The Rotary Nostalgia Thread
Thread Starter
.. I seem to think it did a few trips to the Antarctic.
A view of the helideck aboard the MV Nella Dan as she pushes through pack ice in Antarctica on 30th November 1981. Bell 206 VH-WNB in the foreground with two Hughes 500C's in the rear one of which (on the left side of the photo) is most likely VH-BAG
I think the Hughes 500 on the right might be VH-BAD. The base of the single letter on the centre panel of the nose bubble is just visible under the JR rotor blade and it looks like it could be a "D". Here is a link to a photo of VH-BAD, another Antarctic Warrior.
VH-BAD(3)
Regarding the "HS" attached to the Hughes 369HS version of the Hughes 500, here is my latest attempt to unravel the various early designations assigned to this type by the manufacturer. This information is based on the contents of various sales booklets and brochures released by Hughes from 1966 onwards and found on ebay.
Hughes 500, Hughes 500M and Hughes 500U
Although certificated as the "H369", the marketing folks at Hughes decided to give the new (in 1966) civilian version of the Hughes OH-6A the name "Hughes 500". The earliest document I have refers to these three versions, the "Hughes 500" which was aimed at the Executive Transport market. The Hughes 500M was similar to the original OH-6A and featured just a few detail changes and was aimed at the export military market. The other version was the "Hughes 500U" which was the basic version for use in the utility role. Only Ship No.1 was flying when this particular booklet was released so the 500U designation was a proposed title for the utility version but was actually never applied to a flying airframe.
Hughes 500E (HE) and Hughes 500S (HS)
The first eleven 500s built from 1966 onwards were a mix of prototypes and early production ships. Five of these were certificated as the "Hughes 369H". Three were retained by Hughes for testing and the other two were sold to customers (Ships No.1, and 6). Four were constructed as military HM versions, two as HS versions and finally the first HE.
The Hughes 500 was, by about 1968, given the designation "Hughes 500E" with the "E" designating it as the executive transport version. This had the plush interior and was marketed as a five seater! This is the Hughes 369HE. The Hughes 500U designation was replaced by the "Hughes 500S" which again was the basic utility version. This is the Hughes 369HS. (I'm not sure what the "S" standards for). The military Hughes 500M was the Hughes 369HM and was also sold to a few civilian customers, EI-AVN and EI-ATY being two civvie M's. It seems the the Hughes 500E and 500S designations weren't really pursued by the Hughes marketing department and the "real" Hughes 500E didn't appear until 1982. The design was further refined in 1970 and was marketed as the Hughes 500C from there on, while still retaining the Hughes 369 HE and HS certifications. The C was the final production version of the 500 with the four-blade main rotor and Y-Tail.
What actually constitutes a Hughes 500C is open to debate. Is it a 500 with a C-20 engine and metal tail rotor blades or does a 500 with the C-18 engine and metal tail rotor blades also qualify as a 500C? Many will tell you that there are plenty of 500s marked up as "C's" and have the C-18 engine so I'm not sure. The marketing literature does refer to the C-20 engine as being part of the upgrade. I hope this helps but it may well muddy the waters further!
500 Fan.
VH-BAD(3)
Regarding the "HS" attached to the Hughes 369HS version of the Hughes 500, here is my latest attempt to unravel the various early designations assigned to this type by the manufacturer. This information is based on the contents of various sales booklets and brochures released by Hughes from 1966 onwards and found on ebay.
Hughes 500, Hughes 500M and Hughes 500U
Although certificated as the "H369", the marketing folks at Hughes decided to give the new (in 1966) civilian version of the Hughes OH-6A the name "Hughes 500". The earliest document I have refers to these three versions, the "Hughes 500" which was aimed at the Executive Transport market. The Hughes 500M was similar to the original OH-6A and featured just a few detail changes and was aimed at the export military market. The other version was the "Hughes 500U" which was the basic version for use in the utility role. Only Ship No.1 was flying when this particular booklet was released so the 500U designation was a proposed title for the utility version but was actually never applied to a flying airframe.
Hughes 500E (HE) and Hughes 500S (HS)
The first eleven 500s built from 1966 onwards were a mix of prototypes and early production ships. Five of these were certificated as the "Hughes 369H". Three were retained by Hughes for testing and the other two were sold to customers (Ships No.1, and 6). Four were constructed as military HM versions, two as HS versions and finally the first HE.
