do indeed recall correctly.......... The Riley Dove (http://www.rileydove.com/)

Riley also converted the Heron to Lycoming IO-540 K1C5 engines (290 hp each).

[Spooky 2]

I flew co pilot on Herons out of Burbank and Long Beach to Las Vegas for the Hacienda Hotel back in 1963. The two aircraft that we operated both had the original engines with the impulse couplings on their magnetos. These were a constant issue for us and as I recall we were switching them over to a traditional Bendix magneto when I left to join another airline. I enjoyed flying them it was great 4 engine experience for a lad just twenty years old at the time. It was not uncomon for us to make a three engine T.O., dive the aircraft to get an engine started and then leave it running for the next two pax drop offs before we returned to our maintenance base at Van Nuys, Calif. I don't think the feds would approve of that today and probably not then either!:}

[longer ron]

Helen 49
There was some info on North South Airlines on the key website a year or so ago...inc a reference to a book with more info,might be worth a look.
What is your interest in N/S airlines ? (being nosy :) !!)

https://www.key.aero/forum/historic-aviation/77683-d-h-heron-mk1

regards LR

[Totally_Bananas]

I can recommend;

"Air Ambulance: Six Decades of the Scottish Air Ambulance Service"

By Iain Hutchison (http://www.amazon.co.uk/exec/obidos/search-handle-url?%5Fencoding=UTF8&search-type=ss&index=books-uk&field-author=Iain%20Hutchison) is a good read on DH Heron Ops in Scotland.

[skol]

For former Air Pac/Fiji Airways staff, there's a book written by Bob Kennedy titled 'Harold Gatty's Legacy' which provides an interesting history of the airline and lots of photographs of the Heron.

[Ian Harrison]

Re "VH-CLR and another on a delivery flight. Parked near the Singapore Flying Club at Paya Lebar."

David,
is this picture of VH-CLR and another still available. The linked web site no longer works.
The picture was of their delivery to Connellans Airways in Alice Springs, I think from India.

ian

[hiflymk3]

Remember Izal?

[stevef]

Yes, it had its uses in aviation! I once used about 7 feet of Izal bog roll to map out *real size* corrosion on a horizontal stabiliser spar top cap, which was then faxed, section by section, to McDonnell Douglas for stress analysis and blending limits. It also worked perfectly when doped over De Havilland Dove and Heron emergency roof exits as a frangible weather seal.
As stated, it was pretty useless for its intended purpose. :sad:

[VP959]

YIt also worked perfectly when doped over De Havilland Dove and Heron emergency roof exits as a frangible weather seal.


Time for an aaaaah, DeHavilland, moment. . . Rather fond of that particular gentleman's aerial carriage (my username here might be a clue). Unique smell in the cockpit and that wonderful and wacky combination of air operated bag brakes and hydraulic wipers (would have been wonderful if they had done this the other way around).

[stevef]

Time for an aaaaah, DeHavilland, moment. . . Rather fond of that particular gentleman's aerial carriage (my username here might be a clue). Unique smell in the cockpit and that wonderful and wacky combination of air operated bag brakes and hydraulic wipers (would have been wonderful if they had done this the other way around).

Quite! The Dove was one of my favourite aeroplanes to maintain, along with the Heron and Dakota. I liked its little design quirks, like the offset engine mount to counteract torque and different span elevators. Was it the idle-cut-off controls behind the P1 seat? I've not touched one for about 12 years and my memory, like my combing habits and waist size, aren't like they once were. :-)
Meanwhile, back to the jokes...
"My grandfather invented the cold air balloon. It never really took off." (Milton Jones)

[VP959]

When I first did a walk around on a Devon I asked about the asymmetric elevators. The story I was told was that they trimmed a bit off one when doing flight trials, to correct an over-balance problem, found it worked, so just left it like that in production.

Diverted to HMS Gannet in a Devon, strict instructions given to NOT chock the nose wheel, but to chock the mains (castoring nose wheel and virtually non existent parking brake). Car took us home. Woken at ~05:00 by the line chief at Gannet on the 'phone, saying he'd "lost" our aeroplane. Drove hell for leather up to Gannet to discover they had found it, parked on the grass. The plonkers had only chocked the nose wheel and the wind had castored that around during the night, then taxied the aeroplane between two rows of parked Seakings, before it rolled on to the grass and hid behind a hangar. How it never hit one of the parked cabs is a complete mystery.

[cdtaylor_nats]

VP959 sack your navigator. Only 2 shore bases called HMS Gannet that existed were in Northern Ireland and Prestwick in Scotland.

[VP959]

VP959 sack your navigator. Only 2 shore bases called HMS Gannet that existed were in Northern Ireland and Prestwick in Scotland.


'Twas Prestwick, and I was the navigator in the right hand seat!

[Gipsy Queen]

Time for an aaaaah, DeHavilland, moment. . . Rather fond of that particular gentleman's aerial carriage (my username here might be a clue). Unique smell in the cockpit and that wonderful and wacky combination of air operated bag brakes and hydraulic wipers (would have been wonderful if they had done this the other way around).

