View Full Version : The Rotary Nostalgia Thread

Pages : 1 2 3 4 5 6 7 [8] 9 10 11

29th Dec 2012, 12:45
BA S61N G-BEWL at Dublin Airport with a USMC VH-3D on 3rd June 1984 (Photo: Ken Meegan)
That photo was taken at the end of the day when President Reagan was in Ireland and he visited the village of Ballyporeen where his great-grandfather lived. As well as BA 61's they had a couple of Chinooks, BCAL 61's and a 214ST ferrying the media circus around.

29th Dec 2012, 13:02
Some shots from family archives if of interest to anyone.

Would love to know a little more about the yellow helicopter on the truck.






29th Dec 2012, 18:12
Coould be a Djinn.....................? VFR :confused:

29th Dec 2012, 18:56
Fairey Ultra-Light Helicopter G-AOUK, First flight 1955, work abandoned 1959.
Plenty of photos etc on Google.
One to see at the rotorcraft museum, Weston Super Mare

29th Dec 2012, 19:34
Coould be a Djinn.....................?

The only Djinn you know comes with tonic and lime.... :}

30th Dec 2012, 14:13
Fairey Ultra-Light Helicopter G-AOUK, First flight 1955, work abandoned 1959. Plenty of photos etc on Google.
One to see at the rotorcraft museum, Weston Super Mare

One of it's sister ships G-APJJ is on display at Midland Air Museum Baginton (aka Coventry Airport).


30th Dec 2012, 18:51
Lovely colour record of the 1958 RAeS Annual Garden Party at Charles Hughesdon's home at Dunsborough Park, Ripley. Flight report on
unsborough park | widgeon g-aktw | florence desmond | 1958 | 0785 | Flight Archive (http://www.flightglobal.com/pdfarchive/view/1958/1958%20-%200785.html)

31st Dec 2012, 14:58
HELICOPTER PARTY - British Pathé (http://www.britishpathe.com/video/helicopter-party)

31st Dec 2012, 16:54
C16: One should love to have seen some more evidence of this event!

LOZZ: These are wonderful images, bravo! As EricFerret mentioned, the little yellow craft is the Fairey Ultra-Light, some further details here:

The Fairey Ultra-Light was a two-seat helicopter which used a Turbomeca Palouste turbine engine for propulsion. Air from the centrifugal compressor was sent to the blade tips where it was mixed with the same fuel as was supplied to the turbine to create additional thrust using tiny combustion chambers. The project was originally developed to meet a British Army specification for an aerial observation platform and, in September 1956 and again in 1957, was displayed at Farnborough, operating from the back of a standard truck. It demonstrated outstanding capabilities, in particular, a rate of climb of 6.75m/s and a rate of descent in autorotation of 20m/s. Subsequent development included trials with the Royal Navy, operating from the deck of a destroyer, HMS Undaunted, but the project was eventually cancelled in 1959.

Fairley Ultra Light G-APJJ during trials with the Royal Navy

Fairley Ultra Light G-AOUJ being displayed at the 1957 Farnborough Airshow

And another shot of G-APJJ (the craft menioned by Planemike):

Fairey Ultra Light G-APJJ aboard a truck (location unknown). (Photo: The Tony Clarke Collection)

But .. VFR440 was not far off because the Djinn was an earlier contemporary of the Ultra-Light with the two helicopters sharing several similarities:

The SNCASO (Société Nationale des Constructions Aéronautiques du Sud-Ouest or more commonly, Sud-Ouest) Djinn was the world's first production helicopter to make use of the 'cold jet' principle of propulsion.

The term 'cold jet' indicating that compressed air from the gas turbine engine was ducted through channels inside the rotors and expelled through nozzles at their tips without further combustion. The air itself was evidently warm enough to provide a certain measure of blade de-icing, not that one imagines this to have been a priority. As the Djinn did not require a tail rotor, the aircraft was fitted instead with two out-rigger fins and a large central rudder which was situated in the line of residual thrust from the exhaust (noticeable from the 'soot' marks in the first picture below). Unlike the Ultra-Light, the Djinn went into production with a total of 178 units manufactured.

Sud-Ouest Djinn

https://lh3.googleusercontent.com/-hUccYx9CUHc/UOG40kQoa4I/AAAAAAAALM4/2Jelbn_mYAY/s700/so1221_policia_bsas+policia+de+la+provincia+de+buenos+aires. jpg
More Djinn - this unit 'may' have been delivered to the Argentinian Police (still awaiting confrimation of this detail)

The Djinn saw action in the form of utility work across several European nations including France and Switzerland

Shane: Your clip first debuted on the thread on page 10 courtesy of Hofmesiter, but its great to see it again! Additional details about Charles Hughesdon and his rotary garden parties appear on pages 10 (http://www.pprune.org/rotorheads/419023-rotary-nostalgia-thread-10.html) and 20 (http://www.pprune.org/rotorheads/419023-rotary-nostalgia-thread-20.html) plus a black and white photo from Speechless Two's album on page 65 (http://www.pprune.org/rotorheads/419023-rotary-nostalgia-thread-65.html) depicting Charles' party from 1963.

31st Dec 2012, 17:41
Hey S. thx the expansion. An encyclopaedic knowledge indeed :D Somewhere in the back of my memory is the suspicion that the forerunners to Dollar (BEAS perhaps?) had a couple of these and carried out some crop-spraying trials with them? Maybe wide of the mark there, though :hmm:

Felice Nuovo Annee ~ VFR

31st Dec 2012, 18:09
VFR: Grazie amico mio, Buon anno!

Sud-Ouest Djinn F-BHOU fitted with spray gear in a field near Wolverhampton c. 1960

1st Jan 2013, 10:27
Fairey Ultra Light G-APJJ aboard a truck (location unknown). (Photo: The Tony Clarke Collection)

An intriguing photograph as much for what is in the background, deH 86B G-ACZP. My guess for location would be either Kidlington or Baginton....a Vigors or Shackleton sales weekend?

On to the Djinns, vfr440 is indeed correct, seven SO-1221 Djinns were registered in the UK, G-AXBX, G-AXFO, G-AXFP, G-AXFR, G-AXFS, G-AXFT & G-AXFU. All were registered to Agricultural Air Services Ltd. with a London address but based at Kidlington. They all arrived from the French register in Spring 1969 departing back to the same register in 1970. Strangely most acquired new marks rather than being restored to their previous marks. I am pretty sure Agricultural Air Services had a very strong link to BEAS (subsiduary company ??).

I also seem to recall other Djinns were used in the UK during the 1960s, as exemplified by Sav's photograph of F-BHOU. All were used for agricultural work so were often noted away from regular airfields.

HNY to all........... Planemike

PS........ Air-Britain : Sud-Ouest SO.1221S Djinn (http://www.abpic.co.uk/popup.php?q=1113872)

1st Jan 2013, 10:38
While we are on these little 'ram jet' types I don't suppose (for the sake of posterity) that we should overlook the industry's first 'Kolibri' helicopter.

The SOBEH Foundation (Stichting voor de Ontwikkeling en Bouw van een Experimenteel Hefschroefvliegting) was established in the early 1950's to research and build small ramjet-powered helicopters designed by J. Meyer Drees. The SOBEH-1 helicopter, which flew in 1954, was an open-frame single-seat machine with a skid undercarriage. Two small ramjets were fitted at the tips of the two-blade rotor which embodied an automatic pitch adjustment system. The pilot controlled the machine through a suspended overhead cyclic stick.

The SOBEH-1 was written off through ground resonance, but was succeeded by the SOBEH H-2 (PH-NFT) which was flown in May 1955. The H-2 was an improved version with a large windshield and a tiny strutted tail unit with a small anti-torque tail rotor. It was taken over by Nederlandse Helicopter Industrie N.V. (NHI) which was formed by Aviolanda and Kromhout and based at Rotterdam. There they refined the design into the two-seat NHI-3 (H3) Kolibri.

The Dutch NHI (Nederlandse Helicopter Industrie) Kolibri H3 PH-NHI being test flown near Rotterdam in May 1956

The Kolibri showing its 'subtle' tip jets

All of the early European 'ram jet' helicopters, including the Kolibri, offered spray gear installations

https://lh4.googleusercontent.com/-pisc89hdTp0/UOK2N0N60mI/AAAAAAAALOU/P2qDDD5CVX8/s510/NHI+H3+Kolibrie+Aviodrome+Lelystad%28Andr%C3%A9+de+Heus%29.j pg
The cockpit arrangement of the H3 Kolibri (Photo: André de Heus)

The photo above is of an example of the Kolibiri which is now housed in the 'Aviodrome' at Lelystad airport in Holland.

And .. courtesy of our friends at British Pathé, a short clip of the Kolibri in action .. being looked upon by a somewhat bemused Prince Bernhard of Holland:

https://lh6.googleusercontent.com/-8D2HKAT6Ld4/T0Xfuo-GtaI/AAAAAAAAIBI/_0Gb2PKFN3o/s84/Play%2520Icon.png (http://www.britishpathe.com/video/demonstration-by-the-two-engine-ramjet-helicopter)

1st Jan 2013, 11:01
Sav.........seems we were both beavering away at the same time !!!

A couple of the NHI H3 Kolibries also made it to the British register, well nearly!! :-
G-APRZ ex PH-ACD (c/n 3009). Returned to Holland and then on the Ecuador.
G-APVB Allocated, ex PH-NIW (c/n 3011). Never registered as the a/c was destroyed 04 June 1959 at St Andrews Fife.
Both a/c were registered to European Helicopters Ltd at Ipswich.

Sav, do you have any idea how many of the machines were built?


PS Just checked via Wikipedia, looks like it is eleven. Quite a bit of info available there.

1st Jan 2013, 11:06
Planemike: I was busy scripting my post (above) when yours came in so I didn't see it - otherwise I woud have suspended mine for a time.

Anyway, many thanks for this information. It is great to have the registrations of the 'British Djinns' and to know a little more of what they were up to. Bravo!

How on earth you could make out G-ACZP from that lot I don't know, but well done!

De Havilland Express G-ACZP at Coventry on 12th July 1958

First bought by Jersey Airways in 1934 then onto Railway Air Services (1940), Skytravel (1946), Bowmaker (1948), Lancashire Aircraft Corporation (1951), Silver City Airways (1957) and finally Vivian Hampson Bellamy in 1958.

My late father owned a De Havilland Rapide - flying it solo on one occasion from Stockholm to Casablanca; to visit my mother whom he was courting at the time. He later traded it for a Dove. I remember him saying that the Rapide's radio set was as large as a small set of draws! (The furniture kind).

New Year's greetings indeed!

1st Jan 2013, 11:12
PM: Here's what I can glean:

"The H-3 was assembled at Aviolanda. Subassembly took place at Aviolanda which built the fuselage and at Kromhout which built the engines. Fokker, a subcontractor to NHI, built the rotorblades. Final assembly took place at the newly opened Rotterdam Airport. The initial production run counted ten helicopters of which the first three were used for development, testing and airworthiness tests. The second production run of ten helicopters was undertaken by Aviolanda after Kromhout left the joint venture. This second production run was to be equipped with an uprated ramjet. It is unsure whether the improved ramjet was ever produced."

And ..

"Overall, nine H-3’s were built between 1958 and 1959 by NHI at Rotterdam Airport when Kromhout was still a parent company. After Kromhout left, Aviolanda built another two H-3’s at their Papendrecht plant. The few production models were mainly exported to Israel, Germany, the UK and the Dutch East Indies. A few models stayed in the Netherlands."

So I guess you can take your pick but, it seems around 20 or so.

Must dash .. trying to catch the New Year's Day concert live!

1st Jan 2013, 11:14
Sav.......... Don't get me started on the "86" !!! To me, it was instantly recognisable in that image. Mind you I have to own up, there was only one "four engined Rapide" left in Britain by the late 50s !!


Sav........... Away to your concert !!!!

5th Jan 2013, 09:55
Rounding-up our review of tiny 'ram jet' helicopters (prompted by LOZZ's wonderful photographs from Dunsborough House in the late 50's on the previous page) we should also mention the developments across the Atlantic which were taking place at the same time if not slightly before:

The Hiller YH-32 Hornet (company designation HJ-1) was an American ultralight helicopter built by Hiller Aircraft in the early 1950's. It was powered by two Hiller 8RJ2B ramjet engines mounted on the blade tips and which weighed 13lbs each and produced an equivalent of 45 hp delivering a total of 90 hp. Versions of the HJ-1 Hornet were built for the United States Army and the United States Navy in the early 1950's.

https://lh6.googleusercontent.com/-FjwSOEm2kpA/UOfu9uNIaHI/AAAAAAAALR8/5pP849PQROA/s562/John+Gutmann%2C+Stanley+Hiller+Up+in+the+Hornet%2C+Californi a%2C+1952.jpg
Stanley Hiller flies a Hornet testbed in California in 1952 (Photo: John Gutmann)

https://lh5.googleusercontent.com/-mCTt50Voeu0/UOfu8VE0kWI/AAAAAAAALR4/JdYbdhNbOns/s628/Hiller+puts+his+wife%2C+Carolyn%2C+in+the+hot+seat+in+1946.j pg
Stanley Hiller (with a more conventional helicopter prototype) gives his wife, Carolyn, a lesson in hovering in 1946

Another development of the era was the American Helicopter Co. XH-26 Jet Jeep (also known as the XA-8) which was an experimental tip jet helicopter developed in 1951 to meet a United States Army and Air Force (USAF) request for a collapsible and air-droppable observation helicopter.

The XH-26 was constructed of aluminum (except for the aft fuselage which was laminated fiberglass) and possessed a well-glazed, pyramidal-shaped cockpit. When collapsed, its five-by-five foot by fourteen foot container fit on a trailer that could be towed by a military Jeep. If stripped for an air drop the Jet Jeep, which weighed less than 300 pounds, could be assembled by two men in just 20 minutes.

The American Helicopter Co's XH-26 Jet Jeep undergoing flight testing

In my notes further up the page I mentioned the Dutch 'Kolibri' ram-jet helicopter incorrectly citing this as the industry's first Kolibiri and which, upon reflection, was woefully incorrect (my apologies). The industry's first Kolibiri is (I am reasonably confident) the well-known Fletner FL282 which was developed by Anton Fletner in 1940.

The Fletner FL282 Kolibri of the German Luftwaffe during seaborne trials in the early 1940's

The intended roles of FL282 included ferrying items between ships and submarines as well as seaborne and land-based reconnaissance. However, as the war progressed, the Luftwaffe began considering converting the FL282 for battlefield use. The craft originally had accommodation for a single pilot but, a position for an observer was added at the rear of the craft resulting in the B-2 version.

During the Battle of the Bulge a formation of five of Kolibris conducted the world's first helicopter strike against armour. Operating low over the Ardennes Forest they destroyed two American tanks at a loss of two Kolibris. One to a British Spitfire the other to groundfire. Later the B-2 proved useful as an artillery spotting aircraft and in 1945 an observation unit was established comprising of three FL282's and three FA223 (Focke-Achgelis) helicopters.

5th Jan 2013, 12:48

One of the pilots a couple of courses ahead of me got his wings but never made it through operational training. He got his CPL and spent a few years in Nigeria flying Bell 47Js before returning to fly the Societé Nationale de Constructions Aéronautiques du Sud Ouest Djinn, crop spraying. I thought it was with Dollar Helicopters (but it may have been BEAS). They used to have one at the factory in Marseille and one of the technical instructors there told me that it was nicknamed "Le siffleur", presumably because of the sound of the air as it exited the blades.

I last saw one in the Fliegermuseum at Dübendorf airfield when I was visiting Zurich in 2010.

5th Jan 2013, 17:30
Soggy: Great stuff! :ok:

There does seem to be a bit of a consensus regarding the Djinn and Dollar/BEAS.

What we know (according to Planemike) is that the UK Djinns were regesterined to Agricultural Air Services (AAS) who were evidently based at Kidlington and which is presumably a close enough association to assume that there may have been a link with BEAS. As Planemike suggested, there was probably a degree of collaboration between AAS and BEAS.

Now .. for some "threading" ..

Soggy has brought-up the fascinating Djinn which we've been looking at on this page and has mentioned that last one he saw was at the “Fliegermuseum” in Dübendorf, Switzerland.

Now it was in Switzerland, on the 3rd March 1955 to be exact, that the Djinn achieved an altitude record of 13,500 ft as follows:

"On 3rd March the French pilot Jean Dabos flying the third prototype of the SNCASO SO. 1221 Djinn F-WGVY (who had arrived in Switzerland with a group of technicians to make high-altitude test flights) made several take-offs and landings from the Kleine Scheidegg.

Flying sos Dabos made a hovering flight above the Mönch (4105 m). That day it was however impossible to make a safe landing so the pilot decided to make just a touch and go. The day after the small two-place helicopter continued the demonstration program and landed with one passenger on the Jungfraujoch. Later Dabos flew to the top of the Mönch where a French flag was fixed in the snow to confirm the success of the flight. Among the eye-witnesses was the famous Swiss Colonel Willy Frei."

[Details courtesy of Markus Herzig]

Sud-Ouest Djinn F-WGVY on the Jungfraujoch in March 1955 (Photo: A. Bazzani courtesy of Markus Herzig)

https://lh5.googleusercontent.com/-QV7rk8Z6pjA/UOhVbijSnhI/AAAAAAAALSs/QeBqmN23gQo/s600/The+SO+1221PS+F-WGVY+during+the+series+of+flight+made+in+Switzerland+in+Febr uary-March+1954.+In+the+background+it+is+visible+the+Sphinx%2C+th e+famous+observatory+on+the+Jungfraujoch+at+3%27471+m.jpg
Sud-Ouest Djinn F-WGVY in front of the 'Sphinx' observatory on the Jungfraujoch at 3'471 m (Photo: Heli-Archive.Ch)

Some more "threading" ..

Now the day before the Djinn F-WGVY reached 13,500 ft in the Swiss Alps .. another piece of rotary-wing history was made, also in Switzerland, this time by a Hiller:

"On March 2 1955 Sepp Bauer, (1918-2000) a Swiss helicopter pioneer, landed a Hiller UH-12B HB-XAH belonging to Air Import SA on the Jungfraujoch (3510 m). That day Bauer landed at first on the Kleine Scheidegg (2100 m) with a passenger. He then contacted the operators of the Jungfrau Railway summit station in order to obtain the wind condition and air temperature. After confirmation that everything was ok, Bauer told the operators to fix a wind flag near the meteo station announcing his intention to make a landing there.

Bauer removed the auxiliary fuel tank to save as much weight as possible and took-off at 14:32 from the Kleine Scheidegg; 20 minutes later he landed without particular problems on the Jungfraujoch at 3520 m, a remarkable event if we think that the helicopter was powered with a 200 hp Franklin engine! After a short conversation with the two operators of the observatory, Bauer took-off and returned to the Kleine Scheidegg where his passenger was anxiously waiting for him."

[Details courtesy of Markus Herzig]

Pilot Sepp Bauer with Hiller UH-12B HB-XAH at Kleine Scheidegg in 1955 (Photo: A. courtesy of Markus Herzig)

https://lh5.googleusercontent.com/-EhOFwqvlbG8/UOhVcBLW2TI/AAAAAAAALTI/s0WLYx0WcFE/s639/February+1955+-+The+Hiller+UH-12B+HB-XAH+of+Air+Import+is+used+to+connect+the+famous+resort%2C+wh ich+is+cut+off+from+the+outside+World+after+a+series+of+aval anches%2C+with+the+valley+bottom+%28archive+Bauer%29.png
Air Import Hiller UH-12B HB-XAH is used to connect the resort of Zermatt which had been cut off after a series of avalanches , with the valley bottom (Photo: Heli-Archive.Ch)

Now .. HB-XAH was the same Hiller filmed by PPRuNer HeliComparator's father as recently showcased on this (http://www.pprune.org/rotorheads/504386-old-home-movie-helicopter-zermatt-1950s.html) thread.

5th Jan 2013, 17:58
There does seem to be a bit of a consensus regarding the Djinn and Dollar/BEAS.

What we know (according to Planemike) is that the UK Djinns were regesterined to Agricultural Air Services (AAS) who were evidently based at Kidlington and which is presumably a close enough association to assume that there may have been a link with BEAS. As Planemike suggested, there was probably a degree of collaboration between AAS and BEAS.

This photo Air-Britain : G-AXBX (http://www.abpic.co.uk/results.php?q=G-AXBX&fields=all&sort=latest&limit=10) was taken at the back of the hangar BEAS used at Kidlington. The tail of one of their Brantlys is visible. My notes show I saw two of the Djinns there in July 1969 ( that was when you could walk around Kidlington at your leisure).



5th Jan 2013, 21:38
The current French register lists 13 Djinns.
No idea how often they clean it up but the list says updated till Dec 2012.
So brownie points for a photo of a current Djinn and extra marks for a flying example.
I note there have been a couple for sale in France within the last year.

5th Jan 2013, 23:29
I certainly remember seeing a Djinn at BEAS - from my various times at Kidlington it was either mid 68 or more likely it was late 70 or very early 71. I also have this vague recollection that Mike Orme was flying it but could well be wrong on that score after all this time.