The Hughes 500 was, by about 1968, given the designation "Hughes 500E" with the "E" designating it as the executive transport version. This had the plush interior and was marketed as a five seater! This is the Hughes 369HE. The Hughes 500U designation was replaced by the "Hughes 500S" which again was the basic utility version. This is the Hughes 369HS. (I'm not sure what the "S" standards for). The military Hughes 500M was the Hughes 369HM and was also sold to a few civilian customers, EI-AVN and EI-ATY being two civvie M's. It seems the the Hughes 500E and 500S designations weren't really pursued by the Hughes marketing department and the "real" Hughes 500E didn't appear until 1982. The design was further refined in 1970 and was marketed as the Hughes 500C from there on, while still retaining the Hughes 369 HE and HS certifications. The C was the final production version of the 500 with the four-blade main rotor and Y-Tail.
What actually constitutes a Hughes 500C is open to debate. Is it a 500 with a C-20 engine and metal tail rotor blades or does a 500 with the C-18 engine and metal tail rotor blades also qualify as a 500C? Many will tell you that there are plenty of 500s marked up as "C's" and have the C-18 engine so I'm not sure. The marketing literature does refer to the C-20 engine as being part of the upgrade. I hope this helps but it may well muddy the waters further!
500 Fan.
Last edited by 500 Fan; 24th Nov 2012 at 10:24.
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Both BAD & BAG did several trips to the Antarctic, I had the pleasure of flying both in Tasmania. Strange to say but BAD used to beak down more regularly than BAG! Maybe the letters should have been changed!
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Another early operator on behalf of Police were-World Wide helicopters from Biggin Hill who provided a Bell 47 Nxxx registered to Southend Constabulary in 1960 or 61 based at the Kursaal car=park just east of Southend Pier. I used t have a picture taken from the Southend Standard but cannot locate it right now.
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Mr. Osborn said: "Strange to say but BAD used to break down more regularly than BAG!!
Well, seams the reg's letters makes difference Photos: Antonov (PZL-Mielec) An-2 Aircraft Pictures | Airliners.net
I hope you don't mind my off topic comment
Well, seams the reg's letters makes difference Photos: Antonov (PZL-Mielec) An-2 Aircraft Pictures | Airliners.net
I hope you don't mind my off topic comment
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G-BDKD
G-BDKD was mothballed following a main bearing failure in 2008. Parts were removed to repair the crash damaged G-BRZG which I bought, flew for a year and subsequently sold.
Since then BDKD has been repaired and refurbished but is not quite ready to fly again yet. The engine was fixed by Norvic. The tailcone went back on last week having had a new coat of paint (after 15 coats were removed!). I have a lot of new parts including new TR blades and gbox. Nearly new MR blades(200hrs) etc etc. I hope to have her flying again in the spring.
Its looking good so far!
edit. I love the new pics of KD that keep emerging on this thread. I have owned her for 12 years now and have done over 1000 flights. I'm very fond of her.
Since then BDKD has been repaired and refurbished but is not quite ready to fly again yet. The engine was fixed by Norvic. The tailcone went back on last week having had a new coat of paint (after 15 coats were removed!). I have a lot of new parts including new TR blades and gbox. Nearly new MR blades(200hrs) etc etc. I hope to have her flying again in the spring.
Its looking good so far!
edit. I love the new pics of KD that keep emerging on this thread. I have owned her for 12 years now and have done over 1000 flights. I'm very fond of her.
Last edited by Gaseous; 25th Nov 2012 at 21:29.
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Just a small attempt to keep the thread „airborne“ until Savoia back
SA.341G c/n 1063 while with Griffair Ltd. during Jul 1989. Badly damaged in heavy landing on Hall Lane Farm, Runcorn 07.03.1990. and w/o in July same year.
Btw, Sav hurry up, Rotary Nostalgia is already on 4th page and slipping down!
SA.341G c/n 1063 while with Griffair Ltd. during Jul 1989. Badly damaged in heavy landing on Hall Lane Farm, Runcorn 07.03.1990. and w/o in July same year.
Btw, Sav hurry up, Rotary Nostalgia is already on 4th page and slipping down!
Last edited by Zishelix; 7th Dec 2012 at 07:03.
Thread Starter
Aeromega
Grazie Zis! 
On page 53 we have a photo which captures Aeromega 206's at the Westcliff Leisure Centre during the 1980's.
Herewith a little more Aeromega nostalgia:
Aeromega Bell 206B JetRanger II G-BBUY as seen at Cranfield in August 1987 (Photo: Malcolm Clarke)
BBUY, although wearing Aeromega's livery was registered to 'Hecray' at the time of this photo. The following year this craft became G-HMPH.