It most certainly would! The combination of the quirky brakes and castoring nose wheel led me into some bother on more than one occasion.
And we need more aaaaaaah DH moments, or am I just getting old and nostalgic?

[Loose rivets]

I posted this on Quora a while back. It's one of those 50 year old memories that proves the brain buffers either side of the central issue. I cringe to think what would have happened if I'd got airborne.

https://www.quora.com/How-reliable-were-the-early-large-commercial-aircraft-that-flew-with-piston-engines-Were-they-prone-to-issues-on-long-flights/answer/Rob-Benham-2

[Loose rivets]

Very quick - newly washed Heron. Just me. Heavy rain. Stare at Horizon (instrument) because there was water in it. The tide came up and due to the soap, bubbles started to form. Then the sculpted buckets in the huge brass giro hooked into the water. For moment, a miniature washing machine.

Memories keep coming back, but this is a Dove. Left CAFU Stansted one beautiful night. I'd been bombing around the circuit failing engines and some of the starboard engine's life-blood and been used. ( carried 5 gallons of spare oil to Turin one night)

Fat dumb and relieved the day was over, the right prop went fully fine. I'd practised and practised over-speed drills when I was a DC3 skipper, and now all I had in my windshield was stars. My thumb was still pressing the huge button when I realised what had happened. I'd seen 5000 rpm go by before the thing feathered but the engine survived thanks in part to being over 60 degrees nose up. It really sounded as though it had exploded.

Next day the engineers questioned me about the bent button bracket. It was well bent. 'It took two of us to bend it straight again'. Funny what adrenalin will do.

A Peter's Aviation Heron and a party of Norfolk farmers, somewhere in France, now drunk as skunks and determined to be home in time for dinner. Fat pilot from a country NE a bit. He sniggered at me, and then the aircraft. He mocked the propulsive power units with circular finger movements.
We were bottled in, and the farmers took it upon themselves to start pushing. They'd be savvy enough to remove the chocks and the brakes had long lost their pressure. They'd managed to stop the fat pilot sniggering, since it was heading towards his Lear. It was my falsetto scream that made the farmers heave it to a standstill.

.

[Cornish Jack]

Re. the Devon ...

https://cimg2.ibsrv.net/gimg/pprune.org-vbulletin/799x501/devon1_74f55172ba281a8cf7306315e48f0efa6b7b228b.jpg
2 and a half years 'right seat resident' Thailand, Cambodia, Laos, Vietnam, Burma and Singapore.
VP 977

[Spooky 2]

I flew the Heron for about six months out of KNVY/KBUR/KLGB/KLAS. The name of the company was FleetAir and they had two Herons used to shuttle people back and forth between the Hacienda Hotel in Las Vegas. I seem to recall that N3999A was one of the aircraft but I can't find any record of it when I google the N number. It was pretty rare to see any Herons operating in N America in those days.

[l.garey]

Spooky: N3999A was reregistered as N571PR (cn 14119) eg: https://abpic.co.uk/pictures/view/1580610
It was re-engined with Continentals.

Laurence

[Spooky 2]

Thanks so much for your update. I suspected that it had undergone this conversion but wasn't sure. Now I know:)

[megan]

As a youngster was privileged to fly as pax in this privately owned Heron, VH-ASH, serial 14111 . Went to the US, registered as N210FA then N988SA, re-engined with Lycoming IO-540 Fischer Bros Aviation Inc. Galion OH damaged 12/18/78 Cleveland Hopkins International Airport collided with vehicle crossing runway on landing, canx 07/28/80 sold for parts to Susquehana Airlines.

https://cimg8.ibsrv.net/gimg/pprune.org-vbulletin/625x373/vh_ash_db74228022ca4dae773ea6f0aaff5379a1663caf.jpg

[India Four Two]

Looking through this thread, I noticed I had made a mistake in a very old post about my trips in a Queen's Flight Heron and a Devon. In my post, I called the Devon a Dove! :O

I am wondering why the RAF renamed the Dove but did not rename the Heron. Does anyone know why?

[tonytales]

I remember flying in a Heron from St Thomas to St Croix in the Virgin Islands. It had flat engines out there so had been re-engined. It was a smooth ride compared to some of the types I flew on down there. One odd thing I seem to remember is the emergency hatches were in the ceiling. Is my memory right?

[stevef]

@tonytales
Two overhead escape exits from what I remember of G-ANUO & G-AOTI.

[VictorGolf]

Was the idea of overhead escape hatches carried over from the Rapide I wonder?

[Jay Doubleyou]

As far as I recall, India Four Two, the RAF never operated the Heron? The RAF always wanted it's own name for every type, even straight purchases of an existing civil model. Where the RN operated a common type with the other service, they would prefix it ""Sea" as in Sea Devon. On operational aircraft, " Sea" meant fitted with hooks and heavy duty undercarriage for shipboard flying, but in the case of the Devon/Sea Devon it was "ours not theirs"!