Edit: thread drift but just had this flashback of a BEAS engineer doing a mag check on a customer's Brantly and suddenly noticing he was almost level with the adjacent hangar roof.......

6th Jan 2013, 08:51
This (rather poor quality) video explains a little about the engineering principle behind the Djinn (and tip-jet driven rotor systems in general).

On the face of it the principle seems sounds and one therefore wonders why this concept wasn't a little more popular but .. I am sure there must be reasons.


6th Jan 2013, 10:19
S, Happy New Year (in English this time LOL) ;)
There will be others who are far more au fait with the limitations of the tip-jet system, but I believe it was noisy, not terribly efficient (ie high fuel consumption) and there were problems sealing the air/gas in it's passage through the M/R hub to the blades. :ooh: Of course, that may have been in some part due to the limitations of technology and materials for such seals some 60 years ago.

But I'd be interested from an academic point of view if anyone could throw some light on the question - VFR

6th Jan 2013, 10:56
What sort of a head did those jet turnouts have? I'm guessing it may look like a water pipe Tee Piece with spindle bearings that needed grease or lube to remain of suitable viscosity given the heat of bypassing compressed air??

Perhaps lead lag problems were not the same as later driven blades as these were driving or leading all the time.


Is there any chance of a higher resolution of the one where Stanley and Carolyn Hiller are hovering one of his prototypes. That would have to be one of the most unique and beautiful photographs I have ever seen.

Her expression is not one of fear, rather, they each show a dynamic understanding of each other and the machine of course.His hand can be seen on the cyclic control behind her.

I would like to be able print it off and frame it.

cheers tet

6th Jan 2013, 11:21
Mmmmm ...

..... I am sure there must be reasons .....

......... NOISE perhaps ...... :uhoh:

Phone Wind
6th Jan 2013, 12:25
The main reason for the Djinn's lack of commercial success were that the Bell 47 was cheaper and could carry 2 passengers and the SE 3130 Alouette 2 which was faster, had better range and payload and used less fuel.

6th Jan 2013, 13:51
Well it is curious. The video presentation claims lower noise levels than conventional types but I am prepared to accept that this is merely promotional blurb. But I am surprised that the craft's operating costs were higher given the obvious reduction of dynamic components. Interesting either way.

Her expression is not one of fear, rather, they each show a dynamic understanding of each other and the machine of course. His hand can be seen on the cyclic control behind her.

Quite how you can read this into the photograph I don't know - but it is impressive and sounds appealing!

What I can say is that sometimes, just sometimes, a man and woman unite (as kindred spirits drawn together) and find that, against all odds (ie. life), their souls have become one, that their lives beat in natural unison and that though they be two people there are in fact one in heart and soul and spirit. This harmony is not something which can be manufactured or fabricated, cultivated or developed, it is a gift .. pure and simple .. and one either has it or one doesn't!

If Stanley and Carolyn possessed such a gift then I imagine that those around them will have notice it and, I surmise, that it may not exceed the realms of possibility to be able to perceive this through a single moment of time such as that captured by this image.

The photograph is from Stanley Hiller's private collection (examples of which are available open source). The image posted was already cleaned-up a little (the original being slightly out of focus). I have saved the image in a larger file here (https://picasaweb.google.com/103091366291700372399/HistoriCopters#5830312662208124450) although not that much larger as I fear the resolution may break-up. It should be enough for a small print. The two other options are to speak with someone who has the kind of software than can significantly enhance photo size (and which usually requires a fair amount of manual manipulation too) or to contact the Hiller family directly to see whether they can assist.

I do agree that it is a pleasing photo and I think if it communicates something 'special' to you that you should absolutely frame it and display it!

6th Jan 2013, 22:43
Thanks Savoia,

A most interesting controls (pedals, collective /throttle) set up including swash plate assy.
Note Carolyn is holding it straight, if she is controlling the direction with feet and it's not part of the throttle linkage stuff, with only close in eye reference.

cheers tet

7th Jan 2013, 13:47
TET: The 'drop down' cyclic control was not as uncommon as one might imagine and I believe some of the early production Hiller's employed this arrangement.

I am skeptical as to whether there would have been any correlation between the power lever (where Stanley's other hand was) and the tail rotor. Those prototypes (from what I understand) were pretty rudimentary assemblages and manual torque control (I am sure) would have been the order of the day.

I am sure that Stanley explained to the missus that she would be required to put in a bit of pedal!

If you appreciate helicopter designers and their obliging spouses .. then this may also be of interest:

https://lh6.googleusercontent.com/-iz13fyv5lws/UOrNCv_m4OI/AAAAAAAALUo/J0b6YXsF4kM/s517/K190+helicopter+attempting+a+3-point+landing+on+heads+of+Mrs.+Charles+H.+Kaman+Ann+Griffin+ %28R%29%2C+and+another+girl%2C+who+are+all+holding+plywood+s quares+%281948%29.jpg
Charles Kaman test flies the K190 prototype and achieves a hovering touchdown onto three plywood squares held in fixed position by Mrs Robbie Kaman (left) Ann Griffin (right), and another girl (behind Mrs Kaman) in 1948

Charles and Robbie Kaman in their latter years accompanied by their beloved German Shepherds (yes, they were dog lovers)

Photos courtesy of Kaman Aerospace archives.

8th Jan 2013, 16:14

TET: Some examples of the 'drop down' cyclic on the Hiller 360 production model.

Fison-Airwork Hiller UH-12A (360) G-ANOC c. 1954

Swiss Hiller 360 HB-XAI clearly showing the 'direct link' cyclic-to-swashplate arrangement

Two crew from Stanley Hiller's factory demonstrate the craft's stability by temporarily vacating the cockpit and taking-up residence on the engine tray

The control layout in the 360 with drop-down dual-handled cyclic

10th Jan 2013, 10:08
Spooner Aviation Enstrom 280C Shark G-BEEK as seen at the Biggin Hill Air Fair in 1979

Imported by Spooner Aviation in 1976 and bought the same year by the 'Forfar Potato Company' of Angus in Scotland. Then .. Spooner > Uniweld > Keith Sutcliffee > GPS Print > Skyline Helicopters .. where Denissimo renamed her G-WSKY.

G-BEEK at Biggin Hill in 1979

Denissimo! I took the above photo with one of those 'Instamatic' cameras which were polular in the 70's. But .. if you were able to check the dates in your log book I would be most grateful as I am not 100% sure if this was in fact '79. Maybe you could see if you flew 'The Beek' at the show that year.


Dennis Kenyon
12th Jan 2013, 20:08
Hi Savoia,

Well now you are dabbling with another old war horse from my Spooner Aviation days being serial number 1037, CAA reg G-BEEK.

The first thing to say about the 1979 Biggin Hill picture is that apart from showing the BEEK machine, more interestingly is the background which shows the first ever Enstrom 280L 4 seat Hawk, but sadly the tail cone only. You'll note I 'gave' her the registration HAWK for the period of the Biggin Hill show only. The actual G-HAWK went elsewhere of course! The other interesting titbit is the two gentlemen alongside the Hawk, being my old boss, Roy Spooner and my Chief Flying Instructor, Wing Commander Chris Bartlett.

So to the dates. I did the first assembly flight on G-BEEK on October 25th 1977 and the CAA C of A air test on December 1st. She was a stablemate to an identical 280C Shark G-BEEL. My log book shows I demonstrated her to half a dozen potential buyers around the country until she was sold to Ken Smith of the Forfar Spud (sorry Potato Company) at Forfar Scotland.

Interestingly, I took G-BEEK to the UK Helicopter Championships at Epsom Racecourse in June 1978 where no less than a personage than Prince Charles flew in her with me on a demonstration flight. (I have the picture too) Believe it or not, HRH was a Championship Judge at that event.

More waffle: I once landed her at the Army barracks in the centre of Winchester (forgot their name now- Victoria Barracks possibly) then took her for static display at the 1978 Farnborough event ... 1st to 10th September. In September 1979 she was sold to a dear mate, Bob House of Uniweld, hence the changed reg to G-WELD. (I think) She did more ownership rounds until in May 1983, I re-purchased her for my new company Skyline Helicopters at WAP and registered her as G-WSKY and onward sold to Ed Terris.

Hope that's bored to tears all the reggie buffs out there. Bye for now. Dennis K.

13th Jan 2013, 17:28
Bravo Denissimo! :D

This then will have been two years after we first met at the 1977 Biggin Hill Air Fair, just one day prior to Ferranti's terrible tragedy.


Planemike wrote: .. seven SO-1221 Djinns were registered in the UK including G-AXBX, G-AXFO and G-AXFU.

To add to these, David Hanies (who has been contributing some wonderful images to the thread and whose collection we are still showcasing) has come up with these additionally registered UK Djinns: G-AXFP, G-AXFR and G-AXFS. Meaning that we are just one registration shy of Planemike's total of seven.

EricFerret posed a small challenge on the previous page to do with currently flying Djinns. Sadly I was unable to obtain any details relating to this photo other than it was relatively 'recent'. The notations indicate that this may have been taken in Wisconsin in the US but .. I cannot be at all certain about this.

An airworthy Djinn "somewhere" .. 'relatively recent'

13th Jan 2013, 17:57
Well well, that didn't take long!

Within minutes of submitting the above post David came in with an email providing the full compliment of UK Djinn registrations as well as the identity (and back story) to the airworthy Djinn in the above post .. plus his own shot of the aircraft - isn't PPRuNe great!

The seven UK Djinns were:


The airworthy Djinn was F-BIEV and she was indeed Stateside as part of a contingent of French light aircraft which had been flown across the Atlantic aboard an Airbus 'Beluga' transporter in order to attend Oshkosh in 2003.

And here is David photo of her while there:

Sud-Ouest Djinn F-BIEV as seen at Oshkosh on 29th July 2003 (Photo: David Haines)

13th Jan 2013, 20:36
Hi Sav,

A bit more meat for the bones from the CAA archives,

AXBX S/N 1043/FR93
AXFO S/N 1001/FR7
AXFP S/N 1041/FR91
AXFR S/N 1042/FR92
AXFS S/N 1015/FR51
AXFT S/N 1105/FR72
AXFU S/N 1106/FR18

BX was registered 12-03-69 and the rest 20-05-69
to Agricultural Air Services Ltd., London
all cancelled 12-03-70 and all to France.


p.s. a check on the French register gives 14 registered,


13th Jan 2013, 23:38
So a new challenge, recent photo of a flying Sycamore, the helicopter kind.

Great photo of the Djinn by the way.

14th Jan 2013, 10:32
Eric: A fairly straightforward challenge in that it is pretty much common knowledge that there remains only one airworthy Sycamore .. the well-known 'X-Ray Bravo' located just north of Italy.

'XB' was owned by Peter Schmid (a vineyard owner) of Altenrhein in Switzerland from 1988 to 2010 when she was bought by The Flying Bulls (http://www.flyingbulls.com/#/en/Home/) where she now lives in 'Hangar 8' of the 'Bulls' museum on Wilhelm-Spazier-Straße at W.A. Mozart Airport in Salzburg, Austria.

The example is a type 171 Sycamore Mk 52G sn: 13457 and was manufactured in 1957. Having had a short leave of absence from flying she is currently undergoing a programme of restoration to bring her back to airworthiness; a project being overseen by Flying Bulls Senior Technician Gerhard Moik and worked upon by Flying Bulls Helicopter Technician Roman Gitterle.

I very much hope to visit 'XB' as she nears readiness for her post-restoration test flight and to attend her first public display.

https://lh5.googleusercontent.com/-66aVckfFeN4/UPPWi8b6rAI/AAAAAAAALbw/tSrfWKi8R6w/s774/Bristol+171B+Sycamore+HR52+HB-RXB+Salzburg+Mozart+Airport+Austria+26+Jan+12+%28Rainer+Bext en%29.jpg
Bristol Type 171B Sycamore HR52 HB-RXB at Salzburg's WA Mozart Airport in Austria on 26th January 2012 (Photo: Rainer Bexten)

https://lh5.googleusercontent.com/-orLfX1XoloM/UPPWi0gVkgI/AAAAAAAALb0/6hJ6xLCtBsQ/s786/Bristol+Sycamore+171B+HR52+HB-RXB+Zurich+Airport+Switzerland+10+Sep+04+%28Balazs+Pinter%29 .jpg
Bristol Type 171B Sycamore HR52 HB-RXB at Zurich Airport in Switzerland on 10th September 2004 (Photo: Balazs Pinter)

14th Jan 2013, 11:39
Damn, should have asked the wife, she knows everything!!!!!!

Reminds me a little of an incident with the Sycamore that was the gate guard at Middle Wallop.

It was dragged into the sprayshop for a repaint and while there we were tasked with carrrying out some maintenance, such as inflating the oleo's.

We were visited by a enthusiastic officer who had the intention fo getting it flying.

I pointed out that the blades had taken a severe set from years of hanging down and that when laid "flat" the difference between the extremities and the middle was about four feet.

I also demonstrated a lack of structural integrity by putting a finger through the mag structure in several places.

The aircraft in the photo looks great and it will be nice to see back in the air.

Plank Cap
14th Jan 2013, 13:05

Outstanding, your rotary history and knowledge knows no bounds. Gotta love the tail wheel mod under the tail skid, upper Sycamore photo! Soggy oleos?


14th Jan 2013, 13:50
Wiggy, well done! :ok:

Swisscamore .. nice one PC! :D

Thank you for the various compliments re: my rotary-wing knowledge. If it is so then it doubtless stems from our family's total immersion in aviation!

My father was an aviator (plank) and one of the first European owners of the now classic Beechcraft D-17 'Staggerwing' along with a string of other aircraft. But .. it was when he met 'the Colonel' that everything changed.

Me and my brothers had been brought-up flying in aircraft but the day I first flew in a helicopter changed my life forever and for ten glorious years I made it my profession before I had to get a 'real' job, lol! ;)

One of my brothers is a senior captain with BA (25 years now), his wife is also a pilot. My mother is an ex-flight attendant as is my ex-wife. Another brother flies recreationally (planks) and two of my cousins are at present learning to fly! So its just everywhere in our family.

Having said that, there are those I know whose knowledge of things rotary would embarrass me because, in reality, I don't know that much although I'm pretty keen on it as you may have guessed.

Other thing .. much of what I've shared on here addresses a pretty slender slice of time, roughly between '79 and '84!

But, its all good fun and the contributions of others are what makes it so interesting for me.

A wee trip down memory lane ..

A young Savoia in overalls with 'FHL' initials for Ferranti Helicopters Ltd. (also written on the back of the coveralls) at the Copthorne Hotel near London Gatwick in September 1978. The Colonel to the left. The aircraft .. G-BFAL, the UK's first LongRanger belonging to Mohammed Al Fayed who in those days had his aircraft managed by Ferranti

This photo was taken on the way to the '78 Farnborough Air Show. The lady with glasses was the owner of a German helicopter company which were looking to buy Ferranti. The company was however eventually sold a year later to B-Cal.


14th Jan 2013, 14:23
Re the Fairey Ultralight in #1825, I think this is another view of the background ....the control tower and the date of the demise of G-ACZP should nail it!....Looks like White Waltham June 1958 to me (and my logbook tells me I was there:))....http://farm7.staticflickr.com/6118/6337041966_34ea073de1_z.jpg (http://www.flickr.com/photos/dwhitworth/6337041966/)
G-AIBE (http://www.flickr.com/photos/dwhitworth/6337041966/) by David Whitworth (http://www.flickr.com/people/dwhitworth/), on Flickr

14th Jan 2013, 17:58
Having recently celebrated the Epiphany (btw where is he these days?) .. "The Three Whirwinds":

Bristow Whirlwinds (probably Mk III's) VR-BFG and VR-BB something .. being prepared for storage at Redhill in July 1977 (Photo: Martin Harrison Collection)

Evidently these were broken up the follwing year.

14th Jan 2013, 21:21

Can add a little more to your list:-

AXBX S/N 1043/FR93 Ex F-BIUA To F-xxxx
AXFR S/N 1042/FR92 Ex F-BIFQ To F-xxxx
AXFT S/N 1105/FR72 Ex F-BMLH To F-xxxx
AXFU S/N 1106/FR18 Ex F-BMLO To F-xxxx

Few other comments:
I have another registration date for the XF M/cs of 13 June 69, as you say G-INFO shows 20 May 69, more likely the correct date.
Not surprisingly the French authorities had no problem in issuing the registration F-BSEX......!!! We in Britain could not bring ourselves to issue G-ASEX or G-BSEX !!!


Having said that, there are those I know whose knowledge of things rotary would embarrass me because, in reality, I don't know that much although I'm pretty keen on it as you may have guessed.

Methinks you are a tad too modest !!!!!


Yes, think you are correct, the Fulmar is also in shot on the photo in msg no:1822. The presence of the Fulmar and the Ultralight together certainly makes one think, White Waltham. The marquees made me think of a Shackleton or Vigors sales weekend and hence Kidlington or Baginton.
The shot in msg no:1856 is certainly White Waltham.


14th Jan 2013, 23:51
There are 3 pages of DCW/Tony Clarke's 1958 White Waltham pics on slideshow at Search results for white waltham 1958 (http://www.flickr.com/search/show/?q=white+waltham+1958&w=37210624%40N03)

and there are sets from 1950 and 1952! WHITE WALTHAM 14-5-50 (http://www.flickr.com/photos/dwhitworth/sets/72157626316253180/show/)

WHITE WALTHAM 15-6-52 (http://www.flickr.com/photos/dwhitworth/sets/72157626308314047/show/)

A few helicopters in there and a Fieseler Storch

15th Jan 2013, 09:56
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! :ok:

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?

18th Jan 2013, 16:26
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.

18th Jan 2013, 18:54
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.

19th Jan 2013, 19:43
Eric: Many thanks. This helps put things in perspective. :ok:

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:

https://lh4.googleusercontent.com/-ma-F9xISsLY/UPrxbIIwjtI/AAAAAAAALiI/dvnjdTyy3Yk/s773/B212+G-BCMC+Bristow+Aberdeen+Dyce+August+1977+%28Martin+Harrison%29 .jpg
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.

Plank Cap
20th Jan 2013, 07:40
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.


industry insider
20th Jan 2013, 12:02

G-AYMY was sold to Nelhams productions, Terry Nelhams AKA Adam Faith who learned to fly it to PPLH level at Redhill in 1980.

Plank, the Bristow BO105D was G-AZOM and was "ditched" by Bond (an actual Bond as you say)

20th Jan 2013, 12:03
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.

20th Jan 2013, 13:13
Planko: That is a nice photo. Do you happen to know the craft's full registration?

I.I.: It seems then that David Cassidy and Adam Faith both had 47's! As Paco once said, in the 80's just about everyone had a helicopter!

Re: AZOM, a photo of the said craft (from 1981) is visible on page 30 (http://www.pprune.org/rotorheads/419023-rotary-nostalgia-thread-30.html).

20th Jan 2013, 13:35
Sav........ Sorry if I am butting in but think Planko's Bo105 is G-BGKJ.


Plank Cap
20th Jan 2013, 13:54

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!!

Both circa mid 80's.



20th Jan 2013, 15:00
G-AYMY was sold to Nelhams productions, Terry Nelhams AKA Adam Faith who learned to fly it to PPLH level at Redhill in 1980.

Didn't TN/AF inadvertently switch off the engine of a '47 in flight by mistaking the heater for something rather more critical, and crash?

Dennis Kenyon
20th Jan 2013, 16:40
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

Dennis Kenyon
20th Jan 2013, 16:57
... 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

21st Jan 2013, 10:09
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 (http://www.stihl.co.uk/handling-a-brushcutter.aspx) 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 (http://www.pprune.org/rotorheads/419023-rotary-nostalgia-thread-32.html).

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.

21st Jan 2013, 13:54
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).

22nd Jan 2013, 14:28
Hi all,

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)

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?

Many thanks!!

22nd Jan 2013, 21:13
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.


22nd Jan 2013, 23:36
Mmmmm ...

...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.


22nd Jan 2013, 23:59
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.


23rd Jan 2013, 07:32
And the (only?) exception...

JCB had one of the earliest out of sequence registrations, G-BJCB an HS-125-600 in the 1970s - the registration was used again on its replacement; both can be seen on G-INFO, one is listed as G-BJCBx.

23rd Jan 2013, 10:39
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)


Courtesy of G-INFO have turned up some info on your Cabair AS355s.

1). G-BTIS is now registered G-NBEL with Latitude Aviation. Took up those marks on 10 June 10. The aircraft is of course our old friend G-TALI: see page 2 of this thread. It also flew as G-SKYW for some time.
2). G-OBIG was registered on 28 Aug 96. It had previously flew as G-BOPS & G-SVJM. It left the register on 31 Aug 00: destination Belgium.
3). G-OHCP was registered on 19 Mar 94. It had previously been registered G-BKJX, G-TOFF, G-BTVS & G-STVE. It is currently chartered to Staske Construction of Milton Keynes.

Hope that helps.


