Planko: It is merely my 'surmisation' but .. I believe they may have built the little tail-skid trolley to prevent unintentional contact with the ground while manoeuvring her. I think that even with the oleos fully pumped the 'stinger' may sit precariously close to the ground and its my guess that they are simply being ultra-cautious. As you know, even a small incline in the surface can bring the tail fairly low and, if they were pushing her backwards, it could inflict some unwanted damage on the now delicate beast.
Yoyo: Thank you for your investigative work! Hopefully you've come up with the location, great stuff!
Planemike: The CAA have however allocated some pretty rude registrations and I believe it was PPRuNer Brilliant Stuff who alluded some pages back to one craft in particular and which I think I promised to do a piece on - I shall have to get round to it. The 'rude' craft in question has been mentioned on PPRuNe (long ago) although not on the Nostalgia Thread.
By the way, did you notice the tail section of your beloved De Havilland Express in Yoyo's photograph?
Bell 47G-5 G-AYMY as seen at Coventry Airport in August 1979 (Photo: Martin Harrison)
"MY" is seen here sporting Bristow colours although, at the time of this photo she was owned by BEAS. Not perhaps altogether strange for we have seen earlier in the thread how the Bell 206 G-BEWY was another BEAS owned craft on lease to Bristows.
Doubtless taken in the Dollar hangar at Coventry (hangar no.8 I believe someone mentioned long ago when we were looking at the beautiful G-JAMI). Behind her (I am certain) is G-BAKF the Dollor 206 who's identity eluded us for many-a-week near the beginning of the thread when we were treated to Speechless Two's wonderful photo-journal of his Rhodesian expedition.
AYMY was brought into the UK by CSE in 1970, sold to BEAS in 1971 who in turn sold her to Nelhams Productions of Southend in 1980. The craft was finally exported to Cyprus in 1982 where she ended her days as 5B-CEQ.
I think that to say the aircraft was leased to Bristow is not strictly accurate. After Bristow bought BEAS in 1977 they continued to use the company name as a flag of convenience. As an example that most famous of Bell 212's G-BALZ was still registered to BEAS as late as 1994.
Certainly the Dollar hangar. I seem to remember the overhaul shop as being behind the 206. I think Bristow had either an electricity or gas line patrol contract which they used the 47's on.
Last edited by ericferret; 18th Jan 2013 at 18:55.
Eric: Many thanks. This helps put things in perspective.
Knowing you are a Bölkow man (from our days in Africa) BEAS had a 105D in their stable (G-AZOM) also 'on lease' or flying 'under convenience' for Bristow. This was the 105 which ditched off the coast of Skegness in July 1984.
You mentioned G-BALZ .. and here is one of her compatriots:
Bristow Bell 212 G-BCMC as seen at Aberdeen's Dyce Airport in August 1977 (Photo: Martin Harrison)
This "Master of Ceremonies" was with Bristows from August 1974 until August 1999 when she was sold to Spain to fly as EC-HFX. She was finally sent to Peru (where I believe she ended her days) flying as OB-1972-P.
Sav, as you rightly recall once upon a time, a Bristows painted Bo105 flying on loan to a certain other North Sea operator (who favoured an all red colour scheme) went for a swim in the shallows off Skegness.
On the day, the aircraft was being flown by a certain family member of the 'other' company, who was duly carted off to hospital on being rescued from the drink. He was fine, but whilst enjoying all the nurses' attention kept being pestered by a member of the local press, eager to learn the details of the ditching. Our bed ridden hero, feeling a little overwhelmed perhaps by all the excitement of the day, managed only to tell the journalist one salient fact; that as the colour scheme would suggest the aircraft was indeed one of Bristow's machines, (not letting on that it was being operated by their number one competitor on the day!).
Having heard it from the man himself, I'm inclined to believe it's a true story. It's certainly a good one, from the days of plenty of healthy competition between all the North Sea operators.
Here's another red Bo105, location Aberdeen, this one actually owned and operated by Bond back in the 80s.
My recollection is that AZOM was resprayed in Bond colours prior to the accident. As the hangar facility at Strubby was owned by Conoco they were very unimpressed to find their offices full of paint fumes. Bond had some serious questions to answer as they had been warned before about paint spraying in the hangar.
I believe the accident flight was a Conoco VIP trip. 24/07/1984
I last saw AZOM at Gleneagles Helicopters Edinburgh. They bought the wreck. They operated G-BAFD at the time.
Last edited by ericferret; 20th Jan 2013 at 12:19.
G-BGKJ was the full registration (withdrawn from service 1994). The added picture below from the same day showing that the flight was a 'casevac' mission for an offshore based passenger. Sorry can't remember the details, but such flights were / are not uncommon in the North Sea.
One extra for you, this time G-BEZJ in my garden at the time. Can't say more, have to protect the guilty!!