[DaveReidUK]

As far as I recall, India Four Two, the RAF never operated the Heron?

The Queen's Flight and (briefly) 60 Squadron operated the Heron C3/C4.

[treadigraph]

Vaguely recall a rather nice Heron in a green scheme which I think the Navy operated.

Equally vague recollections of a Heron - not Prinair - somewhere in southern Florida in '84 - might have been Fort Lauderdale or Opa Locka. Can't recall if it had Gipsys or Lycomings. Therre were a number of Beagle 206s lned up at Fort Lauderdale, that I DO recall!

[Fareastdriver]

Vaguely recall a rather nice Heron in a green scheme which I think the Navy operated.

That would have been the Admiral's Barge. Also used to get retiring/resigning fixed wing pilots their licences.

[India Four Two]

The Queen's Flight and (briefly) 60 Squadron operated the Heron C3/C4.

... and also 27 MU. I had a ride in theirs. :)

Ibid:
https://www.pprune.org/aviation-history-nostalgia/366056-d-havilland-heron-story-2.html#post4797086

It was very nicely equipped in the cabin, as you would expect, including carpeting over the main spar carry-through, to protect the Royal shins.

[DaveReidUK]

That would have been the Admiral's Barge. Also used to get retiring/resigning fixed wing pilots their licences.

Flag Officer, Naval Air Command's Sea Heron:

https://cimg0.ibsrv.net/gimg/pprune.org-vbulletin/640x427/de_havilland_dh_114_heron_c4_uk_navy_an2111933_3315d81827c4f 276c9a0f1dbc9e0a9039671d76e.jpg

On the subject of Admiral's barges, there are lots of photos on the 'Net of models of Sea Devon XK895 in an overall green scheme - but I've never seen any evidence that the actual aircraft was ever painted thus. Can anyone confirm either way ?

[Loose rivets]

I once flew the Director General of the International Atomic Energy Agency, Dr Eklund, around all the UK sites. He was accompanied by a fairly senior RAF officer.

Even back then I was interested in physics, but despite them entrusting this illustrious personage to me, a mere civilian, I was not allowed into the power stations. It took two days to make the tour.

[megan]

Listing of Heron production, registrations, hands they passed through, serials etc etc three pages in total

https://rzjets.net/aircraft/?page=1&typeid=330

The ultimate Heron (Saunders ST-27 with a pair of PT6's providing the grunt


https://cimg7.ibsrv.net/gimg/pprune.org-vbulletin/2000x1333/cf_xok_saunders_st_27_28heron_cvsn_29_saunders_aircraft_lgw_ 14may70_67acc5243e190427dcf18d957114048f0fd890f0.jpg

The final iteration, Saunders ST-28, one off prototype


https://cimg6.ibsrv.net/gimg/pprune.org-vbulletin/800x533/st_28_73ab81e230f8a0988ec2ac517a9755637b9a8ef9.jpg

[TBLG]

When I leant to fly at the L.A.C. in 1966 the NPC Heron was "Double U". Not sure of the full reg. (G-ASUU?). Flown by Alan Firmin and Bob (?) Nelson. I got a couple of back seat rides after maintenance. G-ANUO came along after that. I lived in Kirby Muxloe and the Heron would often fly out over on weekdays to where I wonder? Possibly joining 'Airways' heading up to Dounreay? Oh so long ago! Tim.

[treadigraph]

Looking at Megan's link, G-ANUO is the one mounted on a plinth and masquerading as Morton's G-AOXL outside the Croydon Airport terminal - less than a mile from me...

Doing a bit of research, the Heron in Florida probably was Prinair, there were several derelict at at Opa Locka around the first time I visited in '84.

[Jhieminga]

I spotted this one on the ramp at Fort Pierce, FL, in 2002. I have since tried to find out what happened to it, but it appears to have stayed there, slowly deteriorating. Registration at the time was HI-582CA.

https://cimg3.ibsrv.net/gimg/pprune.org-vbulletin/1200x760/heron_kfpr2002_1593183fdea1855fb3990d34f983b4d2102e8225.jpg

[DaveReidUK]

I spotted this one on the ramp at Fort Pierce, FL, in 2002. I have since tried to find out what happened to it, but it appears to have stayed there, slowly deteriorating. Registration at the time was HI-582CA.

Looking somewhat more faded in 2013, still at Fort Pierce but now US-registered (canx in 2015):

https://cimg9.ibsrv.net/gimg/pprune.org-vbulletin/1024x683/1392951_large_0eb565b8ed417e3c98cfd0170ccb4049e24a5cbd.jpg


https://abpic.co.uk/pictures/view/1392951

[megan]

Current owner Jhieminga, serial 14060 (page 2 on my previous link)

https://registry.faa.gov/aircraftinquiry/NNum_Results.aspx?omni=Home-N-Number&nNumberTxt=n416sb

[DaveReidUK]

Having been deregistered by the FAA in 2015, its most recent owner was Air Support International (http://www.airsupportinternational.com/), so it has more than likely been parted out by now. No sign of a Heron at KFPR on Google Earth.