23rd Jan 2013, 12:20
CAA has it as

Bell 206L II 45227 New 02-05-79 to 28-08-91 with Air Hanson, then Walsh Aviation 28-08-91 to 08-05-97, Plane Talking Ltd., 08-05-97 to 19-12-97, then to USA, registered N43027 05-01-98 to 03-02-98, then went to Guatemala, registered TG-MIX, and may still be in use.


24th Jan 2013, 04:19
All these pilots and engineers - how about an accountant. I was with BcalH both in Shoreham and Aberdeen before routing via Orion Airways (East Midlands) to Alton Towers. My very early days at Alton Towers as Finance Director discovered John Broome had bankrupted the place and I have a vivid memory of his helicopter pilot removing some "critical instrument" because Broome would've pay him! He left that night and I never saw him again. Next thing was the administrators selling the aircraft (212 from memory). He wasn't pleased!

24th Jan 2013, 10:43
Airmail: A warm welcome aboard. I also enjoy browsing the thread .. especailly reading those posts which are not posted by 'Savoia' lol!

As Geoffers mentioned, in the UK there is only one airframe allocated per registration (to the best of my knowledge) but, this is not so in all countries, Australia is an exception for example and there are doubtless others.

Some of the craft you have mentioned were registered to Cabair while others were not. One thing all the aircraft you have mentioned have in common (including G-LONG) is that they were all at some point owned by a Jeremy Walsh of Walsh Aviation (as Wiggy has pointed out) and I rather suspect therefore that Walsh was somehow connected to Cabair. If this was so then there is every reason to believe that G-LONG was in fact the craft you recall. She was under Walsh's patronage from 1991-97.

Please try and dig-up some photos from your time with Cabair!

AS355F1 Ecureuil II G-BTIS (formerly G-TALI) date and location unknown but probably Ascot and probably early 00's (Photo: Michael Rice)

I actually flew in BTIS in a charter from Elstree in 2004.

Moneymatters: Bean counters are equally welcome! :p

My godfather left John Broome's employ in 1982 and the events you refer to would have happened some years later. The helicopter you mention was in all liklihood G-JLBZ, the Bell 222 which replaced the LongRanger my godfather flew.

Bell 206L1-LongRanger II G-JLBI at Alton Towers amusement park c. early 1982

This photo was taken after having arrived from the JCB factory in nearby Uttoxeter where my godfather had gone to see Chalky White about collaborating on a sortie to Heathrow to collect a delegration from Disney World who were visiting the Towers.

G-JLBI had so much 'gear' fitted to her (Decca DANAC moving map navigator, autopilot, VOR, ADF, DME, Force Trim actuators, dual AI, dual DG, (dual controls for that matter), rotor brake and Schermuly flares) that with 70% fuel she was good for about 3 pax, lol!

While visiting Chalky over tea he offered my godfather a chocolate McVities digestive which my godfather gratefully accepted. He then went into one of his drawers and brought out a box of chocolate covered marshmallows with jam filling and offered me one .. I was equally appreciative .. whereupon my godfather launced into a tirade of abuse towads Capt. White accusing him of all kinds of prejudices .. but mostly those against Army aviators! Chalky reluctantly offered the Colonel the same treat and about a week later we flew down in company with G-OJCB (JCB's Ferranti-equipped JetRanger) to collect John's guests.

Memorable days.

24th Jan 2013, 23:52
Hello again,

Firstly, many thanks to the warm welcome by all and also to everyone replying to my post. I also must apologise in that I was so caught up in reading this entire thread that looking at G-INFO for the answers didn't even cross my mind! Having said that, I am glad that I posted as there seems to be a couple of follow ups as a result.

With regards to a (I use 'a' advisedly based on previous posts from better informed people than myself) Long Ranger with the registration G-LONG, I can guarantee that Cabair operated a Long Ranger during during the 90's with this registration! I became part of an ill fated venture to manage their pleasure flying activities in 1997 and G-LONG was part of the business plan, unfortunately because of the engine failure and subsequent heavy landing those plans went south. I can however recall many pleasure flying events before 97 where LONG was utilised.

In terms of ownership of the helicopters (and a lot of the fixed wind aircraft as well), Walsh aviation was a name that cropped up time and time again - and featured on the registration plates inside the aircraft. I have no idea whether this was because it they were owned for tax reasons or there was an individual/company that made a living by leasing these aircraft.

Savoia - I will hunt around for some photos, I know I have/had some somewhere but a few house moves may have had an impact. I do recall having a photo of G-OBIG soon after it was repainted for the Big Brother work so I believe that deserves a showing!!

Regards to all

25th Jan 2013, 04:13
Thank you so much, Savoia, for the wonderful aviation history:)

FYI, in Canada once a mark has been deregistered it can immediately be used again - and there are a few old Okanagan Heli reg's I would love to get back!

26th Jan 2013, 15:56
Airmail: Look forward to any photos you may dig up. :ok:

O'Leary: Welcome aboard. As you've seen, there isn't much by way of North American nostalgia on the thread and that's because there's simply too much of it! I do plan however to cover aspects of North American rotary-wing history but .. not here and not now.

However, we have showcased a few Canadian aircraft across the pages including those photographed by Steve Aubury some of which you can see on page 71 (http://www.pprune.org/rotorheads/419023-rotary-nostalgia-thread-71.html) and which includes the 'Ed Darvill Helicopters' Gazelle C-FEDG.

A couple more here beginning with this early 70s' CCG Bell 206 and which photo I absolutely love. (Note the paddles tucked into the top of the floats):

https://lh4.googleusercontent.com/-hRCwPExyyUE/UQP1EvuUwsI/AAAAAAAALps/raAYuVkOlHA/s860/CCG+Bell+206B+%28A%29+CF-CGQ+Toronto+Island+Airport+August+1971+%28Mide+Ody+courtesy+ George+Trussell%29.jpg
Canadian Coast Guard Bell 206A CF-CGO as seen at Toronto Island Airport in August 1971 (Photo: Mide Ody courtesy George Trussell)

Okanagan Helicopters Bell 206B C-GOKC in Nunavat, Northern Canada on 3rd August 1978. Pilot Larry Cotter has finished re-fuelling while Paul MacKay loads equipment into the [Jet] Ranger's rear compartment (Photo: Yvon Maurice)

28th Jan 2013, 18:22
Received today, More BEWY:

Bristow Bell 206B G-BEWY as seen at Redhill in August 1980 (Photo: Martin Harrison)

Regestired to Bristows in June 1977 and remained with them until May 1984. Then a rural life for the red Ranger as she went on to Copley Farms Ltd. of Babraham, Cambridge and then to Farm Helicopters of Ropsley near Grantham in Lincolnshire.

In 1988 she seems to have gone to Ireland for a year and in '89 to Dollar who renamed her G-CULL (perhaps another 'salute' to one of the Dollar staff in the trend of G-NEEP which we looked at earlier in the thread?).

From Dollar she went to PLM having regained her G-BEWY registration and then to Helicopter Support of Gloucester.

The record states that she flies to this day, now under the banner of Polo Aviation of Bristol.

28th Jan 2013, 19:40

And as of 31/12/11 has 20,756 hrs under her belt,for a 44 year old.


2nd Feb 2013, 14:24
Wiggy: That's a good innings for the little red Ranger! :ok:

Classic 47

Autair Bell 47G G-ARXH as seen at Fairoaks in 1969 (Photo: Geoff & John Davidson)

This 'G' model 47 imported from the US in 1962 when she was sold to Air Couriers of Biggin Hill. In 1966 she went to Autair at Luton and in 1969 was bought by Alan Mann.

Plank Cap
2nd Feb 2013, 18:39

Operated and owned by Trent Helicopters, Cranfield 1988.

Plank Cap

2nd Feb 2013, 23:10
Sav, that bolkow above is G-BGKJ, it operated along with G-BEZJ in the lighthouse support role for North Scottish

4th Feb 2013, 19:55
Bolkow: Grazie mille!

We were talking about G-AZOM on the previous page and just today did I receive the following from Bob Woolnough:

https://lh4.googleusercontent.com/-8YLOytRgub4/URANrwI8_rI/AAAAAAAALyE/7vA2kqXaxck/s800/MBB%2520105D%2520G-AZOM%2520Inverness%25203%2520Oct%252083%2520%2528Bob%2520Woo lnough%2529.jpg
BEAS/Bristow MBB Bo105D G-AZOM as seen at Inverness airport on 3rd October 1983 (Photo: Bob Woolnough)

Bob has promised another shot of AZOM wearing NLB titles soon.

5th Feb 2013, 21:42
I'd love to see any more pics of AZOm Sav, she spent some six years with Irish Helicopters doing lighthouse releif as EI-AWB, initially all yellow but then painted in green and white, somewhere on the internet there is a clip of her picking a guy up from the roof of a moving train in a Pink panther film when she was in the green and white scheme with Irish helicopters.

industry insider
6th Feb 2013, 06:12

Thanks for the pic of G-AZOM. I flew her in ABZ for a while while mainly flying the 332 as well. Moved onto the S-76 after that.

6th Feb 2013, 18:56
Bolkow/I.I. - Great stuff!

While we await a further photo of G-AZOM from Bob Woolnough .. on the previous page we saw G-BAMF in her Management Aviation colours. Here she is while with Bond:

Bond Helicopters MBB Bo105DM G-BAMF in the Shetland Isles in 1995

Evidently ferrying technicians to the isles to repair felled power lines.

7th Feb 2013, 17:48
I took this (rather poor quality) photo on 6th June 1979 on the occasion of the 200th running of the Epsom Derby. I have other photos of the heliport operations from the same day.

Among my snaps are two JetRangers (of which this is one) which, despite my best efforts, I have been unable to identify.

As can be seen, she is an overall pale olive colour with a broad white stripe covering the lower portion of her fuselage. Her registration is just for'ard of the horizontal stabiliser and painted in gold but .. is unreadable.

The distinguishing feature of this craft is her tail which carries either the French Tricolour or .. as I think more likely, an RAF 'fin flash' and would put the craft (perhaps) in the proximity of a Crab, or an ex-Crab.

Anyone who can cast their mind back to the late 70's and who may recall seeing this craft .. please do let me know!

An unidentified JetRanger attends the 200th Epsom Deby at Epsom Downs race course on 6th June 1979

8th Feb 2013, 13:39
Savoia, it's G-BAZN, c/n 124 ex ZS-HCJ, 9J-RIN, sold to Star Aviation & repainted red/w/blue, re-registered G-HELO, repainted all black with gold stripe & sold to Germany as D-HAFA & active in Ireland as such a few years back.

8th Feb 2013, 16:32
I think remember her. Autair (Zambia), that'll be the late Link Lord, then. And I also think I completed a 100hr check on her (and left the oil filter to last, only to find it FULL with metal :sad:. Never again after that, what I was called is :mad:!)

Was this machine part of the Tazama pipeline contract? 9J-RIX certainly was, done a few hours in that machine too. :zzz:
Such VERY happy memories, when I was younger and had hair (and that was a LONG time ago) TRC are you monitoring this, djinn & tonic included? :O

Afterthought - particularly for TRC, didn't we have this machine as part of the AMH responsibilities? A private consortium owned it?

8th Feb 2013, 17:21

I vaguely remember you with a few wisps of hair.... :E

I also vaguely remember BAZN - was it flown by Tommy C?

8th Feb 2013, 19:10

In 1979 it was recorded with Somerton Rayner Helicopters, they also had G-BAML at the time, BAZN lacked sliding windows on the rear doors, only the front doors had it fitted.


8th Feb 2013, 20:04
BAZN & Tommy C - got it in one! Your memory is better than mine :suspect:.

But I'm just a teensy-weensy bit older than you are so allowed a little latitude? Djinn & tonic in hand - cheers :D - VFR

8th Feb 2013, 21:04
Your memory is better than mine
Well, youth has its advantages - I was 32 the day before yesterday....:}

Didn't they get a 355, BSSM, to replace it?

10th Feb 2013, 21:11
Hi Savoia

Heres my picture of G-OBIG at Elstree outside the Cabair Helicopter hangar, it was painted like this for morning TV show The Big Breakfast and not Big Brother as previously quoted.


15th Feb 2013, 15:56
The two Jet Rangers facing each other in the 2nd photo from the top are G-BASE and G-BBFB. Both Air Hanson machines from Brooklands.

Cornish Jack
18th Feb 2013, 22:09
Just a tip for them as might fancy a little nostalgia -The Beeb (BBC4) has just shown the 4th in a series of films about Brits and their habits, idiosynchracies etc., including clips of Khormaksar, Malaya(sia) with a Sycamore, Wessi and Whirlies in various guises. Fascinating stuff, well worth checking IPlayer.:ok:

19th Feb 2013, 08:37
I remember G-HELO, it had no sliding windows and a instrument panel that was the real early one like a Bell47 panel, it was black and gold when I flew her many moons ago

21st Feb 2013, 09:43
1helicopterppl: Thank you so much for identifying the craft in question. I had an inkling it was one of 'Summertime's' but wasn't 100% sure. You must have been familiar with the craft to be able to recognise her like that!

VFR/TRC .. Ciao!

Wiggy: Thanks for the info, in fact it helped reveal the identity of the second 206 from my Derby Day shots which turned out to be G-BAML and which wore a similar paint scheme to BAZN.

Longbox: BAZN/HELO was originally an 'A' model and, well, some of them sported pretty bleak instrument panels!

Savoia's mystery 206 uncovered:

https://lh4.googleusercontent.com/-QKLVogrBl98/URVYzdPZLoI/AAAAAAAAL0A/vGrPYaKGPVo/s747/Bell+206B+Jet+Ranger+cn+124+at+the+Bath+and+West+Showground+ Shepton+Mallet+c.1980+%28Michael+Jefferies%29.jpg
Somerton-Rayner Helicopters Bell 206A (ugraded to a 'B' in 1982) G-BAZN Jet Ranger at the Bath and West Showground Shepton Mallet c. late 70's (Photo: Michael Jefferies)

BAZN is seen here emblazoned with 'Ski' stickers (which, if I remember correctly from my school days in the UK was a yoghurt). Also visible is her 'one piece' rear window as well as the tricolour fin-flash which I originally credited as an RAF device but have since been told that some Army aircraft also wore these. Summertime was of course ex-Army.

Another thing about the 'Rayner Rangers' was that Michael 'cropped' their fins by removing the uppermost portion of the vertical stabiliser giving them a somewhat 'Kiowan' appearance and which modification would have necessitated relocating the anti-collision beacon (although I can't see where on this photo). You'd be surprised how many 206's ran around the UK in the 70's without these beacons (or with unservicable becaons)!

Somerton-Rayner Helicopters Bell 206A G-BAML (also ugraded to a 'B' in 1982) at seen at Epsom Downs racecourse on 6th June 1979

BAML was an early model 206 (number 36 off Bell's production line) and, uniquely, was imported from the US in 1973 not by CSE but by Mann's. This was no doubt possible because she was imported as a used craft having previously flown as N7844S.


21st Feb 2013, 20:37
Grazie, Sav,
TRC, was this craft the Streeter's 206? The one the late Paul Midgers flew. If it wasn't, your encyclopaedic knowledge of Mann J/Rs appreciated to give us (all) that reg. J/R on low skids as I recall. - VFR

21st Feb 2013, 20:48
VFR: On page 4 (http://www.pprune.org/rotorheads/443466-alan-mann-helicopters-nostalgia-thread-4.html) of the Mann Thread Elipix posted a couple of 'Streeter Rangers' .. are those the ones you are referring to?

21st Feb 2013, 20:56
Yes, Sav, got it in one. It was November Delta. Push it out in the morning (first one away) and recover at 5.30pm onwards when everyone else was down the pub, en route home. Cheers (or salute) - CW

21st Feb 2013, 22:42
No Chip, neither BAML nor BAZN were Streeters - BARO was the first and BFND was the second and last one. The first was exported to the US I think.
Then PM flew for Greenhams, they had two 206, the second was BEHG, cant remember the first.
BEHG went to GG in Bristol at Compass.

22nd Feb 2013, 09:23

Michael Somerton-Rayner ('Summertime Reindeer' in my godfather's language) operated at least three JetRangers during the 70's to mid-80's and which were for some of that time accommodated upon a converted barge (or lighter) located at the end of Barge Street House (west of Blackfriars Bridge) in front of what was commonly known as 'Oxo Tower Wharf'. The lighter was (so I have been told) named 'William' Barge and sometimes referred to as 'Barge William Heliport'.

The two 'Rayner Rangers' of recent interest, G-BAML and G-BAZN (the latter now wearing her DHL livery and being loaded prior to departure) upon Barge William in 1982

To horse! BAZN departs the lighter bound for 'Harry Heathers' (LHR)

To the best of my knowledge, those Rayner Rangers serving the DHL contract, carrying their cargo of priority letters and small parcels, used to land at the Holiday Inn at Heathrow.

23rd Feb 2013, 09:49
More Summertime ..

Another Rayner Ranger was the Bell 206 G-BCCZ which joined the 'Reindeer's' fleet in April 1974.

This snippet from Flight International announced that in August 1974 the aircraft was to be engaged in an emergency services trial support operation:

Flight International 8th August 1974

For those who find the print troublesome, the text reads:

Helicopter on London Standby

A Bell JetRanger of Somerton Rayner Helicopters is to be kept at readiness to fly on behalf of the police, fire services and hospitals in the London area during the next three months. The aricraft will land on a barge moored by Kings Reach (immediately in front of the Flight offices) from where it can be positioned quickly to the scene of an emergency. Within two hours of arriving on site on July 31 it has been called upon to carry a seriously ill child to the Great Ormond Street hospital.

The JetRanger has been modified to allow easy loading of two stretchers and will not make any commercial flights from the river pad. Dispensations are normally granted to allow single-engine helicopters to fly over central London in case of emergency when human life is at risk."

Sadly, a year later G-BCCZ ended-up in the drink as per the following additional Flight clipping:

Flight International 14th August 1975

The text reads:

Helicopter Ditching

A JetRanger 1, G-BCCZ, operated by Somerton-Rayner Helicopters ditched in the River Thames on August 5. The aircraft had just taken off from a barge when it appeared to suffer a loss of power as it lifted out of ground effect . The pilot and three passengers were not injured and were quickly rescued from the water by river police.

HOF Comments: This incident points up the inherent safety of riverside helicopter pads in that there was no damage to property. Also, the passengers were uninjured and had time to climb free of the aircraft while it floated; the result might have been different had the aircraft crashed on land. It is to be hoped that the positive lessons of this incident will be learned, bearing in mind the general resistance to helicopters which appears to underlie the thinking of the Greater London Council. Flight is in favour of more trial riverside helipads to allow the helicopter to play its proper role in the London transport plan.

Interestingly Flight records that .. "the passengers .. had time to climb free of the aircraft while it floated".

G-BCCZ being recovered from the Thames subsequent to its encounter with an episode of "losing power after lifting out of ground effect" in August in 1975 (Photo: Daily Mail archives)

Usually for a passenger to climb free of a 'floating' 206 .. the standby floats must be 'popped' but, in this case (at least to me) "CZ's" floats appear distinctly 'un-popped'!

I cannot find any evidence of an accident report for this incident .. anywhere!

The driver of 'Charlie Zulu' on the day of her swim was a John Thirst - does anyone have any recollections of this chap?

23rd Feb 2013, 10:15
The driver of 'Charlie Zulu' on the day of her swim was a John Thirst - does
anyone have any recollections of this chap?

John Thirst - aka Jim.

I remember him very well. Served in tanks during the Korean war, had some very amusing stories.

Dont recall seeing him after the ditching.

23rd Feb 2013, 11:23
For those in the UK, BBC2 is showing a documentary about the Sea King at 21.00 this Thursday (28 February).

23rd Feb 2013, 11:35
Thank God!

For a moment I thought there might be a chance that Summertime may have broken that early British convention of 'old boy favouritism' but .. I am relieved to see that it was still very much in force!

Landing at Brooklands could be like walking into an informal Navy shindig and there were other locations which were equally polarised!

For all his failings the Colonel did try his best not to load-up Ferranti with exclusively ex-Army types although his right hand (Major Warburton) and a fair smattering were of course Army.

But .. his Chief Pilot (Ron Salt) was ex-RAF, Deputy Chief Pilot (Chris Hunt) ex-Army, Pilot Manager (Paul Blackiston) ex-RN and the company instructors were all fairly evenly distributed. They included Peter Cox (RAF), John Grandy (Army) and PPRuNer Speechless Two (who was Bolkow Training Captain and went on to become Chief Pilot of BCal H) who was ex-RN.

~ ~ ~

SWBKCB: Thanks for the heads-up!

Sea King Lovers Alert: BBC2 at 21:00 hrs on Thursday 28th February (an hour after Pope Benedict departs his office .. by helicopter one might add!). ;)

industry insider
23rd Feb 2013, 11:38

I think the anti coll was re located to the top of the sloping cowling behind the engine (where the engine oil tank is located?) Long time since flew a 206.

23rd Feb 2013, 17:14
Aye Aye, right you are I.I. It's been many-a-year for me too but yes, you are right on both counts!