Yes ... I can add a wee bit to the Adam Faith yarn since he was mighty friendly and family associated with the financial boss of the successor company to Spooner Aviation ... being Stanley Powell who set up Southern Air @ Shoreham.
Around 1982, I was duly dispatched to Mr Faith's home in East Sussex where I found him accompanied by a rather nice young lady who had recently left an even 'famouser' and permanent 'Top of the Pops' scene singer. Terry started his training with me on the ubiquitous Enstrom and was likely to have made a good and careful rotary man. However, Mr Powell advised me that the said Terry was in touch with the Bristow firm and he continued his PPL training at Redhill. And yes, he did manage rather well to put the B47 down close to the M3 after the engine quit ... but I was given to understand it was the mixture control that caused the problem on the transition circa 500 feet.
Anyway, God bless the lovely man who entertained we 'young uns' so well, when the buzz word was 'baby' this and 'baby' that for anything vocal! Such happy days! Dennis K
... and just as a 'quickie' and to confirm the Adam Faith date ... 'twas 26th February 1980 at his Ticehurst, East Sussex home. For the reggie buffs, the Enstrom was G-BAWI. (like to keep things in nice order!) DRK
Planemike: Thanks for the heads-up on the registration which, as you can see, turned-out to be spot on! It was interesting for me because G-BGKJ is a craft I have never come across before and which is hardly surprising given that she seems to have spent most of her life in the far north.
Planko: Great stuff (again)! If that is really your garden (as opposed to your field) if so may I recommend the Stihl Brushcutter or .. perhaps a small flock of sheep which could graze the area for future landings!
Its interesting to see the HF antena on "KJ". Was this common?
Bell 47 console
ShyTorque: The heater lever seems to be black and square and identified by an 'H' while the other lever is round and red with 'knobbly' bits on it. Doubtless for pilots using Braille! Anyway, well done to Adam for getting his craft safely down.
Denissimo! Great stuff! And for those interested .. there's a shot of G-BAWI on page 32.
EricFerret mentioned the former Ferranti Bölkow G-BAFD and her stay with Gleneagles but, as we know .. she went on to become 'another' Bond girl:
MBB Bo105 G-BAFD at Aberdeen's Dyce Airport in 1995 (Photo: Graeme Lovell)
'The Ferret' also made mention of Conoco and so it only seemed right to post a further 105 which flew for them and which also ended up with Bond:
MBB Bo105 G-BAMF as seen at Aberdeen's Dyce Airport on 20th August 1978 (Photo: Steve Stoneman)
Formed in the mid-1960's Management Aviation first engaged in agricultural operations until they bought their first twin, the Bo105 G-AZOR, in 1973. From then on they swiftly moved into supporting North Sea operations.
At the close of 1979 it was said that they had a fleet of some twelve Bo105's operating mainly under their subsidiary North Scottish Helicopters.
Initially an all-white scheme followed later by a dayglo red, the livery seen here on G-BAMF seems to have been a combination of the two earlier schemes.
When G-BAMF was retired in 2005 she was thought to be one of the highest time 105's anywhere in the world having amassed some 23,000 hours.
More likely this is an intermediate scheme. Certainly by 1982 all the Management fleet were all red. The next change was the removal of Management Aviation decal and the addition of the Bond helicopters wording and the flying ar*ehole logo (as known to Bond staff).
Last edited by ericferret; 21st Jan 2013 at 13:59.
I've just spent the last couple of days going through this fantastic thread - probably the most interesting one that I've ever read on PPRuNe. Whilst I'm a plank PPL, I was fortunate during the 90's to work part-time for Cabair as a ground crew manager running some of their pleasure flying. In fact strangesteve on page 90 posted a picture of G-DOFY at Stoneleigh where there was a good chance of me being there as well!
It is with this in mind that I am curious since Cabair's demise to find out what happened to some of their aircraft. I saw from an earlier post that DOFY is at Castle but what about the following AS355's:
G-BTIS (referenced in a very early post) G-OHCP G-OBIG
Also, they also had a Long Ranger in the 90's - G-LONG (not the same as the one referenced earlier). IIRC correctly this suffered an engine failure, did it ever fly again?
Airmail seems to suggest that the reg G-LONG belonged to two different helicopters. If I have it right then that is not possible as one is not allowed to move a reg from one aircraft to another. Something to do with maintenance records.
...If I have it right then that is not possible as one is not allowed to move a reg from one aircraft to another. Something to do with maintenance records. ...
Not too sure about the UK atm BUT with most authorities (?) if the aircraft registrations are transferred correctly there is nothing to stop different aircraft have the same registrations (but at different times) .... there are very obvious notations made in the a/c tech logs and maint. records to reflect those changes.
In principle Geoffers is correct, it is not possible to reuse a set of registration marks in the UK registration system. There have been very few exceptions. If the marks "have not been taken up" (i.e. used on an aircraft), it was possible to reallocate them.