[John Eacott]

I remember flying in a Heron from St Thomas to St Croix in the Virgin Islands. It had flat engines out there so had been re-engined. It was a smooth ride compared to some of the types I flew on down there. One odd thing I seem to remember is the emergency hatches were in the ceiling. Is my memory right?

Back in UK summer 1972 I spent a few months at Seafield Park and one gash job was as Officer of the Court for a Court Marshal of a pilot who ditched after running out of fuel: too long ago to recall whether it was a Sea Devon or Sea Heron. One bizarre part of the pilot's statement was that after ditching he climbed out onto the roof and "sat there like a boy on a dolphin" :eek:

Keener types than I will probably be able to research the accident!

[treadigraph]

Having been deregistered by the FAA in 2015, its most recent owner was Air Support International (http://www.airsupportinternational.com/), so it has more than likely been parted out by now. No sign of a Heron at KFPR on Google Earth.

It's there on Google Maps:

https://www.google.com/maps/@27.4860448,-80.3622704,98m/data=!3m1!1e3

[DaveReidUK]

It's there on Google Maps:

https://www.google.com/maps/@27.4860448,-80.3622704,98m/data=!3m1!1e3

I can see it on the GE historical imagery for 2013-2016, but not any more recently than that.

[treadigraph]

Ah, probably cos mine's in 3D view! Presumably the imagery is older.

[l.garey]

Thread drift, but what's the twin-boomer (Vampire style) just to the left of the image on the other side of the triangular pad, opposite the Learjet?
Laurence

[Jhieminga]

Probably a Cessna 337 or O-2.

[treadigraph]

C337 missing its tailplane.

[drift]I did some flying out of Fort Pierce 30 years ago in a C150 - great fun apart from a partial and temporary radio transmit problem in the Tampa Bay area, just when my chauffeur needed it most! There was a nice P-51 based on the airfield...[/correction]

[l.garey]

Ah yes a C337 most likely. Thanks

Laurence

[Chris Scott]

I once flew the Director General of the International Atomic Energy Agency, Dr Eklund, around all the UK sites. He was accompanied by a fairly senior RAF officer.
In 1967/8, we (Morton's, based at Gatwick) used to operate a charter most weeks Monday - Thursday for the AEA (Atomic Energy Authority), carrying technicians and the odd scientist, I think, from Manchester to Hurn via Abingdon in the morning, returning the same way in the evening. We normally used a Heron 2D (either G-ASVA or G-ASUZ), which IIRC had 14 pax seats, a toilet, and a jump seat for a stewardess.

Not sure if this applied in other countries, but by then in the UK all Herons operating public-transport were two-pilot a/c and the P1 had to have a SCPL or ATPL, as they all had a MTOW exceeding 12,500 lb. Our Heron 1Bs and Heron 2 were 13,000 lb and the 2Ds (certificated Performance-A) were 13,500 lb.

[LGS6753]

My first flight was in Morton Air Services' Heron G-ASUZ, on a pleasure flight from Lydd in September 1970.

I seem to remember that Morton operated six Herons from Gatwick. Weren't they somehow associated with British United?

[G-ARZG]

My 'British Independent Airlines 1946-1976` from Aviation Hobby Shop says 'on July 1 1960 Morton became a part of the BUA Group, but...retained its identity'. I recall their LGW hangar was usually accommodating to inquisitive enthusiasts...

[eckhard]

In May, 1979 (41 years ago!) I was undergoing conversion training onto the Dove. My instructor pointed out that the flaps were quite separate from each other and might therefore retract and extend at slightly different rates, resulting in a small rolling tendency. We also observed that as we approached the aircraft, one flap appeared to be fully down and the other one was at the take-off position. “Ah, yes; that can happen as the pneumatic pressure dissipates overnight. All will be well when we start the engines”.

I climbed into the left seat (for the first time) as my instructor occupied the right. “You don’t really need a checklist for this aircraft, as it’s very simple really”. Sure enough, in a few minutes we were waddling across the grass parking area and down the grass taxiway towards the hard runway. After take-off, ATC remarked that “one of your main-wheels is up, the other down and the nose-wheel is half way!” A quick glance at the indicator lights, as well as the mechanical indicators confirmed this. We tried switching the lights from Day to Night and back, to no avail.

“Well, we’d better select the gear down again”, opined my, by now slightly concerned, instructor. Pushing the gear selector in produced not so much as a hiss, and the indications remained as before. ATC were informed that we were returning to the circuit for further troubleshooting.

As luck would have it, there was a Severn Airways Dove approaching from the west who heard the entire exchange. “Have you checked the Master Air Valve?” came his voice over the frequency. “Aha, yes of course!”, said my instructor who pointed out to me where the control was (down by my left calf, if I remember correctly). Sure enough, it was in the “OFF” position. When selected down, there was a brief hissy pause, the triple indicator came to life and the gear slammed down, with three greens and all mechanical indicators in the right place.

Having thanked our benefactor, we continued with some training and put it down to experience. I typed out my own copy of the checklist when I got home.