More DHL ..

While on the other side of the Atlantique .. DHL still uses rotorcraft (at least two Bells in New York) .. this one being the aptly named "Wall Street Express" and which moniker is scripted upon the craft's for'ard cowling:

https://lh6.googleusercontent.com/--Yijie2uZgg/USj0dEb4iDI/AAAAAAAAL_c/909YVUEDeIc/s773/B206L1+N7DQ+%28Wall+Street+Express%29+Wall+St.+Heliport+May+ 2002+%28Tom+Turner%29.jpg
Astar Air Cargo Bell 206L1 N7DQ inbound to Wall Street Heliport (located at Pier No. 6 along the East River in the Manhatten district of New York) in May 2002 (Photo: Tom Turner)

New York's DHL Rangers are these days painted in the red and yellow colours of 'DHL Express'.

24th Feb 2013, 09:07

Bob Woolnough had promised us a shot of AZOM wearing NLB titles and which appears below:

Bristow Bo105D G-AZOM at Glasgow's Prestwick Airport on 28th May 1978 (Photo: Bob Woolnough)

And .. a shot of the 'Trinny House' girl:

Bond Bo105DBS G-THLS at Guernsey Airport in April 1990

David Eyre
25th Feb 2013, 04:01
Earlier in this thread, studentpilotmcuk asked about the current whereabouts of S-76 G-BMAL.

G-BMAL is now used as a ground training airframe at the ERGT Oil and Gas Safety Traning Centre at Jandakot Airport in Perth, Western Australia - here's a photo I took on 16 Feb 2013:

Another S-76 formerly belonging to CHC, ZS-RPI, is also located there for the same purpose:


25th Feb 2013, 06:42
G-THLS, my old baby.... :ok:

I have logged over 2000 hrs on her with Trinity house, great days :)

Now in Davy Jones's locker :{

25th Feb 2013, 09:53
Its always great when someone remembers a request and is able to post something in response, so .. well done David! :D

Following the theme (given that BMAL ended-up as a CHC ship) .. a Canadaian S76 from 1981:

https://lh3.googleusercontent.com/-ejuyQo8wGdM/USsv-ZEd3QI/AAAAAAAAMAw/FzGkb6ZBqQc/s766/S76A+C-GIMU+St+Jean+Airport+Quebec+July+1981+%28Martin+Harrison%29. jpg
Okanagan S76A C-GIMU at St. Jean Airport, Quebec in July 1981 (Photo: Martin Harrison)

In the same vein (of Canada and 76's) we also had someone a while back requesting a photo of a girl lying on the front of an S76! Well I hunted high and low for such a scenario but was unable to source the photo.

I hope however that this may serve as a small consolation:

Canadian Helijet S76A C-GHJW

Griffo: That's a fair number of hours with the same girl! I guess you two must have been quite intimate in the end! I see she was a 'DBS' with the extra wee window at the back and which hopefully meant that the pax had a little more leg room. Word on the web is that she literally "fell off the back of a ship!" :eek:

25th Feb 2013, 18:34

I believe it was a "right turn Clyde" during the lunch break by the commander when the crew were dining below on a wet and rainy day and the lady had not been restrained on the deck :eek:

She was a DBS with about an 8 inch plug for those pax with longer legs :ok:

I have some great pics of times on Trinity duties, but back in the day (1989-96) they were all polaroid or hard copies given to me, but I made them into collages for my toilet walls :E

Same with the first air ambulance pics circa 1989, but I'm sure my predecessor "Geoffers in Cornwall" could provide a few, but when he started it up in 1987 the aircraft was a D model. :ok:

25th Feb 2013, 21:12
..... Griff ......... you mean this dear old friend.


Plank Cap
26th Feb 2013, 02:48
Sav, might this be what you are after? Wonderfully politically incorrect early marketing image from Sikorsky.

Capn Plank


26th Feb 2013, 10:05
Great stuff Griffo! :ok:

Presumably the hangar behind Geoffers Bolkow is sadly coming down (or perhaps has already come down?).

Planko: Well done! I'm trying to find the original request for this photo (I think it may have been a separate thread) - what I do recall is that the poster didn't receive any replies! Hopefully he'll check-out this thread and happen upon your photo. I think it must be the one because if I remember correctly, he made referece to a girl 'lying' on an S76. So, well done!

Summertime continued ..

We looked (briefly) at the operations of Somerton-Rayner Helicopters on the previous page and how in 1975 one of the 'Rayner Rangers' went swimming in the Thames. As mentioned before, there seems to be no open-source record of the ditching by G-BCCZ.

I also hunted high and low for an image of "CZ" (other than the media clippings I posted) but, alas, there was also nothing.

But .. as has so often been the case on this thread .. there was one source which came-up trumps .. enter 'Elipix' !! :D

And this is what he sent:

Somerton Rayner Helicopters Bell 206A JetRanger G-BCCZ (Photo: The Helipixman Collection)

As this is a Vera Lynn photograph (https://plus.google.com/photos/103091366291700372399/albums?banner=pwa&gpsrc=pwrd1#photos/103091366291700372399/albums/5848098502427641073/5848098501696363106) any help in guessing the location would be most appreciated.

Regarding the date, I am assuming this is pre-ditching and which would place the timeframe between April 1974 and August 1975.

I sound unsure because CAA records show the craft on their books up until 1983 (which is when Summertime wound down most of his operations) .. perhaps 'CZ' was made airworthy after her ditching?

Note Summertime's penchant for one-piece rear windows and missing tail beacons! ;)

27th Feb 2013, 09:05

On page '47 (http://www.pprune.org/rotorheads/483614-top-world-photos-nepal-47.html)' (as it happens) of the 'Nepal' thread, there were some admirers of a stone-wall helipad upon which Vertical Freedom's B3 was perched.

This is to demonstate than the UK has its own take on such arrangements ..

https://lh4.googleusercontent.com/-RGhP2K6OUuE/US3GrBGVwBI/AAAAAAAAMDI/VqvL2488bCw/s766/Bell+47G-5+G-BAXS+nr+Huddersfield+Yorkshire+17+May+92+%28John+Black%29.jp g
Bell 47G-5 G-BAXS at a private pad near Huddersfield in Yorkshire as seen on 17th May 1992 (Photo: John Black)

Originally imported to the UK in 1973 having previously flown as N4098G, this craft went on to fly in Cyprus as 5B-CFB before returning to Blighty.

Of walls and the north of England .. I am reminded that some from this side (Italy) went over to that side (Britain) .. oh I don't know, some 1,891 years ago .. and built a stone wall between Carlisle and Newcastle .. bits of which are apparently still standing! ;)

Dennis Kenyon
27th Feb 2013, 10:22
Hi all ... just a wee morsel to add to the thread.

When Mike Somerton-Rayner closed his busines it co-incided with my starting up Skyline Helicopters at WAP. Needing a bowser for the new business, I visited Mike's dusty Hangar at the west end of Thuxton Airfield to agree a deal on one of his Bedford TK Bowsers. I think the figure agreed was cicra £800 and on discovering the vehicle contained some 1000 gallons of AVTUR, Mike SM still insisted "That's all part of the deal"

I met Jim Thirsk shortly after he dumped the AB 206 in the Thames. 'Twas an A model I believe and wouldn't take kindly to a sudden loss of ground cushion with four up. I always get a smile when I picture four Saville Row suited posh-gents standing in the Thames up to their waists with the usual trickle of Coca Cola cans drifting by. But a lovely guy I recall. Dennis K.

28th Feb 2013, 16:14

This last papal flight from Vatican City to Castelgandolfo was in AW 189?

2nd Mar 2013, 09:03
Atinas: You can read about Pope Benedict's valedictory flight here: http://www.pprune.org/rotorheads/507789-papa-benedetto.html

"Summer in the City" Lol Denissimo - well put! :ok:

I always get a smile when I picture four Saville Row suited posh-gents standing in the Thames up to their waists with the usual trickle of Coca Cola cans drifting by.

I had never really considered this but, now that you mention it .. and given that they were all safely rescued .. yes, it is an amusing scenario!

The 'suits' by the way, were all from the Union Cold Storage Company who had chartered the craft on that eventful day.

More Canadian 76 ..

https://lh3.googleusercontent.com/-LLugk_mVsrE/UTG8Oqm3NKI/AAAAAAAAMF8/epOWme2mpOA/s828/Sealand+Helicopters+S76A+C-GSLE+Saglek+Base%2C+Labrador%2C+Canada+20+Aug+81+%28Steve+Au bury%29.jpg
Sealand Helicopters S76-A C-GSLE at Saglek Base, Labrador, Canada on 20th August 1981 (Photo: Steve Aubury)

2nd Mar 2013, 11:32
Lt. Col. William 'Johnny' Moss RIP

Lt. Col. 'Johnny' Moss in the Westland Scout helicopter he so admired

Moss was taught to fly privately in 1965 while waiting for an Army posting to Aden. He later qualified on both fixed-wing aircraft and helicopters on the Army pilots’ course at Middle Wallop, and in 1974 was awarded his wings.

After serving at Netheravon he was sent to Northern Ireland, where the need to avoid small-arms fire and surface-to-air missiles meant having to fly very low and fast over the sparsely inhabited countryside. Once, on a flight from Crossmaglen, Moss was convinced he was being shot at, although the shooting went on for rather a long time. On landing, he found that he had left the rear seat-belt hanging out of the door and the buckle had clattered on the fuselage all the way home.

He would later speak with relish of his time in Ireland. The Scout helicopter, he said, was like a “flying Land Rover – strong, heavy and a wonderfully reliable friend”.

In 1979 he moved to the border area as DAQMG, the chief administrative officer of the brigade. Many soldiers’ lives were being lost to ambushes because the light pattern on the Land Rovers transporting them from place to place at night was too easily recognisable. With characteristic energy and determination, Moss oversaw a major shift in tactics whereby troops were moved by furniture vans or private vehicles which were frequently changed. He was appointed MBE at the end of his tour.

After transferring to the Army Air Corps, Moss commanded 656 Squadron at Farnborough, and a helicopter regiment in Germany from 1982 to 1985.

William John Hodsoll Moss (always known as Johnny) was born on April 5 1943 near Godalming, Surrey. He could not remember his father, who was killed by a V-2 flying bomb at Sandown Park racecourse.

After Charterhouse, in 1961 he joined the Army and served in the Welsh Guards for the next 18 years. He was an excellent shot and represented the regiment at Bisley.

After two years as an instructor at the Staff College he resigned from the Army, and made the transition from military to civilian life with great deftness. Appointed to a relatively humble job at JP Morgan dealing with security and facilities management, he showed his inventiveness, perseverance and charm, ending up as Secretary to the London Management Committee, running corporate events and entertainment.

Once, needing to install generators on the roof of the 19-storey JP Morgan building to provide backup power for a new trading floor, he was appalled to see a quotation from a crane company for £100,000. He persuaded the police to clear the streets around the building on a Saturday morning, chartered a Puma helicopter and had the equipment flown into position for a total cost of £16,000.

Moss worked for two years at Merrill Lynch as part of a JP Morgan team before moving to UBS to develop the UK private client market. This was followed by seven years in the private investment office of Lord North Street Ltd.

He was a congenial man whose toughness as a soldier went hand in hand with intelligence and good humour. Above all, however, his enthusiasm was infectious.

His talents made him a natural in the world of corporate hospitality — concerts at the Royal Albert Hall and St Paul’s Cathedral, shooting parties and racing at Goodwood. His skills in charitable fundraising were a byword; in the early 1990s, he raised £1 million for Macmillan Cancer Support.

As a non-executive director at Goodwood, he advised on motorsport and aviation while also looking after clients at major events. He was a member of The Queen’s Bodyguard of The Yeomen of The Guard and for five years he was a popular chief executive of St Moritz Tobogganing Club.

3rd Mar 2013, 09:57
Continuing the Army theme in the wake of Johnny's passing ..

https://lh4.googleusercontent.com/-tyla5hEnVh4/UTMdLmyJvQI/AAAAAAAAMGw/-hBAQ2yhkIM/s753/British+Army+Westland+Sioux+AH1+XT498+Middle+Wallop+14+June+ 1968+%28RA+Scholefield%29.jpg
British Army Westland Sioux AH1 XT498 as seen at Middle Wallop on 14th June 1968 (Photo: RA Scholefield)

9th Mar 2013, 10:53

https://lh4.googleusercontent.com/-J8jCm8FsXkQ/UTsRaITSuoI/AAAAAAAAMRU/GDvvjiUQIXA/s767/Caledon+Helicopters+S55B+CF-JTB+Toronto+Malton+June+71+%28George+Trussell+co+Mike+Ody%29 .jpg
Caledon Helicopters S-55B CF-JTB at Toronto's Malton Airport in June 1971 (Photo: Mike Ody courtesy of George Trussell)

https://lh6.googleusercontent.com/-xBcbxRdyZlg/UTsRZwhWGhI/AAAAAAAAMRc/BUXg-eD4BwU/s777/CFRB+Radio+FH-1100+CF-KHJ+Toronto+Malton+17+Apr+68+%28George+Trussell+co+Mike+Ody% 29.jpg
CFRB Radio FH-1100 CF-KHJ at Toronto's Malton Airport on 17th April 1968 (Photo: Mike Ody courtesy of George Trussell)

Dennis Kenyon
9th Mar 2013, 11:28
Good day Savoia,

You continue to pitch up with some good shots of 1970s helicopters.

I always felt the Hiller 1100 machine was a much underated type. I know the early C-18 had the usual power defficiencies but I liked the handling, the cabin comfort and the overall design simpllicity. I first got to fly the type when a short trip was arranged by the Enstrom Chief Engineer, Herb Moseley. (God bless him) 'Twas out of an HAI event at LV to Henderson Airfield where the 1100 awaited. Nothing to do with the handling but I guess you know the engine compartment boasted a neat 'pull-down' platform for servicing & working tools. I seem to recall that in the 1980s the type was being advertised in USA for not much over $100,000. In those days £100k sterling bought nearly $200k US dollars. Anyone on here still flying the 1100on a daily basis? Regards to all. Dennis K.

10th Mar 2013, 16:55
Ciao Denissimio! Yes, its I've always found her an 'interesting' craft and have simply assumed that after the US Army competition there wasn't enough capacity in the civilian market for both the 206 and the 1100 but, perhaps with better marketing and some technical 'tweaks', it could have fared a little differently!

The 1100 engine bay is certainly something to behold compared say to the 500 - you've basically got this tiny Allison sitting in the middle of 'nowhere' - fascinating!


RAF Westland Whirlwind 55-3 HAR10 XP360 as seen at Middle Wallop on 27th July 1973 (Photo: Mike Freer)

Nigel Osborn
11th Mar 2013, 01:47
I spent some 250 hours flying the 1100 in PNG with all landings between 5000 & 14000 ft. Unlike the 206, the C18 engine was derated to 270 hp, so it still had good power at altitude with an excellent rate of climb unlike the 47. The 206 started to lose power from take off & so was useless at altitude until they had C20 fitted.
Tragically my first instructor was killed in a 1100 at a Paris airshow.

12th Mar 2013, 09:45
Nigel: This is intriguing as I never knew that an FH1100 had operated in PNG. Hiller 12's yes, I believe there had been a handful in the early days and I recall that the SIL mission had one at their Eastern Highlands base located in the unlikely sounding village of Ukarumpa! Was the craft on the PNG register?

What was the 1100 like to fly (handling wise)? I am supposing it was similar to the 206? Yes I remember your previous comments about the tragedy of your former instructor. Very sad.

.. the engine compartment boasted a neat 'pull-down' platform for servicing & working tools.

https://lh4.googleusercontent.com/-BiSGr9-bPz8/UT7lM4oiqpI/AAAAAAAAMSo/Nbg-vey6e_Y/s750/%28N379FH+cn+115%29+Condor+Helicopters+Oxnard+Airport%2C+Oxn ard%2C+California%2C+November+1975%2C+by+Doug+Duncan.jpg
Condor Helicopters Fairchild-Hiller FH1100 N379FH (cn 115) at Oxnard Airport, Oxnard, California, in November 1975 (Photo: Doug Duncan)

The pull-down platform referred to by Denissimo being visible in the above photo.

The 1100 engine bay is certainly something to behold compared say to the 500 - you've basically got this tiny Allison sitting in the middle of 'nowhere' - fascinating!

The FH1100's spacious engine bay

Nigel Osborn
12th Mar 2013, 10:48

The 1100 was based in Goroka & Mount Hagen on a P & T contract & operated to all the mountain tops in the Highlands. It replaced the 47 & the difference in performance was huge, more payload, faster & a great ROC. It handled much like a 206 which did have better auto capability. In those days of HUPL, all helicopters were on the aussie register.

After my last flight in Goroka, my relief pilot with 2 top P & T managers on board for reasons unknown flew into the side of Mount Otto killing all 3. It was suggested that the bendix coupling broke on short final.

It was great to fly & maintain & handled PNG conditions very well.

Dennis Kenyon
12th Mar 2013, 13:02
Forgive me Savoia ... perhaps the old memory cells are fading, but I'd bet a dollar to ten cents that the version I flew at Henderson, had a full-length servicing platform directly adjacent to the engine compartment. You pic shows the platform to be smaller and in a lower location. But brain cells being what they are ..... DRK

500 Fan
12th Mar 2013, 16:57
The FH110 seems to be one of the classic designs that didn't enjoy the success it probably deserved. Allison test pilot Jack Schweibold had the opportunity to fly all three contenders in the LOH competition back in the early sixties and he reckoned the Hiller design, which became the FH1100, was the pick of the bunch and should have won the LOH contest!

500 Fan.

FH1100 Pilot
12th Mar 2013, 23:44
DK:Forgive me Savoia ... perhaps the old memory cells are fading, but I'd bet a dollar to ten cents that the version I flew at Henderson, had a full-length servicing platform directly adjacent to the engine compartment. You pic shows the platform to be smaller and in a lower location. But brain cells being what they are ..... DRK

Dennis, the hinged work platforms (actually just access doors for the electrics, oil tanks and various under-engine bits) were only about 14" wide throughout the life of the machine. You're probably remembering standing right on the engine deck (which you could do), which indeed ran from the back of the cabin all the way back to the tail boom attach points.

People might assume that the 1100 flew like a 206, but they do not. Hiller and Bell had very different philosophies on control and stability. Many 1100's came through with a very crude, analog SAS which worked okay up to a point, I guess, although it was no autopilot.

All 1100s have a rudimentary force-trim system on the cyclic that makes that control quite stiff. There is no cyclic friction adjustment.

The problem is that with no forward tilt to the mast, at cruise speed of 120 mph the aircraft assumes a very nose-down attitude. This does terrible things to the stability and it is quite squirrely at that speed (compared to a 206 which drones along nicely at 120 mph). If you back off the power and cruise around at 90 or 100 mph it's really nice - but who wants to fly that slow? (Answer: The designers who obviously only saw the helicopter as a low-speed aircraft.) Then again, a 206 is rock solid, hands-off fun at 100 mph too.

With dual hydraulic systems and no possibility of shutting both off simultaneously, there was no anticipated need to practice hydraulics-off situations in the 1100. Because of this, the 1100 has a tiny little, short-coupled cyclic. Bells always have really long cyclics to give the pilot leverage to fly the thing with the power steering out.

Not only that, but the 1100 had a very tall transmission that was quite rigidly mounted to the airframe, unlike the "loosey-goosey" way the (relatively) low-profile 206 trans mounts to the top deck. 206 trans moves around a *LOT* more than an 1100 trans, and this translates into comparatively sloppy controls in the 206. (And I've got about 8,000 hours in 206's so I'm qualified to have that opinion.)

Thus, the 1100 has a more "sporty" feel than a 206 (if any semi-rigid, underslung rotor can be called that). I've had Hughes 500 pilots comment on how "sensitive" the 1100 is, especially in roll.

Eh- every helicopter is different and takes some getting used to. It's just strange that the 1100 and 206 do fly so differently given how close they are in configuration. The differences in the philosophies of the design teams are striking.

Finally- When Stan Hiller thought he'd won the LOH contract, he sold the California-based helicopter company to Fairchild Industries, an airplane manufacturer on the east coast. Not good.

As we all know, Howard Hughes wanted that contract more. And got it. Fairchild was severely disillusioned at the loss (and Stan was already gone). Industry-wide, nobody really saw a market for a civilian five-seat light turbine helicopter in 1966 (except for a few forward-thinkers at Bell).

So Fairchild never really got behind the 1100 as a civilian ship - they weren't really a helicopter company in the first place! They built 254 of them between 1967 and 1972, ironically calling it quits just as the market segment was exploding. Bell had already redesigned the fugly OH-4 into the 206, had a better-funded marketing department, and were better positioned to take advantage of the way the world was moving.

The rest is history.

In the ensuing years, efforts to revive the 1100 have not been successful.

13th Mar 2013, 19:20
500 Fan: I must say that this is most interesting in that while I can imagine that Hiller's effort may have out-performed Bell's entrant, I find it hard to believe that (performance wise) it would have beaten the little egg. Even the four-bladed 500 (ie. the 'C' model or its early military variant) was still a nimble ship and 'must' (one would have thought) have out-performed (at least in terms of manoeuverability) the other two?