Aeromega 206's at the Southend Airshow in 1987
Left to right: G-FLCH (registered to 'Quakebrook') now flying as G-NATO, G-BBCA and perhaps G-BBUY and .. at the very end .. a Gazelle.
Aeromega pilot Rob Flexman collects material to be published (probably in a daily newspaper) from a snowbound Hillbrow Farm on 17th January 1987
On page 53 we have a photo which captures Aeromega 206's at the Westcliff Leisure Centre during the 1980's.
Herewith a little more Aeromega nostalgia:
Aeromega Bell 206B JetRanger II G-BBUY as seen at Cranfield in August 1987 (Photo: Malcolm Clarke)
BBUY, although wearing Aeromega's livery was registered to 'Hecray' at the time of this photo. The following year this craft became G-HMPH.
Aeromega 206's at the Southend Airshow in 1987
Left to right: G-FLCH (registered to 'Quakebrook') now flying as G-NATO, G-BBCA and perhaps G-BBUY and .. at the very end .. a Gazelle.
Aeromega pilot Rob Flexman collects material to be published (probably in a daily newspaper) from a snowbound Hillbrow Farm on 17th January 1987
Thread Starter
Design Nostalgia:
Bell evidently allocated design numbers (prefixed with a "D") for their various projects. This was D-18, an early four bladed design. It looks as though it should be contra-rotating but I don't think it is, hence the tail rotor.
This project was designated D-1007 and was intended to be nuclear powered, to fly at 175 kts and was some 300ft long!
Ah, atomic helicopters .. those were the days!
Bell evidently allocated design numbers (prefixed with a "D") for their various projects. This was D-18, an early four bladed design. It looks as though it should be contra-rotating but I don't think it is, hence the tail rotor.
This project was designated D-1007 and was intended to be nuclear powered, to fly at 175 kts and was some 300ft long!
Ah, atomic helicopters .. those were the days!
Thread Starter
53 years ago today:
President Dwight D. Eisenhower arrives aboard the USS Des Moines (CA-134, Des Moines-class heavy cruiser) courtesy of a US Marine Corps Sikorsky HUS-1 Seahorse on 15th December 1959. The cruiser was moored in Athens harbour, Greece and the President was accompanied by USN Capt. Evan P. Aurand. The visit was part of Eisenhower's 'Eleven Nation Goodwill Tour' which took place between 3-22nd December. (Photo: Courtesy of US Naval Historical Center)
President Dwight D. Eisenhower arrives aboard the USS Des Moines (CA-134, Des Moines-class heavy cruiser) courtesy of a US Marine Corps Sikorsky HUS-1 Seahorse on 15th December 1959. The cruiser was moored in Athens harbour, Greece and the President was accompanied by USN Capt. Evan P. Aurand. The visit was part of Eisenhower's 'Eleven Nation Goodwill Tour' which took place between 3-22nd December. (Photo: Courtesy of US Naval Historical Center)
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Photo's from the 1990's
Here's some of my photo's, these being from the early 1990's taken when Northern Electric were putting in a new feeder near Wynyard Hall, County Durham.
This next shot from what I can remember the pilot had to do a 360o turn to try and keep the pole under control as it was a windy day:
This next shot from what I can remember the pilot had to do a 360o turn to try and keep the pole under control as it was a windy day:
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Some more from the 90's
This Robinson R22 was based at Croft Racing Circuit
I was lucky this day as I got to Teesside Airport and this AAC Lynx was in, watched him for about half an hour before he took off and as the pilot lifted, he did a 360 degree turn in front of me and then flew over head.
This was Noel Edmonds piloting his own Squirrel, G-HELN into Stoneleigh for the Kit Car Show one year.
This Jet Ranger, G-DOFY was doing Pleasure Flights at the same event.
I can't remember where I snapped G-HRAY, it may of been in Yorkshire at a Steam Rally.
I was lucky this day as I got to Teesside Airport and this AAC Lynx was in, watched him for about half an hour before he took off and as the pilot lifted, he did a 360 degree turn in front of me and then flew over head.
This was Noel Edmonds piloting his own Squirrel, G-HELN into Stoneleigh for the Kit Car Show one year.
This Jet Ranger, G-DOFY was doing Pleasure Flights at the same event.
I can't remember where I snapped G-HRAY, it may of been in Yorkshire at a Steam Rally.
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And the Last for the moment.