There must have been just enough residual pressure in the accumulator bottle to operate the brakes, and the flaps probably “blew” up under airflow pressure. The thing that worried me afterwards was that the only thing holding the gear down during our wobbly taxi across the rough grass were the over-centre locks.

[dixi188]

Re "over centre locks", thats what they do on all retractable gear that I know of. You don't use Hydraulics or Air to keep the gear down.
The only Heron I worked on was G-ANNO, a series 1 with fixed gear. JF Airlines in 1973.

[Loose rivets]

Chris, I imagine we probably got a one-off charter that your lot couldn't do.

It's hare to believe, but this thread has possibly given me the answer. I could fly our early Heron single crew, so it must have been below twelve-five. I recall being given a mass of stainless steel pipe, a wondrous gift for anyone with a huge hobby shop in their garage, but, it had holes in it every few inches.

IT WAS THE #$%#$% FIRE SPRAY HOSE! Yes, I'm shouting. These old aircraft, reeking of petrol, had the systems taken out to reduce weight. Now I can see why it was so vital to do so.

Memories again. Two crew and we were headed back from Billund IIRC. I handed over to my young mate and settled into a snooze. I remember shouting, turn left onto one seven zero! as I commenced shut-down of number one.

Uuuuug! The engines couldn't be feathered, so the fuel pumps had to be lubricated by leaving the fuel on. Something like that. Can't quite remember. I planned to go well south before crossing the oggin, but cut the corner off more than a tad. I was brave/daft in those days.

Mate, when all was calm, said, You were snoring, how the hell did you know something was wrong? It's odd that. The head had come off a valve and was jingling away before the slight rough running, but inside one corner of my brain I was counting the engines' life-pulses. Bull-shine! I hear in chorus, but I've seen it with some of my skippers. Crap would happen, and they'd be in the loop from a snooze before I'd put my chinagraph down. Constructive fear, I'd call it.

I was given the piston. It had much the sort of pattern in the top that you'd expect.

[Jay Doubleyou]

[QUOTE=Jay Doubleyou;10733214]As far as I recall, India Four Two, the RAF never operated the Heron? The RAF always wanted it's own name for every type, even straight purchases of an existing civil model. Where the RN operated a common type with the other service, they would prefix it ""Sea" as in Sea Devon. On operational aircraft, " Sea" meant fitted with hooks and heavy duty undercarriage for shipboard flying, but in the case of the Devon/Sea Devon it was "ours not theirs"![/QUOT
i cannot understand what provoked me to post such a load of drivel! I knew GAORG well when I worked in Jersey and had a few (too few!) trips on board. The box across the aisle, over the main spar, was interesting to the inexperienced passenger! The internal fittings were beautifully original or well marched retro, big on leather by modern standards. I can't believe that I forgot about RAF Herons, when I was a lad, in the early to mid 1950s, I almost came to believe that the news readers rapid delivery ' aheronofthequeensflight' really was all one word!
If I might use this thread to indulge another de Haveland fond memory, it is the long lost habit of training new ATCOs on live aeroplanes, the CAFU Doves loaned to Bournemouth for approach radar training. Every live session had 3 trainees, one controlling, one observing in the room, and one observing from, (actually flying!) the Dove. Great fun!

[oldandbald]

Remember the Radar Training well, on one occasion given "you have it " and then pilot feathered the right hand engine learnt a lot about asymetric in a short moment. Pilot then called Exercise "" simulated engine fail for the trainee. We didn't spend long scooting round the area on one ! ( No 6 Cadet course) .

[Chris Scott]

My first flight was in Morton Air Services' Heron G-ASUZ, on a pleasure flight from Lydd in September 1970.
I seem to remember that Morton operated six Herons from Gatwick. Weren't they somehow associated with British United?
G-ARZG is correct. Morton's had become part of the BUA group. However, in 1968, after the purge of the group by Alan Bristow, it merged with BUA (CI) and BUA (Manx) to become part of the newly-formed BUIA.("I" as in Island). Sometime in 1970, probably a few months before Caledonian bought BUA mainline (around December 1970) to form Caledonian-BUA - later BCAL, the name was changed from BUIA to BIA.

So Morton's no longer existed by September 1970. According to rzjets (https://rzjets.net/aircraft/?page=3&typeid=330), G-ASUZ (a Mk 2D as built) was de-registered as such on 14/11/68. In case it helps, on 1/9/68 I was P2 on UZ during pleasure flights at Lydd. The a/c would probably have been still in Morton livery. Captain was N MacIndoe.

[Loose rivets]

Tommy Gun was chief pilot of Mortons when I was there. He'd been given a lovely cigarette case with an inscribed picture of a Dove. It was in appreciation of landing wheels up with minimum damage.

That was about the time the new airport was being completed. At night, one could walk about in the passenger terminal in total solitude.

Memories again. But a DC3. Drove over the fallen wire fence and parked near the aircraft. There was a man asleep in a van, guarding it. It was full of newly printed money. Arriving at Basel we were met with soldiers and tanks.