FH1100: For once you get to write about the craft who's name you carry! Lol. Fascinating stuff, many thanks! :ok: I don't think it was any secret that Hughes Aircraft wanted the LOH contract but .. as stated above .. I think they had a winner in anycase. Perhaps not in terms of accommodation but at least in terms of basic performance.

~ ~ ~

In the early 80's my godfather was approached by the Brasilian Police to assist in the disposal of a number of FH1100's which had become surplus to requirement when the 'Esquilo' was introduced. I'm not sure what the outcome was but I do recall visiting the police heliport in Rio di Janeiro:

Brasilian Police (Policia Civil) FH1100 in Rio de Janeiro

https://lh4.googleusercontent.com/-H9mg2zkV0Ic/UUC2mnIHfdI/AAAAAAAAMUU/G4Fv9nB2D_Q/s640/Hiller_FH1100_Pol%C3%ADcia_RJ_resgate_helic%C3%B3ptero_Asa+R otativa.jpg
Policia Civil FH1100 conducting a surf rescue

The Colonel (in casual attire) with Policia Civil air wing chief (and his wife) at the Policia Rio de Janeiro heliport in 1982

.. I'd bet a dollar to ten cents that the version I flew at Henderson, had a full-length servicing platform directly adjacent to the engine compartment.

Your dollar is safe Denissimo .. thanks to William Sheridan who graciously gave his permission for us to post his photo (below):

https://lh6.googleusercontent.com/-SBI2NqVAEUQ/UUC2nsLRCSI/AAAAAAAAMUY/a3Xqkt2OcSo/s808/Raymond+Guest%27s+FH100+EI-ART+SRS+Hangar+Shannon+Airport+late+60%27s+%28Bill+Sheridan% 29.jpg
FH1100 EI-ART in the SRS Hangar at Shannon Airport between 1965-68 (Photo: Bill Sheridan)

Although the lighting is not fantastic .. you can just make out a second platform (above the small one present in my earlier photo) and which is at the same level as the engine bay. So Denissimo .. your memory serves you well! :D

At the time of this photo EI-ART was owned by the US Ambassador to Ireland, Raymond Guest.

Raymond Guest was born on 25th November 1907 in Manhattan to Frederick Edward Guest, a British Cabinet minister and his American wife, Amy Phipps, daughter of Henry Phipps, Jr. He was the great-grandson of the seventh Duke of Marlborough and was Winston Churchill's second cousin.

During World War II he served with the United States Navy on mine sweepers and ended-up as head of the Navy section of the Office of Strategic Services in London. By the time he left the military in 1946, he had risen to the rank of Commander. He was awarded the Bronze Star and a Legion of Merit, both with combat devices; the Croix de Guerre with star; the Order of the British Empire; the Norwegian Cross, and the Danish Defense Medal.

After the war Guest went on to become a diplomat, businessman, thoroughbred race horse owner and polo player. He was the United States Ambassador to Ireland from 1965 to 1968.

Guest twice won the US Open as part of the Templeton team and was posthumously inducted into the polo Hall of Fame in 2006. In 1968 he became the British flat racing Champion Owner. Among Guest's successful horses were Larkspur, winner of the 1962 Epsom Derby and Sir Ivor, winner of the 1968 2,000 Guineas, Epsom Derby and the Washington DC International. Guest also owned steeplechase racers. His most outstanding was L'Escargot, a National Museum of Racing and Hall of Fame inductee who was voted the 1969 US Steeplechase Horse of the Year and who went on to race in England where he won the Cheltenham Gold Cup in 1970 and 1971 and the Grand National in 1975.

Dennis Kenyon
13th Mar 2013, 23:34
Here I come again ... Would the gentleman by the name of Guest be a member of the great Guest family of the original GKN-multi national company. (Guest Keen & Nettlefold - they once made nails). I only ask because a couple of years back I met a certain Faith Guest in Atlanta who insisted she was one of the clan! If anyone will know it'll be Savoia! Dennis K.

14th Mar 2013, 00:08
Sì Denissimo .. it is one and the same family for, as mentioned above, Raymond Guest was a cousin to the late great Sir Winston Churchill and was the son of Frederick Edward Guest who, in turn was the son of Ivor Guest (1873-1939) - see the last entry on the family tree on the lower left-hand side of the chart below:


As you can see .. Ivor Guest was directly related to John Guest (top of the tree) who worked as manager of the Dowlais Ironworks of Merthyr Tydfil in 1767. Under John's son Thomas, the Guest family's involvement in the works flourished with the works eventually becoming the largest iron rolling mill in the world (back when Britain was an industrial power).

There is a long (and interesting) history behind the family and .. in 1900 the mill and asociated businesses were formed into Guest, Keen and Co. - two years later becoming the Guest, Keen and Nettlefolds (GKN) to which you refer.

500 Fan
14th Mar 2013, 00:26
Sav, I was also surprised by Jack Schweibold's assessment of the various LOH contenders. How could he not immediately fall in love with the little OH-6? It turns out the early YOH-6 had some serious vibration problems with the main rotor. Maybe Hiller had their machine dialled-in very early on in proceedings and it flew the best of the three at that time. Jack Schweibold went on to set one of the 23 world records that the OH-6 would claim in 1966. As the LOH contest progressed, the Bell OH-4 was eliminated quite quickly. At selection time, the Hiller and the Hughes were deemed to be both broadly equal in quality and it came down to the lowest bidder. Despite Howard Hughes' shenanigans in winning the LOH, perhaps the best helicopter at that time won and thankfully it spawned the large family of 500s that many love today. Sadly, it seems, the FH1100 was the big loser in the end.

Thanks as well for the information in relation to the heliborne American Ambassador to Ireland. Fascinating stuff.

500 Fan.

15th Mar 2013, 10:25
My apologies but .. the Guest family tree contains some patent anomalies in terms of dates, most notably Sir Winston who's longevity was framed by the dates 1874-1965. Thank you to the PPRuNer who kindly pointed this out to me!

500 Fan: If you would like to read some really fascinating stuff then how about this .. 'The Gulfstream that went racing!'

There I was believing that I possessed at least a basic awareness of corporate aviation in Ireland from the early 80's (especially in matters relating to turf) when I discovered on a plank thread (apostacy I know!) that instead of landing at the nearest airport and having her passengers helicoptered in to the racecouse .. a particular Gulfstream in Ireland in 1983 decided to land directly on the racecourse .. as in on the grass gallops! ;) Now that was a fasinating read, lol! Check it out here (http://www.pprune.org/biz-jets-ag-flying-ga-etc/486918-corporate-nostalgia-thread-4.html).

More Hiller .. of the non-turbine variety

Hiller UH-12E G-ATVN of the Central Electricity Generating Board at Southampton's Eastleigh Airport in August 1969 (Photo: Bary Friend)

ATVN began her service in the UK with United Helicopters of Redhill (who were they?) in 1966 being bought by the Central Electricity Generating Board the following year and then by Management Aviation in 1970.

ps: My thanks to Barry Friend for this photo; this being his first contribution to the thread.

pps: The roof of the building in this photo seems to be wearing a camouflage motif!

ppps: You would think that the CEGC would have been able to afford some weed-killer for their landing pad.

16th Mar 2013, 01:08
United Helicopters of Redhill (who were they?)
I always thought UH was a Bristows subsidiary, but Wikipedia tells me such a company existed as a JV between Stan Hiller and Henry Kaiser - so, UK sub flogging Hillers to the market over here?

16th Mar 2013, 09:57
Hopefully someone will be able to confirm the details. Perhaps Bristows were at one point supporting Hiller sales through this company as part of the JV?

For Nigel 'Ozzy' Osborn:

Nigel: From your era ..

Helicopter Utilities FH1100 VH-UTZ at Sydney's Mascot Airport on 5th April 1969 (Photo: Greg Banfield)

Evidently this craft flew in Fifi for a time (as DQ-FBZ) but was eventually destroyed or substantially damaged on 10th February 1977 at Hoxton Park.

I am assuming that Rosemary Arnold (Australia's first woman helicopter pilot) must have been a friend of yours given that she was flying at around the same time as you!

Rosemary Arnold with FH1100 N420FH in 1968 (most likely during one of her Stateside visits)

Nigel Osborn
17th Mar 2013, 13:53
Rosemary was a remarkable woman, very attractive even after 4 children! She was very aviation driven & paid for her flying training with her own money, so her husband couldn't complain. Started on little planks then qualified on helicopters in 1967 or so. Met her twice at Bankstown Airport when she had a Bell 47J2A. As you would expect she had great trouble finding commercial work as no one wanted a woman pilot in those days! She is still involved although nowadays she does more lecturing than flying being in her 70s.

Enjoyed a few hours in UTZ!

500 Fan
17th Mar 2013, 20:59
Here are two photos of Utilities' FH1100s on Antarctic duty. They are fitted with some heavy-duty cargo racks.

All sizes | Up and away | Flickr - Photo Sharing! (http://www.flickr.com/photos/tiabunna/8134647675/sizes/l/in/photostream/)

Leaving Mawson #2 | Flickr - Photo Sharing! (http://www.flickr.com/photos/tiabunna/8144425896/)

500 Fan.

Nigel Osborn
17th Mar 2013, 23:57
I feel the odd one out! Having flown about 20 different types, I have to say I never really liked the 500. Too cramped, no luggage space, too little endurance, silly rudder pedals that pulled to one side when you took your feet off! Maybe I didn't have enough hours on type to get to love it...< 100 hours only.:ugh:

18th Mar 2013, 23:24
I remember speaking to the managing director of Holborn helicopters about 20 years ago, they had just replaced a 206 with a 500C (G-LINC?).
He said the most noticeable difference between the two aircraft was that he now received maintenance bills that had less than 4 digits.
A credit to the aircraft and the Sywell based maintenace organisation.

19th Mar 2013, 10:09
500 Fan: Great shots. One wonders how the 1100 coped with these 'luggage racks', power wise?

Nigel: I was sure she had come across your radar at some point!

Agaricus: When I first encountered the 500 I had been flying the 206L and the 500 (for me) didn't really 'hit the spot'. But, my introduction had been through training exercises and when some years later I got to put her through her paces in an operational contect .. I was most impressed. For the work we were performing she was ideal, I would venture to say .. untouchable! If the LIII is on your 'wish list' .. why not go a couple of digits higher and opt for the 407 which, as it happens, has some '500-esque' handling qualities! :ok:

Hiller 12E (above): Barry Friend (who photographed th Hiller 12E above) has written to say that the camouflage roof was a left over from the second world war and that the craft had landed upon the signal square which was no longer in use (hence the tufts of grass!).

Eric: The 'C' model with its C18 was probably more economical than the 206 but .. they still like to be fed with fuel! ;)

Hughes 500C (369HS) G-LINC as seen at Cranfield on 3rd July 1994 (Photo: Malcolm Clarke)

LINC had an 'incident' at Sywell on 2nd January 2006 a summary of which reads:

Initially, the pilot flew 16 nm from Sywell to Catthorpe, near Rugby in Warwckshre, in order to pick up hs passenger. After landing, the pilot kept the engine running while his passenger boarded. They then flew to Folkestone Race Course (3 nm point-to-point) where they spent the day. The helicopter was not refuelled at Folkestone because no fuel was available.

The flight back to Sywell was uneventful until just north of Luton Airport. At this point the FUEL LOW caution light flickered once or twice. The pilot was not concerned as this had occurred to him before with a low fuel state. He attributed the flickering caption to the fuel moving around in the tank as a result of air turbulence. Prior to this, the pilot had not made a fuel burn check while en route.

At approxmately 10 nm from Sywell the FUEL LOW caution light came on permanently. He was not too worried by this because his GPS indcated he was 6 mins from Sywell. He believed that when the FUEL LOW caution light came on, he still had 15 mins flying time available.

Due to a number of microlight aircraft in the circuit at Sywell, the pilot elected to join the circuit at the end of the downwind leg rather than fly a straight-in approach. Whilst on final approach, at 400 ft agl, the engine flamed out. The pilot commenced an autorotation and landed firmly short of the threshold of Runway 23. He did not recall what hs cyclic control inputs were durng the touchdown. The pilot and his passenger vacated the helicopter uninjured.

Full report here (http://www.aaib.gov.uk/cms_resources.cfm?file=/Hughes%20369HS%20(Hughes%20500),%20G-LINC%2007-06.pdf).

I'm not sure whether the AAIB report author intended to be humorous in his compilation of this summary but .. his litany of events and the driver's responses (underlined) does have the effect of tickling the corners of one's mouth!

Nigel Osborn
19th Mar 2013, 10:50

Another remarkable female pilot was Yvonne Butler in Brisbane. She suffered the usual prejudices but fixed that by forming her own company! Ppruner Peter Manktelow used to fly for her, so knows her much better than I do! I had the pleasure of making up a foursome for dinner, thanks to Herbie Ray & wife, a wonderful one armed engineer! Herbie had an ulterior motive which never happened!:ok:

19th Mar 2013, 21:25
I suspect the United Helicopters mentioned earlier was indeed a Bristow affiliation....they also hadS-55s registered at one point on oil work. The UH-12 illustrated is in the same colours as the ones used by Bristow on the Middle Wallop training contract,and the one in the Helicopter Museum.
Which reminds me.....anyone got any wooden or metal Hiller main blades suitable for static display ?

19th Mar 2013, 22:09
Hiller Air Museum located in San Mateo, California, announced it will again host the Vertical Challenge Helicopter Air Show June 16th, 10am to 4pm. (1) This comprehensive showcase of rotorcraft brings back memories of my first flights in the predecessor of the Fairchild Hiller FH-1100, the YOH-5 some 50 years ago. I had just completed fifty hours of required flight on the new Allison YT63 Turbine Engine, now the Rolls-Royce/Allison 250. Prototype engines were then released to Hiller, Bell and Hughes for their respective helicopters designed and built for the Army’s Light Observation Helicopter Competition. Our engine test aircraft at Allison was a Bell 47-J dressed in Navy colors. The Navy used this model as an anti-submarine Torpedo Helicopter.
Hiller’s maiden flight in the YOH-5 (FH-1100) was January, 21st 1963 with Bell and Hughes launching their models in the same period. Competition among the manufacturers was brutal and the secrecy requirements were ferocious. I was the Allison test pilot commissioned by the Army to be the first to fly and evaluate the three aircraft. Confidentiality was especially tight for those of us working with the engine as it powered all three contenders. Sworn to secrecy by signing “Thou Shall Not Tell” documents, I was dispatched from Indianapolis to the various manufacturers. I was amazed at the quality of design, performance and workmanship in the Hiller machine. While I couldn’t offer comparative remarks during the two week trip, it looked like the winner. Effectively, it highlighted state-of-the art construction. I valued the attention given to its serviceability. Battlefield maintenance of engine and related components could be easily addressed by merely sliding a clamshell cowling rearward on horizontal tracks along the tail boom.
My initial test flights confirmed earlier OEM engineering assessments that the engine needed quicker responsiveness when recovering from an aborted autorotation touchdown. Otherwise, the little engine pumping out an awesome 318hp, at half the weight of a reciprocating engine, performed extraordinarily well. After some modification to the fuel control, the Allison 250 with reduced acceleration time made an excellent performance pairing in all these light helicopters with the added benefit of modular construction that facilitated a new era for field serviceability. The YOH-5 did not win or maybe even ever had a chance to compete. In a competition that featured the initial winner, Hughes - as in Howard, being brought before a congressional investigation for tampering with the selection process that eventually resulted in the bulk of the production contract going to Bell. Hiller had elected to drop from the military contest and instead built over 250 civil FH-1100’s. Much like the venerable DC-3, this helicopter remains in certified service almost fifty years later. Currently serviced by FH-1100 Manufacturing Corporation (2), recent reports (3) indicate its manufacture may continue into the future through agreements with China … it’s hard to keep a good old girl down!

22nd Mar 2013, 22:39
Yes - we used it for parts to rebuild G-BAFD which had been dismantled and shoved into the corner by BCal. G-BAFD did some good work for us in general charter, being one of very few twin-engined helicopters available at that time. The company passed out of our hands but struggled and died under the new owners.

23rd Mar 2013, 13:05
Hi J

Is that G-AZOM you are referring to?
If so I remember BAFD in the hangar at Bourn prior to purchase having been paint stripped and abandoned.
If I remember correctly it was purchased for an absolute knock down price (under 50K).

23rd Mar 2013, 23:11
Hiller Owner Forum (http://www.helihiller.com/)
A lot of Hillier photos

27th Mar 2013, 10:09

The John F. Kennedy Presidential Library and Museum in Boston, Massachusetts, released the following photos of John F. Kennedy Jr. (also known as John John) on Monday:




https://lh5.googleusercontent.com/-K7nU8xeD-UM/UVKxRmTAxPI/AAAAAAAAMck/otUSatfrH5Y/s530/John+F.+Kennedy%2C+Jr%2C+affectionately+known+as+John+John.j pg

The photos were taken at Camp David (when 'John John' was two) on 31st March 1963 and show the youngster aboard a VH-3D Sea King of Marine Helicopter Squadron One (HMX-1).

As most will know, John F. Kennedy Jr. sadly perished with his wife Caroline and sister-in-law Lauren Bessette, while flying his Piper Saratoga off the coast of Martha's Vineyard in July 1999.

27th Mar 2013, 12:54
Continuing the Sea King theme ..

For Geoff n' Jim:

https://lh6.googleusercontent.com/-r4qThK189oo/UVLbhfEvp0I/AAAAAAAAMdE/mF7f5yT6BQs/s766/S61N+G-BIMU+%27Loch+Fyne%27+Aberdeen+Dyce+16+Sep+84+%28Derek+Fergus on%29.jpg
British Caledonian Helicopters S61N G-BIMU (also known as 'Loch Fyne' - in recognition of those crews who enjoyed a wee tipple of the fermented grapes) on finals at Aberdeen's Dyce Airport on 16th September 1984 (Photo: Derek Ferguson)

27th Mar 2013, 21:40
That's my girl! :E. Total rebuild (DESPITE CAA's input, Mr Herman, since you ask) in 1976, Blackpool. Since it was only to be a permit we did it my way :ok:. I took 39lbs of redundant wiring out of her, put a motor-bike battery in the old HUGE battery case, and replaced the counterbalance weights on the t'boom with balsa wood........:uhoh:

I also used a Chadwick to calibrate a chart for her and remove all traces of stick-stir, and scrubbed round the 25hr greasing of the M/R head (which only finished off the friction dampers up there, anyway!).

Flew all over the place until its owner unfortunately went to the big-bar-in-the-sky a few years ago. And then, due uninspectable internal corrosion problems to MRB steel spars, the type was grounded.

Sad but a fact of life,I think she maybe either at Weston s'mare or at Middle Wallop.

Some machine though, flew like a ding-bat; not bad for a 1954 build aircraft (just left a slick of W80 across UK from an un-fixable leak at the primary g'box - like all Skeeters did)

RIP old lady, you did me proud. I have a cherished photo of you airborne over the Black Isle :ok: - VFR

28th Mar 2013, 07:34
Vfr440.........Skeeter G-SARO is actually at the Yorkshire Air Museum but the Helicopter Museum has got four spare airframes if you fancy rebuilding another one !
A couple of the volunteers have also just finished rebuilding one of the Gypsy Major engines to put on show alongside the displayed Skeeter.when you see the size and weight of the engine you understand why the Skeeter struggled to get airborne in a German summer!

28th Mar 2013, 14:07
Agaricus bisporus

I remember seeing G-STOX in the stated colours many years ago when I was a weee 13 year old lad. If my memory serves me correct it was owned by 2 city guys, based and hangered with Aeromega Helicopters when at Stapleford Aerodrome. Seeing the photo brought back many happy and fond memories.

28th Mar 2013, 19:35
Agaricus bisporus - I think the combination of BCAL and the Chinook would have made your day :


29th Mar 2013, 21:00
Hate to dispel myths but I was granted the opportunity to name G-BIMU and I chose Loch Fyne based on a school days holiday. However one could never mix tipples and pilots, could one?????

29th Mar 2013, 22:21
However one could never mix tipples and pilots, could one?

Ah no M.M. .. strictly eight hours from bottle to throttle!

My myth drawn from the Gaelic meaning of the name .. 'Loch of the Vine' or wine!

31st Mar 2013, 18:00
Agaricus: Some great shots there! :ok:


For Zishelix: Zis, I can only assume that you must already have these .. given that you have almost every Gazelle image ever taken !!

Sony Corporation Aérospatiale (formerly Sud-Aviation) SA341G Gazelle JA9153 being exhibited at the 5th Japan Aerospace Exhibition at Iruma Air Base located in the city of Sayama, Saitama Prefecture, to the north west of Tokyo, in October 1976

Iruma Air Base formerly accommodated the Imperial Japanese 'Army Air Service' Academy but now serves as home to the Air Defence Command Headquarters Flight Group.