These Jet Rangers were under going maintenance on 21st October 1993 at Teesside Airport
Again this was Teesside Airport but on a different day.
Hope you like them all.
Steve
Again this was Teesside Airport but on a different day.
Hope you like them all.
Steve
Thread Starter
Steve great shots, most enjoyable!
The aircraft below first debuted on page 68:
Bell 206A JetRanger G-AYMW at London Gatwick Airport on 11th June 1971 (Photo: Keith Harper courtesy of David Haines)
In the photo on page 68 'MW' is still wearing 'shorts' whereas here we see her on 'pop-outs' and with the addition of a Decca DANAC (moving map) navigator having been installed (the teardrop antenna beneath the baggage compartment).
AYMW was registered to BEAS in November of 1970 and was sold to Wykeham Helicopters in September 1973 and with whom she remained until 1984. During that time she evidently spent some seven years in Eire (between '73 and '80).
From 1984 she was a 'Dollar bird' but came a cropper in County Meath (Ireland) in 2004.
An excerpt from the accident report reads:
"The helicopter was engaged in aerial filming of the Megalithic Passage Tomb at Newgrange, Co. Meath. During its fourth orbit of the mound, the helicopter was seen to yaw suddenly to the right and spiral out of control. Appropriate corrective action by the Pilot, ie of opposite left pedal, reduction of collective and pitching the nose down to increase airspeed, proved ineffective as the helicopter continued yawing right in a spiral descent. The helicopter impacted heavily into a field immediately east of the mound, but remained upright. The three persons on board suffered various sudden impact injuries and were transferred to hospital by the emergency services a short time later. There was no fire. Distribution and analysis of the wreckage and the evidence of an eyewitness determined that the helicopter was fully intact at the point of initial impact. An engineering investigation did not find any technical fault that could have accounted for the accident. Onboard film footage recovered from the accident site did, however, provide evidence that the helicopter was operating in a part of the flight envelope where it was susceptible to loss of tail rotor effectiveness (LTE)."
The aircraft below first debuted on page 68:
Bell 206A JetRanger G-AYMW at London Gatwick Airport on 11th June 1971 (Photo: Keith Harper courtesy of David Haines)
In the photo on page 68 'MW' is still wearing 'shorts' whereas here we see her on 'pop-outs' and with the addition of a Decca DANAC (moving map) navigator having been installed (the teardrop antenna beneath the baggage compartment).
AYMW was registered to BEAS in November of 1970 and was sold to Wykeham Helicopters in September 1973 and with whom she remained until 1984. During that time she evidently spent some seven years in Eire (between '73 and '80).
From 1984 she was a 'Dollar bird' but came a cropper in County Meath (Ireland) in 2004.
An excerpt from the accident report reads:
"The helicopter was engaged in aerial filming of the Megalithic Passage Tomb at Newgrange, Co. Meath. During its fourth orbit of the mound, the helicopter was seen to yaw suddenly to the right and spiral out of control. Appropriate corrective action by the Pilot, ie of opposite left pedal, reduction of collective and pitching the nose down to increase airspeed, proved ineffective as the helicopter continued yawing right in a spiral descent. The helicopter impacted heavily into a field immediately east of the mound, but remained upright. The three persons on board suffered various sudden impact injuries and were transferred to hospital by the emergency services a short time later. There was no fire. Distribution and analysis of the wreckage and the evidence of an eyewitness determined that the helicopter was fully intact at the point of initial impact. An engineering investigation did not find any technical fault that could have accounted for the accident. Onboard film footage recovered from the accident site did, however, provide evidence that the helicopter was operating in a part of the flight envelope where it was susceptible to loss of tail rotor effectiveness (LTE)."
Thread Starter
Imelda 'Shoes' Marcos Christens what is probably a 330 J model Puma of the Philippine Air Force by pouring Champagne over its nose c. early 80's
Information about Pumas in the Philippine Air Force is sketchy but, word on the web is that there the 252nd Helicopter Squadron of the 250th Presidential Airlift Wing was based in Villamor Air Base and in the early 80's operated at least one 'J' model Puma. I am wondering, if they had a 250th Presidential Airlift Wing does this mean they had 249 Airlift Wings beforehand?
Aérospatiale SA 330J 'Presidential' Puma of the Philippine Air Force c. early 1980's
This aircraft was evidently the Philippine Presidential transport of the early 80's and accommodated an air conditioned VIP interior and may have been the craft which the 'Steel Butterfly' was Christening in the top photo although the craft above seems to lack the emergency floats.