[Chris Scott]

Chris, I imagine we probably got a one-off charter that your lot couldn't do.
It's hare to believe, but this thread has possibly given me the answer. I could fly our early Heron single crew, so it must have been below twelve-five. [...]
I don't know when the change to licensing rule I mentioned above (https://www.pprune.org/showthread.php?p=10746175) was introduced, and you haven't stated which year you were flying Herons single-pilot. And was it for public transport?
It occurs to me that, just as some airlines have operated a/c at reduced MTOWs to reduce landing fees, it might have been possible to do that with the Heron to enable single-pilot ops. But it wouldn't have been practicable if you wanted to carry 15 passengers more than a short hop.

Memories again. Two crew and we were headed back from Billund IIRC. I handed over to my young mate and settled into a snooze. I remember shouting, turn left onto one seven zero! as I commenced shut-down of number one.
Uuuuug! The engines couldn't be feathered, so the fuel pumps had to be lubricated by leaving the fuel on. Something like that. Can't quite remember. [...]
Yes, that makes sense with the engine still turning at around idle RPM.
For the non-cognoscenti: the only mark of Heron to have fully-feathering props from manufacture was the 2D. To re-cap, the Mk 1B (fixed undercarriage) and Mk 2 (retractable U/C) had a feature known as "positive coarse pitch", which reduced the drag somewhat with the power at idle. As someone else mentioned previously on this thread, a (perhaps unusual?) feature of the Gypsy Queen 30 constant-speed propellor system was that there was no separate RPM lever. I think the power lever (we called it a throttle, but that was a misnoma) must have had a detent at the idle position and some kind of latch which, when released, enabled the pilot to retard it further to the positive-coarse-pitch position.
The windmilling prop turning the engine must have continued to create some drag, which presumably explains why only the Mk 2D was compliant with the requirements of Performance-A, as we called it in those days.

[Flightwatch]

The last (nearly) airworthy Heron is up for sale. The group which owned and operated it has gone into liquidation and the receivers have put it up for sale. It is clearly visible from the main road where it has sat since it’s arrival from Coventry a year or more ago with the flaps blown fully down. See the article below

https://jerseyeveningpost.com/news/2020/04/17/classic-plane-for-sale-requires-some-work/

[Loose rivets]

7-7-75 G-ANXA For three days Manchester and on to Dounreay, left hand circuit of UK and then to Reims.

Peter's Aviation NWI had above and G-ANSZ G-APKW G-ANXB G-AXFH All were very basic and could be flown single crew.

Tabs Taberaham ran the show with me freelancing and trying hard to persuade them to expand with modern equipment since they had an AOC and a huge hangar. The UK needed that oil out of the sea, and Air Anglia and Peters were there in the early days. BA and DAN turned up at Aberdeen but it was the likes of Loganair that got to destination time and time again. I rode up front one day with Allen ? Famous for his situational awareness. Many on here will have known him. He made a turn and lo and behold, in seconds the coast appeared spot on. 'It's an eddy just at that point.' It was an eye-opener.
I was on DAKs then and found that if I never went up into cloud, there was no need to come back down through it. I'm bright like that. It was another fact that the air up in those latitudes was often crystal clear under the stratus. If I could see Fair Isle way to the left, I was in good shape to get the bizarrely off-set lead in lights on Sumbrough. VFR and a split-ar$ed turn around the Sumbrough Head Hotel and there was the 'long' runway.

Now here's something I've not said before - out loud - I asked the ministry of air bloke if there was any reason I shouldn't take what was a public transport flight at very low level. He was not in the best of moods. 'No use asking me, ?? has told me to back off'. ?? was a man in a suit who wanted the oil out of the sea.
There's much more to this story, but getting way off thread.

My goodness, there it is.

https://www.alamy.com/stock-photo-drive-to-sumbrough-hotel-shetland-subarctic-archipelago-scotland-uk-37450016.html?pv=1&stamp=2&imageid=0A933A55-4AE5-47C4-A9C7-929E532078F2&p=14505&n=0&orientation=0&pn=1&searchtype=0&IsFromSearch=1&srch=foo%3dbar%26st%3d0%26pn%3d1%26ps%3d100%26sortby%3d2%26r esultview%3dsortbyPopular%26npgs%3d0%26qt%3dsumbrough%2520sh etland%2520islands%2520subarctic%2520archipelago%2520scotlan d%2520uk%2520europe%26qt_raw%3dsumbrough%2520shetland%2520is lands%2520subarctic%2520archipelago%2520scotland%2520uk%2520 europe%26lic%3d3%26mr%3d0%26pr%3d0%26ot%3d0%26creative%3d%26 ag%3d0%26hc%3d0%26pc%3d%26blackwhite%3d%26cutout%3d%26tbar%3 d1%26et%3d0x000000000000000000000%26vp%3d0%26loc%3d0%26imgt% 3d0%26dtfr%3d%26dtto%3d%26size%3d0xFF%26archive%3d1%26groupi d%3d%26pseudoid%3d%26a%3d%26cdid%3d%26cdsrt%3d%26name%3d%26q n%3d%26apalib%3d%26apalic%3d%26lightbox%3d%26gname%3d%26gtyp e%3d%26xstx%3d0%26simid%3d%26saveQry%3d%26editorial%3d1%26nu %3d%26t%3d%26edoptin%3d%26customgeoip%3d%26cap%3d1%26cbstore %3d1%26vd%3d0%26lb%3d%26fi%3d2%26edrf%3d%26ispremium%3d1%26f lip%3d0%26pl%3d