JA9153 on display

Being wheeled to the static display

Pre-show preparations

JA9153 during demonstration flights

Just in case Denissimo passes by and sees the tail of the wee craft in the first photo .. I suppose I better post that too!

Enstrom 280C JA7589 attending the 5th Japan Aerospace Exhibition at Iruma Air Base in October 1976

JA7589 aloft

31st Mar 2013, 18:43
Oh, I'm far of possessing "every Gazelle image ever taken", but happen to already have these (and a few more JA-regd ones ;))

Thanks for think on me! Much appreciated :ok:

2nd Apr 2013, 19:01
Hi yes Charles Hughesdon is 103 yrs old and talks alot about his flying days. I am his Carer and love listening to all his stories.

2nd Apr 2013, 21:10
For God's sake Roper stick some of his stories on here for posterity .. before they are lost !! :ok:

Please convey to him that my godfather (Col. Bob Smith, ex-Ferranti Helicopters) is still alive and kicking at 92!

Dennis Kenyon
2nd Apr 2013, 22:05
For 'S' ... how come the mighty Japanese industry is showing a thirty year old Enstrom at their exhibition? Having said that, I still prefer displaying the earlier 280C version. Take care all .... Dennis K.

3rd Apr 2013, 06:57
Bob Smith is your god father Savoia? Good grief I first knew him when he was a test pilot on Sycamores and met him later at HeliExpo when he was working in South Africa
Where is he now?

3rd Apr 2013, 10:03
Ciao Denissimo! Sorry if I didn't make it clear .. the 280C was being displayed at the 1976 show which back in those days was held at the Air Force base in Iruma. In more recent years the event has been hosted at Nagoya.

Is then the 280 series, including the current 'FX' model, your preferred choice in terms of overall handling when it comes to the Enstrom products?

Heli1: That was most likely the 1986 HAI meeting at Anaheim and I would have been with him - I think that was one of the last shows he attended. That was also the last time I saw 'Suggs and Smith' (PHI/Evergreen).

The Colonel elected to retire in South Africa (preferring the warmer climes) and is fair-to-middling.

ps: Next time I am in Blighty I plan to visit the museum so, perhaps I will see you there.

Dennis Kenyon
3rd Apr 2013, 19:29
You have it Savoia ... I normally display the earlier Enstrom C models simply because the later FXs have a fully co-related throttle system, but which needs reverse throttle movement in some manoeuvre configurations. In display work I need my attention OUTSIDE so prefer to manually control throttle. Having said that. Enstrom's latest co-relation is especially good and reduces pilot workload significantly. Please keep the pics a coming! Dennis K.

PS. When I experienced the T/R failure at the 1999 Biggin Hill Air Fair display, I was flying the FX version. I had the devil's own job putting the heli down safely mainly due to wrestling with the throttle the co-relation.

4th Apr 2013, 09:58
When I experienced the T/R failure at the 1999 Biggin Hill Air Fair display, I was flying the FX version. I had the devil's own job putting the heli down safely mainly due to wrestling with the throttle the co-relation.

Denissimo! This is doubtless testament to your super-normal aviatorial skills and of which we are all so proud!

Speaking of FX's and tail-rotor 'issues' .. you must of course have seen this clip of an FX (Stateside) which encountered a 'stuck pedal' scenario:



https://lh3.googleusercontent.com/-5Wsl89yNUQ0/UV06dbIyvCI/AAAAAAAAMhc/5mElAAsm0qw/s769/F280+Shoreham+13+June+1982+Brit+Hel+Cmpnshps+%28Kevin+Colbra n%29.jpg
Enstrom 280C at Dennis' Shoreham office on 13th June 1982 (Photo: Kevin Colbran)

From what I have been able to glean on this craft, Denissimo displayed her at the 1976 Farnborough Airshow and also entered her as a contestant for the British Helicopter Championships .. and doubtless many other occasions too!

Dennis lifting from Shoreham with BDIB c. late 70's

Dennis Kenyon
4th Apr 2013, 21:55
Hi Savoia, Lovely to see Enstrom G-BDIB again and just to put your records straight. She was actually a 'non-turbo' Enstrom 280 model. (not 280C) Imported in September 1975. Spooner Aviation the distributor operated her as a sales demonstrator for two years. I put around 400 hours on her. She was then used to obtain PT certification on the new Shark shape and flown by CAA pilot Ken Reid in August 1976. (your black & white photo) Later, I displayed the ship at Farnborough everyday of the show starting 3rd September for the air show acceptance committee with the final public day being 12th September. Thereafter she flew on demonstrations and film work til she was sold to the Lons Country Club in June 1977 and registered as G-LONS. Graham Miller was the owner. The colour pic as G-BDIB was taken BEFORE 1977. IB became a TCL near Salisbury that year when she suffered loss of blade tape and was put down heavily by the pilot who lost the left skid on the first 'run-on' landing. The second landing rolled her over! Crew OK.

Happy titbits and fond memories. Dennis Kenyon.

Dennis Kenyon
4th Apr 2013, 22:03
If memory serves correct ... yes G-BDIB was used at the HCGB heli championships held at Epsom Racecourse circa 1976. Prince Charles was a judge that year and since he had recently qualified to fly rotary and the 280 Shark was new to the market, he joined me for a quick demo flight for a circuit of the racecourse. I have the photo somewhere. Later Captain Mark Phillips flew in her when I collected him from his Somerton home to fly to Hickstead where he was entered to ride. Also 1976. More happy memories. Dennis K.

Dennis Kenyon
4th Apr 2013, 22:08
And finally .... the PA 28 in the background being a 180F model G-BASF was christened 'Sunshine' (written on her nose cowling) Simply because the guy who bought it was a travel agent. He told me .... I deal in Sunshine! DRK ... is this trivia too much for some?

4th Apr 2013, 23:34
is this trivia too much for some?



5th Apr 2013, 18:51
The Rotary Nostalgia Thread

Concise Index

Page 100

Themed Posts

AgriCopters ... pages 48, 49, 51, 55, 72
At Odds with The World (Cockpit photos at extreme angles) ... pages 48, 57, 58, 65, 69, 78
Auspicious Alouettes ... pages 10, 29, 46, 78
Aussie Nostalgia ... page 41, 44, 47, 56, 62, 73
Aussie Rangers ... pages 41, 43, 47, 73, 79
Bölkow Classico ... pages 30, 31, 36, 40, 56, 57, 58, 73, 85, 94, 95, 96, 97
Brantlys in Britain ... pages 16-20, 44-45, 47, 55, 79, 88
Bristow Rangers ... pages 91, 95
British Squirrels ... pages 74, 76, 79
Canadian Nostalgia ... pages 71, 95, 97
Classic 47 ... pages 66, 71, 72, 80, 83, 94, 95, 97
Classic 61 ... pages 55, 73, 76, 81, 91
Classic Gazelle ... pages 24, 39, 46, 50, 57, 58, 71, 72, 73, 76, 80, 83, 85, 90
Celtic Rangers ... pages 38, 40
Cigarette Copters ... page 40
Classic JetRangers ... pages 59, 60, 62, 64, 70, 72, 74, 83, 89, 91, 99
Classic LongRanger ... page 68
Dragonflys & Widgeons ... pages 46-50, 54, 55, 59, 70, 83, 84, 91
Historic Hillers ... pages 30, 40, 49, 58, 60, 79, 88, 92, 93, 97, 98
North American Nostalgia ... pages 58, 62, 64, 68, 69, 99
Supa Sea Kings ... pages 33, 58, 60, 61, 65, 69, 77, 78, 83
Superb Sycamores ... pages 40, 56, 93
The Mighty CH-53 ... pages 82, 83
Views of Hughes (Classic Hughes 300's & 500's) ... pages 29-30, 34, 38, 45, 65, 68, 69, 71, 75, 77, 79, 80, 87, 89, 91, 98
Wasps & Scouts ... page 6, 26, 30 63, 65, 67, 77, 88, 91
Whirling Winds ... 12, 19, 44-46, 57, 58, 59, 60, 61, 62, 63, 71, 74, 76, 77-80, 83, 91, 93, 97
Wonderful Wessex ... pages 59, 61, 62, 63, 83, 88


Alan Mann ... page 15
Baron Heinrich von Furstenberg ... page 10
Charles Hughesdon ... pages 10, 20, 25, 65, 91, 92
Charles Kaman ... page 93
Chris Hunt ... page 22
Clark Gable, Van Heflin, Gary Cooper and James Stewart ... page 10
Colin Chapman ... pages 2, 15
Cy Rose ... pages 13 & 17
Dennis Kenyon (The Kenyon Files) ... pages 3-6, 8, 10-11, 13-21, 25, 27-28, 30-32, 34-35, 39-40 42-43, 46, 49, 65, 68, 84-85, 93, 100
Duke of Westminster ... pages 1, 2, 16
Ferranti family ... page 19
Field Marshall Sam Manekshaw ... page 28
Freddie Wilcox ... page 11
Gay Absalom & Nobby Clarke ... pages 14, 35
Gen. Peter Walls ... page 4
Geoffers in Cornwall ... pages 7, 50
George Muir ... page 27
Gilles Villeneuve ... page 17
Imelda Marcos 'launching' the Philippine Presidential Puma ... page 90
Jacques Cousteau and the MV Calypso ... page 75
Jimmy Harper ... page 27
John Crewdson ... pages 3, 8, 27, 88
John Dicken ... page 22
John Eacott ... page 10
John Fay ... page 62
Karl Zimmerman ... pages 31 & 32
Ken Davies ... pages 1 & 7 66
Ken Gregory ... page 14
Lord Louis Mountbatten & General 'Bill' Slim ... page 51
Lt. Col. William 'Johnny' Moss ... page 97
Mal Smith Pacific Helicopters ... page 66
Margaret Thatcher with S76 ... page 43
Mike Smith ... page 20
Noel Edmonds ... pages 11 & 12
Peter Cadbury ... pages 9,11, 13, 20, 21
Pete Wilson ... page 12
PPRuNer Speechless Two ... page 50
President Truman and and Queen Juliana of the Netherlands ... page 46
Raymond Guest ... page 98
Rear Admiral Ian Robertson ... page 76
Roy Neep ... pages 4 & 21
Roy Spooner ... pages 19 & 20
Sox Hosegood ... page 12
Stanley Hiller ... page 92
Tommy Sopwith (The Sopwith Files & Endeavour Aviation) ... pages 33-35, 64
Wally Wilding ... pages 77, 78, 79


Aeromega ... pages 53, 90
Air Gregory ... pages 14, 20, 44, 78
Alan Mann ... pages 14, 15, 66, 76
Alec Wortley Helicopters ... page 21
Autair ... pages 74, 95
Ben Turner Helicopters ... page 25
British Caledonian Helicopters ... pages 5, 73, 74, 75, 77, 78, 99
Christian Salvesen (Antarctica) ... page 15
Clyde Helicopters/Heliport ... pages 8, 24 & 25
Colt Aviation ... page 36 & 37
Dollar Helicopters ... pages 21, 48, 49
Dublin City Helicopters ... page 37
Freemans of Bewdley Aviation ... page 40
Gleneagle Helicopters ... page 40
Globe Helicopters ... page 78
Island Helicopters (New York) ... pages 47 & 48
Kestrel Helicopters ... page 39
Masselaz Helicopters ... page 38
Oldway Helicopters ... page 19
Omniflight and the Pan Am Shuttle (New York) ... page 47
PLM Helicopters ... pages 39, 46, 48
Sabena Helicopters (Belgium) ... page 12
Sagil Helicopters ... page 89
Somerton Rayner Helicopters ... pages 95, 96, 97
Twyford Moors Helicopters ... page 24
Vowell Air Services ... pages 47, 89

Feature Posts

Bell Helicopter: A Potted History ... page 46
Operation 'Rich Man' ... page 69
Speechless Two's Rhodesian Expedition ... pages 3 & 4
The London to Paris Air Race ... page 78
The MV Torrey Canyon ... page 74
The Opening of Westland Heliport ... page 49
The Pan Am New York Shuttle ... page 47

Miscellaneous Rotorcraft

Agusta 101 ... page 27
Agusta 102 ... page 66
Agusta S61 Silver ... page 6
Brantly 305 ... pages 18 & 19
Doman Helicopter ... pages 67, 68
FH1100 ... pages 97, 98
Metpol 222's ... page 89
NHI Kolibri ... page 92
Saunders Roe Skeeter & Scout ... pages 10, 12, 65, 99
Silvercraft SH4 ... page 81
Sud-Ouest Djinn ... pages 92, 93
Super Frelon ... page 43
The Decca Helicopter ... pages 71, 80
UK LongRangers ... page 13

5th Apr 2013, 18:53
Concise Aircraft Picture Index

British Registered

G-AJHW (S51) ... page 26
G-AJOV (S51) ... pages 6 & 20
G-AKCU (Dragonfly) ... page 84
G-AKCX (B47) ... page 20
G-AKFB (B47) ... page 19
G-AKTW (Widgeon) ... page 49
G-ALIK (Dragonfly) ... page 47
G-AMTZ (Skeeter) ... page 55
G-AMWG (Sycamore) ... page 20
G-ANLW (Widgeon) ... page 49, 52
G-ANUK (Whirlwind) ... page 57
G-ANOB (H12) ... page 49
G-APMR (H12) ... page 19
G-APTE (Widgeon) ... page 49
G-APTH (B47) ... page 22
G-ARIA (B47) ... pages 71, 80
G-ARVY (B2) ... page 55
G-ARXH (B47) ... page 95
G-ASHD (B2) ... page 45
G-ASHJ (B2) ... page 55
G-ASNL (S61) ... page 20 & 26
G-ASNM (S61) ... page 26
G-ASNV (B47J) ... page 64
G-ASUN (B305) ... page 18
G-ASXF (B305) ... page 19
G-ATCA (Wessex) ... page 26
G-ATFH (B2) ... page 47
G-ATFM (S61) ... page 32
G-ATJY (B2) ... page 17
G-ATSJ (B305) ... pages 19, 20, 34
G-ATUR (B305) ... page 19
G-ATUS (B305) ... page 18
G-ATVN (UH12E) ... pahe 98
G-AVCA (B2B) ... page 44
G-AVEE (AlII) ... pages 14, 46
G-AVII (B206) ... pages 37, 62
G-AVIG (B206) ... page 91
G-AVTG (H1100) ... page 79
G-AVUK (E28) ... page 27 & 28
G-AVVH (B206) ... page 74
G-AVYX (B206) ... page 31
G-AVZC (H300) ... page 78
G-AVZH (B206) ... page 64
G-AWAP (Al II) ... page 27, 52, 54
G-AWDU (B2) ... pages 16 & 20
G-AWFY (Al II) ... pages 27 & 48
G-AWGU (G206) ... pages 40, 62, 72
G-AWJL (B206) ... page 22
G-AWJW (B206) ... page 3, 60
G-AWLV (B206) ... page 62
G-AWOL (B206) ... pages 5, 22, 39, 42
G-AWOM (B206) ... page 22
G-AWOY (B206) ... page 74
G-AWRI (B206) ... page 89
G-AWRV (B206) ... pages 74, 89
G-AWSK (B47) ... page 80
G-AWUC (B206) ... pages 39, 65
G-AWVL (H300) ... page 20
G-AXAY (B206) ... page 64
G-AXEJ (H500) ... pages 18, 87
G-AXGO (B206) ... pages 25, 64
G-AXKE (B206) ... page 63
G-AXMM (B206) ... page 11, 59
G-AXPL (H500) ... page 14
G-AXXD (H300) ... page 86
G-AYBE (B206) ... pages 20, 79
G-AYCM (B206) ... pages 39, 62
G-AYHN (B206) ... page 74
G-AYMW (B206) ... pages 31, 67, 68, 90
G-AYMX (B206) ... pages 5 & 27
G-AYMY (B47) ... page 94
G-AYNP (Whirlwind) ... page 45
G-AYTF (B206) ... pages 17, 34, 40, 44, 48, 57, 84
G-AZAG (B206) ... pages 22 & 23
G-AZBS (B47) ... page 22
G-AZMB (B47) ... page 17
G-AZNI (Lama) ... page 48
G-AZOM (Bo105) ... pages 95, 96
G-AZRU (B206) ... pages 18, 48, 60
G-AZTI (Bo105) ... page 97
G-AZVM (H500) ... pages 45, 65
G-AZVX (B47) ... page 53
G-AZYB (B47) ... pages 22, 65
G-BAAN (H300) ... page 21
G-BAEH (H300) ... page 14
G-BAFD (Bo105) ... pages 35, 77, 94
G-BAHU (F28) ... page 57
G-BAKF (B206) ... pages 3, 32, 77, 91
G-BAKS (B206) ... pages 23 & 24
G-BAKT (B206) ... page 22, 31
G-BAKU (B206) ... page 22
G-BAKX (B206) ... pages 38, 64
G-BALC (B206) ... page 91
G-BALE (F28) ... page 46
G-BALT (F28) ... pages 13 & 15
G-BAMF (Bo105) ... pages 94, 95
G-BAML (B206) ... pages 53, 60, 96
G-BASE (B206) ... page 33, 60
G-BASV (F28) ... page 46
G-BATC (B0105) ... page 53
G-BATU (F28) ... page 41
G-BAUM (B206) ... page 40
G-BAUN (B206) ... pages 16, 40
G-BAVI (B206) ... pages 16, 18, 19
G-BAXS (B47) ... page 97
G-BAYA (B206) ... page 48
G-BAYN (H500) ... page 34
G-BAYX (B47) ... page 49
G-BAZL (SA341) ... page 24
G-BAZN (B206) ... pages 95, 96
G-BBAU (F28) ... page 32
G-BBAZ (H12) ... page 49
G-BBBA (H12) ... page 49
G-BBBM (B206) ... pages 8, 13, 40, 43, 80
G-BBBR (F28) ... pages 13 & 49
G-BBCA (B206) ... page 41, 56
G-BBET (B206) ... pages 25, 44
G-BBEU (B206) ... page 25
G-BBFB (B206) ... page 42
G-BBHW (SA341) ... pages 39, 57, 80
G-BBIS (H300) ... page 87
G-BBIW (H300) ... page 88
G-BBJE (Al II) ... page 29
G-BBLE (H12) ... page 49
G-BBLO (H12) ... page 49
G-BBPO (F28) ... pages 13, 42
G-BBRS (F28) ... page 8
G-BBUX (B206) ... pages 20 & 22
G-BBUY (B206) ... pages 16, 53, 90
G-BBVI (F28) ... page 19
G-BCCZ (B206) ... pages 96, 97
G-BCHM (SA341) ... page 46
G-BCMC (B212) ... page 94
G-BCVZ (B206) ... page 36
G-BCWM (B206) ... pages 6 & 12
G-BCWN (B206) ... pages 11 & 12
G-BCYP (B206) ... pages 17 & 27
G-BCXD (B0105) ... page 53
G-BDBR (B206) ... pages 46, 77, 87
G-BDFP (H500) ... pages 61, 62
G-BDIB (E280) ... page 100
G-BDKD (F28) ... page 37, 38, 52, 88
G-BDRY (H12) ... page 29
G-BEAD (Lynx) ... page 44
G-BEEK (E280) ... page 93
G-BEFY (H12) ... page 29
G-BEHG (B206) ... pages 16 & 22
G-BEJY (H500 ... page 29
G-BENO (E280) ... pages 3, 41
G-BEPP (B206) ... page 27
G-BERJ (B47) ... page 29
G-BESS (H500) ... pages 38, 45
G-BEWL (S61) ... page 91
G-BEWY (B206) ... pages 79, 96
G-BEYR (E280) ... page 30
G-BEZJ (Bo105) ... page 94
G-BFAL (B206L) ... page 93
G-BFAY (H500) ... pages 89, 91
G-BFEI (B47) ... page 56
G-BFFJ (S61) ... page 21
G-BFJN (B47) ... page 49
G-BFJW (B206) ... page 77
G-BFNC (AS350) ... pages 32, 91
G-BFYA (Bo105) ... pages 53, 64
G-BFYJ (H500) ... page 91
G-BFZE (AS350) ... page 91
G-BGHO (B47) ... page 49
G-BGKJ (Bo105) ... page 94
G-BGIF (AS350) ... page 38
G-BGIL (AS350) ... page 38
G-BGIM (AS350) ... page 38
G-BGWJ (S61) ... page 32
G-BGYF (B206) ... page 38, 52
G-BHAX (F28) ... page 41
G-BHBF (S76) ... page 45
G-BHIV (AS350) ... pages 25, 76
G-BHWO (H500) ... page 91
G-BHXU (B206) ... pages 16 & 25
G-BHYW (B206) ... page 91
G-BIBJ (E280) ... page 41
G-BIDC (B212) ... page 54
G-BIMU (S61) ... pages 32, 99
G-BIOA (H500) ... page 30
G-BIWY (WG30) ... page 53
G-BJFI (B47) ... page 52
G-BKBY (B206) ... page 83
G-BKTK (H500) ... page 34
G-BKXE (AS365) ... page 24
G-BLEV (AS355) ... page 76
G-BLSY (B222) ... page 14, 54
G-BLZN (B206) ... page 39
G-BMTC (AS355) ... page 79
G-BNPS (Bo105) ... page 13
G-BOUY (B206) ... pages 25, 80
G-BRDL (B206) ... page 27
G-BRPO (E280) ... page 91
G-BRTB (B206) ... page 52
G-BSBW (B206) ... page 90
G-BTIS (AS355) ... page 95
G-BTWA (B206) ... pages 10, 24 & 25
G-BUSA (AS355) ... page 76
G-BUXS (Bo105) ... page 27
G-BUZZ (B206) ... pages 4, 39
G-BWAV (H300) ... page 13
G-BYKF (F28) ... page 46
G-CEDK (Citation X) ... page 1
G-CHLA (AS355) ... page 26
G-CHOC (B206) ... pages 11 & 23
G-CORR (AS355) ... page 76
G-CPTS (B206) ... page 34
G-DWMI (B206L) ... page 22
G-EJCB (A109) ... page 8
G-EYEI (B206) ... pages 9, 16, 22, 24, 27, 80
G-FERG (AS350) ... page 38
G-FIBS (AS350) ... page 41
G-FSCL (B206) ... page 27
G-FSDA (B206) ... page 77
G-FSDG (B206) ... page 27
G-GASA H500) ... page 26
G-GBCA (A109) ... page 41
G-GINA (AS350) ... pages 38, 45
G-GOBP (B206) ... page 25
G-GOGO (H500) ... page 30
G-GWHH (AS355) ... page 76
G-GWIL (AS350) ... page 76
G-HEWS (H500) ... page 45
G-HLEN (AS350) ... page 90
G-HOOK (H500) ... page 30
G-IINA (AS350) ... page 35
G-JAMI (B206L) ... page 17, 62
G-JANY (AS350) ... pages 8, 86
G-JESI (AS350) ... page 35
G-JLBI (B206L) ... page 95
G-JOKE (B206) ... page 2
G-JLBI (B206L) ... pages 5 & 8
G-JLBZ (B222) ... page 7
G-JLCO (AS355) ... pages 76, 80
G-JLEE (B206) ... page 1
G-KATE (WG30) ... page 28, 53
G-LBAI (EC155) ... page 18
G-LEDR (SA341G) ... page 51
G-LIII (B206L) ... page 13
G-LINC (H500) ... page 98
G-LRII (B206L) ... pages 13, 64, 73, 91
G-METB (B222) ... page 88
G-MRRR (H500) ... page 6
G-NAAB (Bo105) ... page 79
G-NEEP (B206) ... page 21
G-NEUF (B206L) ... page 14
G-NOEI (AS350) ... pages 11, 25, 40
G-NOXY (R44) ... page 20
G-OAUS (S76) ... page 44
G-OBIG (AS355) ... page 96
G-OBRU (B206) ... pages 26 & 27
G-OHTL (S76) ... page 41
G-OIML (B206) ... page 42
G-OJCB (B206) ... pages 2, 22, 23, 44, 90
G-OLDN (B206L) ... page 41
G-OLLY (Piper Navajo) ... page 2
G-ONOW (Bell 206) ... pages 5 & 9
G-ONTA (H500) ... page 69
G-ORRR (H500) ... page 6
G_OSEB (B222) ... page 54
G-OSMD (B206) ... page 91
G-OYST (B206) ... page 17
G-PACO (S76) ... page 15
G-PMGG (B206) ... page 77
G-POAV (AS356) ... page 84
G-PRIX (Cessna Titan?) ... page 2
G-REVS (B206) ... page 5
G-RIFF (SA341G) ... page 90
G-RODS (B206) ... pages 11 & 12
G-ROGR (B206) ... page 11
G-SHAA (E280) ... page 6
G-SPAO (EC135) ... page 57
G-SPEY (B206) ... pages 23, 25, 38
G-SPHU (EC135) ... page 57
G-SPOL (Bo105) ... page 80
G-STEF (H500) ... page 16
G-STOX (B206) ... page 99
G-STVI (B206L) ... pages 9, 22 & 24
G-SUTT (H500) ... page 78
G-SWEL (H500) ... pages 6 & 20
G-TALI (AS355) ... page 2, 57
G-TALY (B206) ... pages 1, 7 & 17
G-TELY (A109) ... page 53
G-TGRZ (B206) ... page 6
G-THLS (Bo105) ... page 96
G-TKHM (B206) ... page 22
G-WARM (B206L) ... page 13
G-WASP (B2) ... page 47
G-WILL (B206) ... page 15
G-WIZZ (B206) ... pages 2 & 3
G-WOSP (B206) ... pages 5, 6, 29, 38
G-XXEB (S76) ... pages 18, 35
B-983 (Dragonfly) ... page 47
B-948 (Dragonfly) ... page 46
XK479 (Skeeter) ... page 45
XP360 (Whirlwind) ... page 97
XR380 (AlII) ... page 36
XT228 (Sioux) ... page 42
XT471 (Wessex) ... page 42
XZ322 (SA341) ... page 38