I don't think the PAF had many Pumas in their inventory.
I'm not sure if the Antarctic Hughes 500s featured previously in this thread or the Hughes/MD500 photo thread but here is an interesting photo.
Copyright: Carl McMaster.
The photo was taken during the 1975-76 Antarctic season. I'm not sure if it was an ANARE operation or some other Australian Antarctic project. The helicopters are two Hughes 500s from Jayrow Helicopters. They travelled to the continent on the Nella Dan vessel with another helicopter (presumably another 500) and a Pilatus Porter. Vic Barkel was the Senior Pilot on this trip. I wish there was more information available on the Jayrow Antarctic Operations from the late sixties and early seventies. I'm sure it would make for a great book!
500 Fan.
Copyright: Carl McMaster.
The photo was taken during the 1975-76 Antarctic season. I'm not sure if it was an ANARE operation or some other Australian Antarctic project. The helicopters are two Hughes 500s from Jayrow Helicopters. They travelled to the continent on the Nella Dan vessel with another helicopter (presumably another 500) and a Pilatus Porter. Vic Barkel was the Senior Pilot on this trip. I wish there was more information available on the Jayrow Antarctic Operations from the late sixties and early seventies. I'm sure it would make for a great book!
500 Fan.
Last edited by 500 Fan; 21st Dec 2012 at 16:59.
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Mmmm ....
Yes ... those 500's belong to Vowell Air Services (they're still in their blue paint scheme which didn't change till the following year) and it looks like they are at the Mount King Base camp in Antarctica. I vaguely remember it being some 400 Nmls from Mawson. I think the year might have been was 1976/7.
The bare U/C legs was to allow for easier 'role change' when removing the 'pop out float' kits and vice versa (anyone who has done this job knows what I mean!!) and to make it easier to tie the a/c down on the ship and on the 'Ice'.
Vic Barkel was the lead pilot (he came over to Vowells when they got the contract) he was 'The Man' in the Antarctic Divisions eyes ... I seem to remember Lt Col. Alf Argent (ANARE) also was there as well as Bill English and I think(?) Brian Miller.
The Pilatus Porter was sent by 'Forrester Stephens Aviation' ... and flown by Dick Trippett (ex Aus Army) their Engineer was I seem to remember a (Swiss German ?) named Holger ????? ... oh didn't we have lotsa fun getting the drift snow out of it after a Blizzard struck ...
Anybody there then will probably still be nauseated by the smell of a Frey Bentos Steak & Kidney pie anywhere near them!! (and you DID have to have been there !!).
I think(?) the 500 behind the intrepid explorer is VH-PMY ... the others will be VH-BAG and VH-BAD.
Ahh the memories come flooding back
Edit: might have possibly been the 77/78 expedition .. time blurs all memory ..
largish scruffy bloke in centre frame might be **** Robinson/Robertson (???) who was the senior aircraft engineer on site ???
Yes ... those 500's belong to Vowell Air Services (they're still in their blue paint scheme which didn't change till the following year) and it looks like they are at the Mount King Base camp in Antarctica. I vaguely remember it being some 400 Nmls from Mawson. I think the year might have been was 1976/7.
The bare U/C legs was to allow for easier 'role change' when removing the 'pop out float' kits and vice versa (anyone who has done this job knows what I mean!!) and to make it easier to tie the a/c down on the ship and on the 'Ice'.
Vic Barkel was the lead pilot (he came over to Vowells when they got the contract) he was 'The Man' in the Antarctic Divisions eyes ... I seem to remember Lt Col. Alf Argent (ANARE) also was there as well as Bill English and I think(?) Brian Miller.
The Pilatus Porter was sent by 'Forrester Stephens Aviation' ... and flown by Dick Trippett (ex Aus Army) their Engineer was I seem to remember a (Swiss German ?) named Holger ????? ... oh didn't we have lotsa fun getting the drift snow out of it after a Blizzard struck ...
Anybody there then will probably still be nauseated by the smell of a Frey Bentos Steak & Kidney pie anywhere near them!! (and you DID have to have been there !!).
I think(?) the 500 behind the intrepid explorer is VH-PMY ... the others will be VH-BAG and VH-BAD.
Ahh the memories come flooding back
Edit: might have possibly been the 77/78 expedition .. time blurs all memory ..
largish scruffy bloke in centre frame might be **** Robinson/Robertson (???) who was the senior aircraft engineer on site ???
Last edited by spinwing; 25th Dec 2012 at 00:04.