[DaveReidUK]

The last (nearly) airworthy Heron is up for sale. The group which owned and operated it has gone into liquidation and the receivers have put it up for sale. It is clearly visible from the main road where it has sat since it’s arrival from Coventry a year or more ago with the flaps blown fully down. See the article below

https://jerseyeveningpost.com/news/2020/04/17/classic-plane-for-sale-requires-some-work/

Those of a certain age will know that particular Heron well.


https://cimg2.ibsrv.net/gimg/pprune.org-vbulletin/827x562/r_airfix_vintage_classics_de_havilland_heron_ll_a03001v_on_t he_latest_airfix_workbench_blog_77c0e197418089deaf9193970377 fd76f36a15ad.jpg

https://www.airfix.com/uk-en/news/workbench/jaguars-and-herons-receive-the-airfix-treatment

[treadigraph]

Those of a certain age will know that particular Heron well.

I've got the kit somewhere, not sure which decals come with it...

Delightful to 'ORG arrive overhead Duxford a few years ago, visiting Flying Legends or one of the other shows - very quiet as it let down int the circuit. I suspect that's the first time I'd seen a Heron airborne since Fairflight stopped using them. Hope she can be kept going...

[kenair]

Sharing the end story of De Havilland Heron DH114 14051 G-AZSO. 14051 was bought by Saunders Aircraft Corporation of Gimli Canada from Fairflight in 1974, flown to Gimli and converted to a Saunders Aircraft ST-27 #013/14015 turboprop by Saunders Aircraft Corporation in 1975. ST-27 #013/14015 was sold to a small air operation in Thunder Bay Canada call ON AIR in 1976.

ST-27 #013/14015 catches fire during a fuel pump repair while parked on the airport apron at Dryden Canada. The mechanic'ss 110V shop light rolled off the wing and the light bulb broke in a puddle of fuel and ignited. ON AIR wanted a cash settlement from the insurer while the insurer wanted to fix ST-27 #013/14015.

Repairs were made, however the owner deemed the repairs unsatisfactory, a lawsuit followed with a settlement I believe in favour of the owner ON AIR, however ST-27 #013/14015 never returned to service and sat dissasembled at the Thunder Bay Canada airport for many years.

more photos on my Saunders Aircraft blog at saundersaircraftblogspot
and we have a Saunders Aircraft Facebook Group with ST-27 pics ....... search Facebook for Saunders Aircraft Canada
cheers - ken

having trouble getting the photos to upload

[treadigraph]

Kenair, you need to have made 10 posts to be able to upload pics I think - any more stories? Or send me the pics and I'll upload them for you...

[kenair]

Kenair, you need to have made 10 posts to be able to upload pics I think - any more stories? Or send me the pics and I'll upload them for you...
I've sent you the photo links though "send an email" through the PPrune form. thanks - ken

[treadigraph]

Thanks Ken, herewith the pics:

https://cimg7.ibsrv.net/gimg/pprune.org-vbulletin/320x249/1_farflight_heron_41c24e5677a302ccbbb753a361e04cfd835f48f1.j pg
Fairflight Heron

https://cimg4.ibsrv.net/gimg/pprune.org-vbulletin/320x211/2_g_azso_b_dh114_at_gimli_via_ray_fread_498db336dabf5d452701 0d0638bdc218d9c50448.jpg
Fairflight Heron at Gimli being stripped out

https://cimg3.ibsrv.net/gimg/pprune.org-vbulletin/320x206/3_csl_1104_st_27_c_gcat_05f049c0857364c43c28cffad1c9f638bbcb dae3.jpeg
ON AIR ST-27 013/14051

https://cimg2.ibsrv.net/gimg/pprune.org-vbulletin/791x515/4_ray_fread_st_27_14051_1_c_gcat_ac3963a005136f2128f7ede8164 6573fb9d9e641.jpg
Apron fire
https://cimg1.ibsrv.net/gimg/pprune.org-vbulletin/782x501/5_ray_fread_st_27_14051_2_c_gcat_4ec0a9f7741ef91da5cb0e2453a 532b00f7b3b34.jpg

Link to story (https://saundersaircraft.********.com/search?q=on+air) - replace ******** with the usual wording...
https://www.facebook.com/groups/2763480640542919

[treadigraph]

https://youtu.be/5CnsAHJbvXw

[DaveReidUK]

Brings back memories - I only managed one ST-27 flight, IIRC it was Ottawa to Toronto Island on Air Atonabee/City Express.