Non-British Registered

C-GHXJ (B206) ... page 71
C-GHJW (S76) ... page 97
C-GIMU (S76) ... page 97
C-GOKC (B206) ... page 95
C-GSLE (S76) ... page 97
CF-CGO (B206) ... page 95
CF-FZX (B47) ... page 49
CF-JTB (S55) ... page 97
CF-KHJ (FH1100) ... page 97
D-HBKA (BK117) ... page 58
D-HDCI (Bo 106) ... page 56
D-HMBB (Bo 105) ... page 64
D-HJFF (B206) ... page 10
D-HMAC (B206) ... pages 11, 13 & 23
EI-ART (FH1100) ... page 98
EI-ASW (B206) ... pages 35, 68
EI-BFK (B206) ... page 82
EI-BHI (B206) ... page 36
EI-BLY (S61) ... page 33
EI-BPK (S61) ... page 37
F-BHGJ (B47) ... page 46
F-BIEA (Al II) ... page 27
F-GALU (B206) ... page 79
F-GBBQ (AS350) ... page 25
F-WHHF (Alouette II) ... page 12
HB-ZKN (AS332) ... page 44
I-CDVM (B206L) ... page 13
I-CMLC (B206) ... page 85
I-MINR (B47) ... page 22
I-MCOM (Dragonfly) ... page 50
I-PFDC (AS355) ... page 6
JA7589 (E280) ... page 99
JA9153 (SA341G) ... page 99
N102CS (H300) ... page 75
N109BS (A109) ... page 17
N2221W (B222) ... page 12
N379FH (FH1100) ... page 97
N38BL (B206) ... page 22
N420FH (FH1100) ... page 98
N50005 (B206) ... page 82
N7DQ (B206L) ... page 96
OH-HIS (AlII) ... page 46
OY-HAO (S61) ... page 33
OY-HBJ (S61) ... page 76
SE-HMO (B206L) ... page 62
VH-AHF (B47) ... page 44
VH-AND (B206) ... page 16
VH-BAD (H500) ... page 89
VH-BAG (H500) ... pages 47, 75
VH-BHW (B206) ... page 45
VH-DJW (Kiowa) ... page 47
VH-FHV (B206) ... page 47
VH-FHZ (B206) ... page 47
VH-FRL (B206) ... pages 26, 41
VH-FVF (B206) ... page 41
VH-JTI (B206) ... page 41
VH-MXE (A109) ... page 35
VH-NVO (AS350) ... page 56
VH-PMO (B206) ... page 47
VH-PMR (B206) ... page 47
VH-UHC (B206) ... page 73
VH-UTZ (F1100) ... page 98
VH-WHW (B206) ... page 41
YV-2214P (B206L) ... page 62
ZK-HCI (FH1100) ... page 36
ZK-HJH (H500) ... page 69
ZK-HPP (B206) ... page 16
ZS-HDZ (B206) ... page 16
3A-MSX (B206L) ... page 58
5B-CBV (S62) ... page 33
5N-ACN (Alouette II John Eacott) ... page 10
9H-AAJ (B206) ... page 78
9N-ABE (B206) ... page 46

7th Apr 2013, 19:16
The Crewdson Files

In the mid-1950's it looks as if John had a 'brainwave' involving a mobile landing pad (low loader) and a Bell 47. See the video clip below:

https://lh4.googleusercontent.com/-8D2HKAT6Ld4/T0Xfuo-GtaI/AAAAAAAAIBI/_0Gb2PKFN3o/s84/Play+Icon.png (http://www.britishpathe.com/video/new-helicopter-aka-mobile-helicopter-and-heliport/query/john+crewdson)

The craft in question (an Agusta-Bell) was G-ANZX and was registered to Helicopter Services of 'Picaadilliy' in London. Was this a forerunner to Helicopter Hire one wonders?

Sadly, in 1962, the craft seems to have encountered tragedy at Connington Airfield in Peterborough and was written off on 25th July of that year.

I wish I had kept a note of some of the more memorable names that have cropped-up on this thread. Perhaps if I find the time I shall get round to it. Prior to being bought by Helicopter Services this craft was owned by a Mr 'Timothy Meadows Clutterbuck' of Micklefield Hall, Rickmansworth. Priceless!

John Crewdson's 'helicopter carrier' with Agusta-Bell 47G G-ANZX strapped aboard. The sign on the lorry seems to say 'Surface Transporter Unit' beneath the Helicopter Services name. (Photo: c. 1955, Frank Hudson)

If you look at the landing in the video clip you'll see that John is giving us two for the price of one and it is rumoured that this had something to do with a client that he had recently secured (see below): ;)

John displaying G-ANZX at White Waltham on behalf of a Helicopter Services client in 1955 (Photo: Frank Hudson)

The late great John Crewdson at Gatwick Airport in 1956

7th Apr 2013, 20:19
I know where I've been going wrong all these years. It's a proper helicopter hat and scarf I need!

I watched the video clip - both occupants jumped out rotors running from the trailer (complete with hat). I did wonder who was going to shut down the rotors but about ten seconds later when he returned to load the car I realised the helicopter was fully automatic...

I suppose they used the trailer when they were in a hurry to get somewhere... :ok:

10th Apr 2013, 09:47
Shy: Not forgetting the all important white coveralls! :ok:


Hughes 500C (369HM) G-HSKY at Leavesden in 1985 (Photo: Adrian Batchelor)

One from Denissimo's stable! This was my next encounter with the 500 (after those I had flown in Brazil). Only recently did I discover that she was the ex-Ferranti bird EI-ATY. Prior to Denissimo's acquisition this craft had flown as G-BDKL and G-VNPP.

Hughes 500C (369HS) G-IDWR at Manchester Barton on 29th April 1984 (Photo: John Black)

This craft began life with Air Gregory as G-AXEJ and then passed through a number of celebrated owners until being re-named by Ryburn Air who applied her current registration. Now owned by a real life 'Mark Anthony'!

Hughes 500D (369D) G-KSBF at Leavesden in 1985 (Photo: Adrian Batchelor)

Began life with 'Hughes of Beaconsfield' in 1980 as G-BMJH before being acquired by Ken Stokes Business Forms under whose tenure she is seen in the above photo.

Was re-registered as G-ITUP by David Richards Autosport in 1988 thereafter winging her way to Ireland to fly as EI-BYV. Word is she ended-up in Turkey.

10th Apr 2013, 12:56
Prior to being bought by Helicopter Services this craft was owned by a Mr 'Timothy Meadows Clutterbuck' of Micklefield Hall, Rickmansworth

<trivia> Tim Clutterbuck was associated with John Crewdson I think; he took part in ferrying three B-17s across the Atlantic for the film "The War Lover" with Crewdson, Greg Board, Martin Caidin and others, and also flew in the film The Blue Max. </trivia>

10th Apr 2013, 18:39
More Heli Trivia

G-IDWR was I believe a reference to the owners (Ron Oldham) association with the Ist Battalion The Duke of Wellingtons Regiment.

Dennis Kenyon
10th Apr 2013, 20:00
Ah dear Savoia ... you insist on showing so many machines from my stables. (Spooner - Skyline - Starline etc) Yes ... how I remember the 500, G-KSBF having first supplied an Enstrom Shark to Ken Stokes. (G-KENY) which everyone thought was mine! We used G-KSBF for the early trials of David Earl's brand spanking new 'micro-relay' camera work for TV2. (not the nationals either) David's TV2 base was at Castle Ashby.

I first sampled the miniature camera work at the 1987 Belgium F1 Grand Prix at Spa Francorchamps. Even in the 500 I couldn't keep up with the Formula cars leaving the La Source hairpin and accelerating along the straight at 180 mph. That summer we also did the Silverstone GP which only had two camera cars being the Lotus 'Camel' sponsored models. (77s?) Both in bright yellow I seem to recall. One had a Japanese driver. (Nakojima?)

Back to 500 G-VNPP, (vote Nigerian Peoples Party) which I bought on 19th Nov 1983 for my new company of Skyline at Wycombe. I did type conversions for several of the race & rally drivers including Tony Pond, Ari Vatanen and even Mark Thatcher. We changed the reg to match the SKY stable so she became G-HSKY. Later the poor girl collided mid-air with a cross-country Bristow B47 over Kent. Both pilots survived OK.

I also dealt with Ron Oldham of Ryburn Air. What a lovely chap and gentleman. His first 500HS ship had a C-18 and how proud he always was showing me her in the cruise at 130 mph with just 16 gals per hour showing on the Shadin flow meter.

At the Farnborough 1984 show, Mike Hughes bought the first 500E model to be imported which he registered with his initials as G-BJMH I recall.

So many names ... so many registrations to muse over. Regards to all. Dennis Kenyon.

11th Apr 2013, 18:13
Treadigraph: Great stuff!

Here's John with the B17:


Given that there was no 'manipulation' of these scenes I think one might agree that he pretty much took her as low as you can get! Evidently he insisted on flying alone for those shots.

Eric: This would explain the craft's carmine colour .. if not her gaily painted tail! Also from the 1st Battalion:

https://lh4.googleusercontent.com/-vLTgzMc4Po0/UWW4yhMsfnI/AAAAAAAAMlQ/7NZzBd2CLqg/s510/A+section+from+the+1st+Battalion+The+Duke+of+Wellington%27s+ Regiment+boards+a+Wessex+helicopter%2C+November+1967+Cyprus. jpg
A section from the 1st Battalion of The Duke of Wellington's Regiment boarding a Wessex in Cyprus in November 1967

Denissimo! Ah well amico .. these things must be done while they can!

~ ~ ~

Back to John Crewdson's coveralls .. from what I understand these were originally issued to RAF pilots performing at air displays in the 1930's and used as something of a status symbol during the Battle of Britain by those winning a certain number of kills. Evidently quite a number of Crabs puchassed their own coveralls (often in white). It was common to wear the squadron crest on the breast pocket, but this was officially banned from the declaration of war in 1939 for security reasons.

Pilots from 242 Sqn (the first Squadron commanded by Douglas Bader) including one with white coveralls aw well as a few examples of the scarves so loved by ShyTorque!

Trevor Howard playing Air Vice Marshal Keith "The Skipper" Park in movie 'Battle of Britain'

11th Apr 2013, 20:05
The mid-air Dennis mentions was quite spectacular. The 47 one of Bristow's chopped about 9 inches off one of the 500's blades. On the way down the vibration was so bad that all the windows shattered and the radios shook out of their racks and went out of the broken windows. The instrument panel sheared off at floor level. The field which the unfortunate pilot chose turned out to be a hop field with the associated cables and poles.
If you took hold of the tailskid you could move the tailboom and aft fuselage structure up and down about 18 inches.

Not many aircraft would have survived this incident so badly damaged. Another tribute to the strength of the 500 series.

11th Apr 2013, 22:27
If this is the incident I think it is, one of the pilots concerned later survived a second mid-air collision when he was attacked from behind and above by a light fixed wing aircraft. A lucky chap (or an unlucky chap, depending on your viewpoint)!

Sav, I do actually have have a scarf (a nice yellow one with little tigers' heads on it) I but have never routinely worn it in civvy street because I'd feel a complete "plonker"! :O

12th Apr 2013, 15:49
Eric: Sounds like you saw the craft post-accident?

I have heard some quite literally unbelievable stories from ex-Nam drivers about things that happened to the Cayuse and how, against all odds, it kept flying!

Shy: We shall have to sponsor you (for a charitable cause you understand) to wear your scarf on some highly appropriate occasion! :E

12th Apr 2013, 17:32
That is the case. There was also a full AAIB report on the accident. Round about 86/87 just before we met in fact.

12th Apr 2013, 17:57

Dick Smith apparently landed his globe-trotting 206 (VH-DIK) somewhere near the Potomac River (the info provided says due wx) in 1982

Dick sleeping rough (somewhere!)


12th Apr 2013, 22:28
Ah yes, VH-DIK - and presumably Dick - was at the Farnborough display in '82. Do I recall a story that the JetRanger picked up a bullet hole en-route round the world?

Nigel Osborn
12th Apr 2013, 23:17
I think the bullet was fired at him in Scotland. Probably said he didn't like scotch!:D

13th Apr 2013, 10:04
.. and presumably Dick - was at the Farnborough display in '82.

Indeed, for I recall seeing the craft there.

Evidently he also met-up with Baston's friend PC while in the UK!

Do I recall a story that the JetRanger picked up a bullet hole en-route round the world?

How incredibly unsporting!

I think the bullet was fired at him in Scotland. Probably said he didn't like scotch!

Or in Russia, where the sight of a 'skidded' blitterblat would have offered a rare trophy for the seasoned hunter!

Bell 206B JetRanger III VH-DIK at the Farnborough International Air Show in September 1982

13th Apr 2013, 20:04

In 2011 Swiss photographer Anton Heumann informed me that he had a collection of "G" reg rotorcraft taken at Brands Hatach in 1984.

Given that this thread was covering a number of craft from the UK from this period I was naturally interested.

Over the past two years I've been keeping in touch with Anton to check-up on his progress with scanning and making available his images which now, at last, we can see.

As there are quite a few I plan to drop them into the thread over the coming month or so.

I begin with just one craft of special significance:

Skyline Helicopters Agusta-Bell 206B JetRanger III G-CSKY (formerly G-TALY) at Brands Hatch in July 1984 (Photo: Anton Heumann)

G-TALY .. delivered by Geoffers, purchased by Denissimo, used by Savoia for his PPL course and .. the 'progenitor' of this thread! ;)

Plank Cap
13th Apr 2013, 20:10
Savoia, A 206 for your PPL - that is posh........... My first 100 hours came thanks to the venerable Bell 47 complete with the fourth dimension (twist grip over correlated reverse action throttle!).
Just curious, but did you ever get to fire up that windscreen wiper on TALY and if so, did it work as advertised without scratching the (presumably) perspex screen?

Plank Cap

13th Apr 2013, 20:31
Planko: Believe me, I would dearly have loved to have done my PPL on the 47 .. wow!

Re: wipers, not just G-TALY but the Towers Ranger too (the Long Ranger beloning to Alton Towers .. also flown by PPRuNer Paco) which was similarly fitted with wipers.

The wipers were a novelty. I used them a couple times on TALY during moderate precipitation, but they were unnecessary.

On the Towers Ranger (G-JLBI) their use was strictly 'verboten' by my godfather .. exactly because they scratched the perspex. I think his instructions were something along the lines of .. "If I see you even touch the wiper switch .. you will remember it!".

Having been 'assaulted' for a 'lax comment' during a night time sortie and literally left standing at Dublin Airport when flying then Prime Minister Charlie Haughey .. because my shoes were 'not shiny enough' .. I can assure you .. the wiper switch was never touched, lol!

Alton Towers LongRanger G-JLBI at Brooklands c. early 1982 (wipers and their motors can be seen half way up the windshield)

Edited to add: While the wipers were a novelty in practice, in principal they were added (to the best of my knowledge) as part of the 'IFR package' .. as both TALY and the Towers Ranger were IFR capable.

Dennis Kenyon
14th Apr 2013, 19:16
'S' ... Wipers? ... I really concur. When we first acquired G-TALY I hadn't ever used wipers on the very curved Bell JR sceeen. I recall so well, when flying her on an early morning run, (probably to the BH Grand Prix of that year) I decided to try them to clear the dust off the screen ... big mistake. All the wipers managed was to leave a full width 'smear' such that heading east into sun I virtually lost all forward vision. I had to land on route to clear the screen. Thereafter, like the Colonel, their use was very much verboten, but the fare paying passengers seemed to like the idea! Regards. Dennis Kenyon.

14th Apr 2013, 20:20
We fitted the wipers to TALY at the request of Ken the pilot. I don't know if it came down from the DoW or not.
We also fitted green perspex sun visors from Aeronautical Accessories, don't know if they remained in later years. Seemed a good idea to us, but it's the only time I've ever seen them fitted to a 206.

As for scratched screens, the worst scratches on TALY were on the bottom six inches of the co-pilot's screen - on the inside! Apparently, His Grace used to stretch out and put his feet up on the de-fog outlet in flight.