[kenair]

Thank-you Treadigraph for posting the pics for me. Dave Saunders that started Saunders Aircraft Canada and the Saunders ST-27 passed away in April of 2020.
cheers - ken

[descol]

https://cimg6.ibsrv.net/gimg/pprune.org-vbulletin/1800x1111/fa_heron_8d4a9f6d8b368a67a3bc9d9cc7b08aa32892300e.jpg
Here's A Fiji Airways Heron at Funafuti in the mid 80s - we had problems with the elevator on approach and the local Works Dept spent the day repairing with fiberglass
apologies for the size

[dixi188]

IIRC the Heron and Dove flying controls were fabric covered, but the rest of the airframe was metal skinned, so that would be a fibre glass patch on fabric.
I wonder where that was in the MM.

[treadigraph]

Friends of mine lived in the Cook Islands circa 1970 and I recall a story about flying somewhere on a Heron (Fiji Airways rings a bell - but can't have been from Raratonga!) which suffered an inflight fire - someone dropped a cigarette in a waste bin - swiftly dealt with by the hostie!

[Fris B. Fairing]

Here's A Fiji Airways Heron at Funafuti in the mid 80s - we had problems with the elevator on approach and the local Works Dept spent the day repairing with fiberglass
apologies for the size

Works Department! Lucky they didn't use asphalt.

[Asturias56]

Works Department! Lucky they didn't use asphalt.

Yes the Nauru Funafuti flight would run every other week in the early 80's. If the winds were bad they would only take passengers one way as the cargo & mail had priority. So you could be stuck at either end for weeks - I knew someone who spent 6 weeks in Funafuti - the only option was to go Fiji (not a daily service then) - change airports - Brisbane - Singapore - Manilla- Nauru - which would take at least a week maybe two .......

The accommodation on board was ..."rustic"

[ancientaviator62]

Perhaps one of you chaps could confirm (or otherwise) this recollection from the early seventies. I had a beer with an Ozz Heron pilot in Fiji who told me that under the Australian regulations on trips of a certain length he was required to take an astro shot. This despite being single pilot and no autopilot.

[kenair]

Perhaps one of you chaps could confirm (or otherwise) this recollection from the early seventies. I had a beer with an Ozz Heron pilot in Fiji who told me that under the Australian regulations on trips of a certain length he was required to take an astro shot. This despite being single pilot and no autopilot.
anyone know? I wonder if the Herons that flew UK to North American took astro shots as well.

[Fris B. Fairing]

I have just received this from a pilot who flew Herons with Fiji Airways.

Fiji Airways regional destinations in the 1960’s had no alternatives. A low range disel beacon and no night lighting or engineering facilities. Hence no night navigation needed. All flights had to carry 2 hours minimum island reserve fuel. Sometimes flight planning had to bend the rules on one leg.

The sextants were rather large – ex Qantas beasts mounted in the front escape hatch. Passenger seating was only ten with #1 seat position becoming a chart table and #2 a sideways navigators position. A drift sight was also mounted at the cabin side at #2 seat and the navigator was usually the skipper with the co pilot then doing the handling from the left hand seat. On some legs for over 5 hours – no auto pilots! Each Astro position line was the product of three two minute observations with two two minute gaps between them. All averaged out and not forgetting about 5 minutes for calculations.

Remaining pax seats become toilet at 15, galley # 14 , and #13 the TGE (travelling ground engineer) who was also the steward serving the box lunches and coffee!

[ancientaviator62]

Fris B,
Many thanks for confirming that my few remaining memory cells have not totally quit !

[Gordomac]

Lockdown idleness has led me to a daily, rather than, mostly, week-end sweep through threads and discovered this one today. Deep joy. Scrolling down, I wondered why there was no reference to .Morton Air Services who operated both the Dove & the Heron, but, there it was.

I was a wanabee at the time & employed as a D/O at Gatters. Apart from Tommy Gun, Charlie Moss was Crewing Manager but an Ex Radio Operator . I was ordered to ready the Dove as Tom & Charles were going to get airborne for some Air Test, or something. All ready, in swept Tommy asking for the "Operations stop-watch followed by Charles carrying a headset. Blimey, off they walked from the Flight Watch Office direct to the Dove, parked outside (I ordered that ) and off they went. I wondered if we would ever see them again . Halcyon days.

[binbrook]

Have I missed a mention of the Heron which the RAF provided for the use of Gus Walker when he was Deputy C-in-C AFCENT in the late 1960s? AFAIR the Luftwaffe luckily provided a Convair as well.

[briani]

Flew Bahrain/Muscat (before the Muscat terminal building existed} in Gulfair heron. Peters at Norwich operated Herons/

[Flightwatch]

The last (potentially) airworthy Heron was sold at auction in Jersey yesterday for the princely sum of £1! The new owner is now going to organise a crowd funding effort to raise money for required maintenance. Hope it works.

[DaveReidUK]

I'd be surprised if the target of £50k was enough to get it flying again, though I see that Plan B is to restore it as a ground exhibit, which sounds more realistic.