15th Apr 2013, 09:42

Twins .. for safety .. and sometimes a 'no fly' policy issued by the boards of public companies prohibiting too many directors flying on the same aircraft at the same time .. well how about two presidents flying in a single! ;)

The President of Brasil, Juscelino Kubitschel (left), with President Alfredo Strossner of Paraguay (centre), prior to take off in a Bell 47 which is about to show them the completed highway linking their two countries. Taken in the Paraguyan city of Coronel Oviedo on 6th October 1956

Dennis Kenyon
16th Apr 2013, 21:00
Just spotted the 'sooty' tail-boom on KY. How disgusting. And it was actually yours truly at the wheel. DRK For front row of the grid!

16th Apr 2013, 22:27
Just spotted the 'sooty' tail-boom on KY

It's not soot Dennis - it's caused by flying at night. All the dark stuff is sucked in by the engine, compressed and then squirted out the exhausts.

Not soot - concentrated darkness. Trust me..

17th Apr 2013, 10:09
Ah Denissimo .. your 'disgust' is reminiscent of the Colonel's own attitude towards aircraft presentation! Ferranti's charter fleet was the stuff of legend among its clientele and the object of derision by and handful of Ferranti staff and some others in the industry. However .. to find a Ferranti-bird with 'concentrated darkness' upon her hide .. was rarer than hen's teeth!


https://lh6.googleusercontent.com/-xNYeQbdlVio/UW5fmw2GOgI/AAAAAAAANBU/fJhgxoBNRlo/s773/SA341F+Gazelle+RA-1558G+St.+Petersburg%2C+Russia+6+April+13+%28Igor+Dvurekov%2 9.jpg
SA341F Gazelle RA-1558G at St. Petersburg in Russia on 6th April 2013 (Photo: Igor Dvurekov)

Zishelix: Perhaps with the aid of your boundless Gazelle databse you could tell us where this Russian Gazelle hails from. By the way, do you have any idea how many Gazelles are in Russia? So strange these days to see 'skidded' helicopters there .. when for so long they were never seen.

https://lh4.googleusercontent.com/-nSdTjvvzOi8/UWguzpEMKjI/AAAAAAAAM2U/sfcf4sdPlrg/s49/Black+Ribbon.png (http://en.wikipedia.org/wiki/Margaret_Thatcher)

17th Apr 2013, 13:26
"Boundless"?! Wishfull thinking :)

Unfortunately still missing ID for the specifiic Gazelle. Here you are what I have about the RA/RF Register at the moment:

- RA 00502; 341H (G); c/n 014
- RA 05702; 341H; 058
- RA 05703; WA.341B; 1524
- RA 0608G; 341H; 123
- RA 1214K; 342L; 12? (exYU production)
- RA 1233G; 341G; 1020
- RA 1341K; 341H (G); 003
- RA 1451K
- RA 3341K
- RA-0628G; 341G
- RA-0682G; 341G
- RA-0884G
- RA-1558G
- RA-1691G
- RF-00383
- RF-14009

It goes without saying, any help in this matter would be greatly appreciated!

18th Apr 2013, 18:48
Zis: Grazie mille! It does seem strange that there is no public record of RA-1558G and her serial number. Do you suppose this is an ex-Soko Gazelle?


More from Anton's 1984 Brand's Hatch collection:

Skyline Helicopters Agusta-Bell 206B JetRanger II G-WIZZ at Brand's Hatch in July 1984 (Photo: Anton Heumann)

Also delivered by Geoffers and purchased by Denissimo but (unlike TALY) not flown by Savoia. However .. as with TALY .. she was prepped (prepared for delivery) by TRC.

G-WIZZ was the second helicopter to be discussed on this thread after TALY and, like TALY, had a poem written in her honour.

After her delivery from Frosinone she was despatched to Sheffield to her owner .. William Monks builders.

Now for some cross-stitching; the Colonel had names for everything and everyone .. it was one of his many foibles! One of the craft managed by Ferranti Helicopters was G-BBBM which the Colonel (for reasons known only to himself) referred to as the 'Brave Brave Black Man'! But at the same time .. there was another 'triple bravo' running about .. this one a zulu .. G-BBBZ .. an Enstrom which had been sold by Denissimo to none other than .. William Monks builders!

The 'JPS livery' seeen on WIZZ (above) was in fact worn by three aircraft .. firstly 'The Dancer' G-AYTF (which was Colin Chapman's personal mount), then G-WIZZ and .. finally .. G-TALY when she became G-JOKE having been purchased by Freddie Starr.

Bell 206B JetRanger II G-BTWA at Brand's Hatch in July 1984 (Photo: Anton Heumann)

Another 206 to feature earlier in the thread was G-BTWA .. so named after Tradewinds Airways (Charles Hughesdon's company) and this craft was in fact used privately by Hughesdon when not engaged in charter work. When flown for charter she was 'driven' (according to TRC) by Geoff Cox.

This craft had distinctive tri-colour tail markings overlaid by a small coat of arms which Charles opted to preserve when he bought her. The origins of these markings only become evident thanks to Hofmeister who identified that 'TWA' had once flown as D-HJFF .. which had belonged to Baron Heinrich von Furstenberg.

'Back in the day .. TWA' was frequently chartered by Estepo .. whose Gazelle Hofmeister ended-up having a go in!

Bell 206B JetRanger II G-AYMW at Brand's Hatch in July 1984 (Photo: Anton Heumann)

'Mike Whisky' has similarly featured previously on Nostalgia; a former BEAS and Wykeham Helicopters craft which for a time flew in Eire as EI-BJR which, according to Shane, was with Irish Helicopters. Personally I remain curious as to Irish Helicopters' choice of livery given how similar her scheme looks to Denis Ferranti's 206's à la EI-ASW. Perhaps they had wanted to convince Denis to upgrade or even supplement his existing craft!

In this photo she is seen under Dollar's tenure although flying on the day for Cabair.

~ ~ ~

More Brand's Hatch copters on the way ..

19th Apr 2013, 09:57

New York Airways S61L N617PA at New York's John F. Kennedy Airport on 7th August 1978 (Photo: Howard Chaloner)

Some of the crew of the North Sea's MCP-01 with what appears to be a British Airways S61 in the background, c. late 80's

The MCP-01 was a 'Manifold Compression Platform' used as a compression and interconnection platform for the pipelines, previously known as the Frigg Transportation System (FTS), consisting of the 32” Frigg UK line and the 32” Frigg Norwegian line (known today as the Vesterled pipeline) transporting gas from the Frigg reservoir to the St. Fergus Gas Terminal in Scotland.

19th Apr 2013, 14:20
what appears to be a British Airways S61

Last two suggest G-BEID? Ditched in the North Sea, July '88, happily all aboard escaped.

19th Apr 2013, 16:07
Many hours flying this old bird at Dollar.
Never saw her in that paint scheme though - just the standard Dollar white with Blood & Custard stripes (sorry David) - Old Gold & Crimson (Regimental colours).

Plank Cap
20th Apr 2013, 09:57
Circa late 80s, Scilly Isles and the one off S61NM........ G-BCEB


Plank Cap
20th Apr 2013, 10:02
Earlier still, G-BEDI 1977 about to head off on an instrument training session, as evidenced by the blind flying screens fitted to the right hand cockpit windows. Who needs simulators when you have the real thing!?


20th Apr 2013, 20:07
Last two letters suggest G-BEID?

Ah yes, the 'Venerable Beid' (G-BEID), how interesting. Also interesting that this photo happened to be paired with a shot of a US helicopter airline 61! Did you know that before BEID became BEID .. she flew as an 'airline ship' Stateside in the form of N317Y?

San Francisco Helicopter Airlines S61N Mk II N317Y (later to become the 'Venerable BEID' of British Airways renown) at San Francisco International Airport on 25th September 1970 (Photo: Frank Hudson)

Many hours flying this old bird at Dollar. Never saw her in that paint scheme though - just the standard Dollar white with Blood & Custard stripes.

et voilà ..

Bell 206B JetRanger II G-AYMW (as flown by 902Jon) at Gloucester Staverton Airport on 17th March 1988 (Photo: Keith C. Wilson)

And there I was thinking that the Brits were keen on rhubarb and custard!

More Gaz ..

https://lh5.googleusercontent.com/-xy5rvSoNlmQ/UXJSu4fI7vI/AAAAAAAANDI/IviV-HXKPcQ/s803/SA341H+Slovenian+Air+Force+Ljubljana+23+Feb+93+%28Fred+Wille msen%29.jpg
SA341H Gazelle of the Slovenian Air Force at Ljubljana on 23rd February 1993 (Photo: Fred Willemsen)

21st Apr 2013, 06:58
And SL-HAA's final base after turbulent years of service
Park voja?ke zgodovine (http://www.parkvojaskezgodovine.si/eng/Default.aspx)

Btw, the present exhibit is actually composed of at least two different machines

terminus mos
21st Apr 2013, 09:24
A very interesting picture of N317Y Sav as it has external sponson floats which I always thought were a North Sea modification. If this picture is pre North Sea (which it must be) I wonder why it had the floats fitted?

21st Apr 2013, 11:07
Over flying San Francisco Bay my friend.

21st Apr 2013, 17:29
G-AYMW was operated for a while by Irish Helicopters in 1980 as EI-BJR. Note Irish Helicopters sticker on the door. Registration records list it as being registered to Irish Helicopters while all Denis Ferrantis' machines were registered to Helicopter Maintenance Ltd. Perhaps there was a link as Savoia suggested, I'm sure it will surface in time. https://fbcdn-sphotos-a-a.akamaihd.net/hphotos-ak-ash4/425525_10150554269741837_1650788484_n.jpg

21st Apr 2013, 17:41
Terminus Mos: It is, as Heli1 has said, due to the fact that SFO's routes criss-crossed the San Francisco bay area and, although their trips were typically only around 10mins in duration, most of that time would be spent over water.

Regarding the sponsons being a North Sea modification .. you may wish to consider the following:

As the Cold War between the US and the Soviet Union developed, the Soviet Navy had elected to construct a fleet of over 200 submarines, the US Navy chose to counter this threat by investing in newer and increasingly capable ASW technologies and platforms, in particular the Sikorsky Sea King. In 1957, Sikorsky was awarded a contract to develop an all-weather amphibious helicopter for the US Navy. The new helicopter would excel at anti-submarine warfare (ASW) and would combine the roles of hunter and killer (previously these had to be performed by two separate helicopters). The key features of the emerging ASW helicopter would include its amphibious hull for landing on the water, and its twin-turboshaft engines that enabled a larger, heavier and well-equipped aircraft than prior helicopters.

The first prototype took flight for the first time in March 1959. Carrier suitability trials were conducted on board the USS Lake Champlain; the trials were completed successfully in mid-1961. Production deliveries of the HSS-2 (later designated SH-3A) to the US Navy began in September 1961, these initial production aircraft were each powered by a pair of General Electric T58 turboshaft engines.

https://lh6.googleusercontent.com/-0urYqJ65keg/UXQJxA5dbvI/AAAAAAAANE4/LIz3ZFVtTW8/s745/first+Sea+King%2C+prototype+XHSS-2+Bu.+No.+147137%2C+demonstrates+its+capability+of+landing+o n+water.jpg
The very first Sea King prototype XHSS-2 demonstrates its capability of landing on water in March 1959

https://lh4.googleusercontent.com/-9VkGwpA_yc4/UXQJu19ovgI/AAAAAAAANEs/Exg1BRuQANA/s765/Islamic+Republic+of+Iran+Navy+%28IRIN%29+Iranian+Navy+Sikors ky+SH-3D+Sea+King+anti-submarine+warfaremedium-lift+utility+helicopter+%287%29.jpg
The amphibious design of the Sea King's lower fuselage, including sponsons, can be clearly seen in this Iranian Navy example

Sikorsky were quick to develop a commercial model of the Sea King resulting in the first flight of the S-61L on 2 November 1961. It was 4 ft 3 in (1.30 m) longer than the HSS-2 and could carry a greater payload. Initial production S-61Ls were powered by two 1350shp (1005 kW) GE CT58-140 turboshafts, the civil version of the T58. The S-61L featured a modified landing gear without the sponsons. Los Angeles Airways was the first civil operator of the S-61 introducing them on 11th March 1962. At that time a new S61 cost USD 650,000.

On 7th August 1962 the S-61N made its first flight. Otherwise identical to the S-61L, this version was optimised for overwater operations by retaining the SH-3's sponsons. Both the S-61L and S-61N were subsequently updated to Mk II standard with improvements including more powerful CT58-110 engines giving better hot and high performance, vibration damping and other refinements.

I had an interesting discussion, oh many years ago now, with a friend of mine from the Ukraine who (literally) swore that the Russian Mi-14 was the first truly amphibious helicopter and that Sikorsky had 'poached' the idea from the Mil factory. Aside from the fact that there are very few Western aircraft which have been inspired from Russian/Soviet designs this claim was simply factually inaccurate!

The Mi-14 (from every reliable source I know) is not credited with having been developed until about the mid-60's while (as you can see from above) the Sea King was quite literally 'in the water' in early 1959. I suspect my freind may have been leaning on the Mi-14's developmental airframe (which was an Mi-8) which, although designed a year before the Sea King flew, did not itself fly until 1961. (Even then .. this was not the amphibious version).

The Mi-14 during waterborne trials in the mid-60's

The Mi-14's amphibious hull in evidence in the Polish Air Force example

Another amphibious 'hulled' aircraft (in which Sikorsky were involved) was Sud Aviation's Super Frelon.

However, when you mention the 61, sponsons and the North Sea .. yes .. you are correct in that for an appreciable period of time the S61N was synonymous with North Sea operations .. with Bristows, British Airways and British Caledonian all using them .. and others too!

And just in case you think it was only test pilots and the military who engaged in water landings ..

A KLM S61N PH-NZA during water landing and taxiing exercises

Several civilian operators (not just KLM) would regularly carry-out water landings for training purposes.


21st Apr 2013, 17:44
Shane: Just seen the 'BJR' photo complete with IH logo .. lovely! :ok:

terminus mos
22nd Apr 2013, 00:14
Thanks Sav. I used to fly the S-61N. The floats were not standard fit on the Mk II sponson (per the picture of NZA) but were fitted on the North Sea after Lee Smith's ditching, I believe.

John Eacott
22nd Apr 2013, 01:00
If you look at the picture of N317Y it seems to have the skinny Sea King sponsons with pop out floats, rather than the broad S61NII sponsons. I was always under the impression that the S61NII had broader sponsons to give stability without having to plumb for and have the extra weight of the pop-outs. The Sea King needed minimum width for onboard stowage in the ship's hangar so pop-outs were the solution after the prototypes were shown to have minimal lateral stability.

I amazed to see the film of the KLM S61 not just land on but shut down during the abandon drill: just think of the OH & S [email protected] that would surround such an exercise today :hmm:

Not that the pop outs did much anyway for Sea King/S61 stability, this was SS2 with a long swell:


22nd Apr 2013, 09:36
Terminus: If you are talking about the pop-outs fitted to the sides of the sponsons .. then I wouldn't have a clue as I simply don't know when these came out. But, I also note (and perhaps this is what you were referring to) that the SFO craft had them fitted back in 1970.

If you have any photos from your 61 days .. t'would be grand to see them! :ok:

Re: John's upturned Sea King .. I was told this possibility is why some Sea Kings/S61's were fitted with a 'zig-zag' of rope around the hull .. so that you could heave yourself upon the craft's keel (if the raft didn't function) while awaiting rescue!

terminus mos
22nd Apr 2013, 14:21
John, I think you are right. Post the BBHN ditching, then the floats appeared on the Mk II "larger" sponson. You may have just cleared up the mystery!

Nigel Osborn
22nd Apr 2013, 15:05
As a matter of possible interest our S62A in Doha had pop out floats built into the floats. Only one S62 ditched in my time, 1974, about 200 yards after take off. Happily floated a few miles out to sea as being a Friday all the rescue boats, all one of them, were at the sailing club!:ok:

28th Apr 2013, 16:03
We've seen a few 'Bells along the Thames' including Helipixman's photo of Tommy Sopwith's Bell 206 (G-BASE) seen along the Embankment in 1973 as well as some 'Rayner Rangers' (see page 96 (http://www.pprune.org/rotorheads/419023-rotary-nostalgia-thread-96.html)) and now this visitor from the Far East:

https://lh3.googleusercontent.com/-h4bffJVow_k/UX0tnUhYg8I/AAAAAAAANGs/sVMFRY9II-k/w757-h510/JJCC+JA9684+B212+on+board+PV+Yashima+Thames+London+8+Oct+89+ %2528Martin+Pole%2529.jpg
Maritime Safety Agency of Japan Bell 212 JA9684 aboard the Patrol Vessel Yashima moored in the Pool of London along the River Thames next to HMS Belfast on 8th October 1989 (Photo: Martin Pole)

In April 2000 the Maritime Safety Agency of Japan was renamed the Japan Coast Guard.

~ ~ ~

With thanks to photographer Martin Pole, this being his first contribution to the thread.

Per Elipix: Elipix, if you are reading .. please note that your image of G-BASE on page 34 (http://www.pprune.org/rotorheads/419023-rotary-nostalgia-thread-34.html) is currently down.

29th Apr 2013, 08:57

https://lh5.googleusercontent.com/-bZRP1_ulTqM/UX4mq1pozCI/AAAAAAAANHI/cvUBjYmKL8k/w902-h500/SA341G+RA-1233G+Gazelle+St.Petersburg+6th+Apr+13+%2528Igor+Dvurekov%25 29.jpg
SA341G Gazelle RA-1233G as seen in St.Petersburg on 6th April 2013 (Photo: Igor Dvurekov)

30th Apr 2013, 09:05

https://lh6.googleusercontent.com/-qHhlwQ33-qM/UX9369NptuI/AAAAAAAANHk/Fzi_k0bbRV8/w726-h510/RN+HT2+UH-12E+XS165+Yeovilton+of+705+Trn+Sqn+RNAS+Culdrose+6+Sep+69+%2 528RA+Scholefield%2529.jpg
Royal Navy Hiller UH-12E HT2 XS165 as seen at RNAS Yeovilton on 6th September 1969 (Photo: RA Scholefield)

This craft was a member of 705 Training Squadron based at RNAS Culdrose.

Another great 'Historic Hiller' shot .. of 165's sister-ship .. 163 .. on page 58 (http://www.pprune.org/rotorheads/419023-rotary-nostalgia-thread-58.html).

John Eacott
30th Apr 2013, 10:13
Both XS163 and XS165 were not in my logbook with 705NAS in early 1969, but my first (helicopter) solo was flying 42/XS166 in March of that year.


Not me next to the trusty steed, but another contributor to Rotorheads :ok:

On the same sunny Cornish dispersal in April 1969 was this Whirlwind HAS7, no idea of the number:


30th Apr 2013, 10:46
I had the pleasure of working on XS166 after it's demob in the mid 90's. It was re-registered as G-BDOI and flew for Management Farm Services at Cambridge. Last heard of as HA-MIJ.

XS163 was written off in 1969 and XS165 became G-BEFX then SX-HEC and was writen off in 1991.

30th Apr 2013, 12:22
John/Eric: Great stuff! :ok:

John: To what role then were 163 and 165 assigned in 1969, do you happen to know?

Not me next to the trusty steed, but another contributor to Rotorheads!

You will have to provide us with some clues (perhaps a story of his misdeeds) as to whom it is that poses with 166! :p

Also, did Army and Naval flyers ever compare notes in those days (obviously they must have) .. I would be interested to know what opinions (if any) existed between Army drivers learning on the Sioux and those in the Navy learning on the Hiller .. or was it 'much of muchness'?

30th Apr 2013, 14:58
The Whirlwind 7 above is surely XK936, if you squint closely at the picture.Now on display at Duxford.

30th Apr 2013, 19:02
I can remember being winched out of the sea on completion of my WDD by Boss Spelling (CO of Brawdy SAR) off St Davids in Pembrokeshire. Such was the marginal performance of the WW7 that even though I was then a mere 14 stone (happy days) reeling me in actually wound the aircraft down into the sea so with my nerves frayed and the front wheels submerged I was unceremoniously dragged from the oggin.

G. :)

30th Apr 2013, 20:30
Very simple... The sioux landed after an engine failure, the 12E arrived in one form or another..

John Eacott
1st May 2013, 00:28
The Whirlwind 7 above is surely XK936, if you squint closely at the picture.Now on display at Duxford.

That's a very good squint that you have: checking with a better scan of the original confirms it is XK936 :ok:

I'm unable to upload to my gallery to show the better scan plus one of it at Duxford, but it isn't always a Good Thing to see an aircraft you flew being displayed in a museum!

Savoia, we only referred to airframe numbers in our logbooks: the squadron side number was our reference (and call sign) and could be changed from airframe to airframe as and when a rotation occurred into or from deep maintenance.

As for talking to pongoes during training: perish the thought :p

1st May 2013, 18:20
Heli1: X-Ray vision indeed!

Grazie Griffo! Does this mean the Navy flyers had to work just that little but harder for their pay? ;)

John, thanks for the clarification.

Geoffers wrote:
I can remember being winched out of the sea on completion of my WDD by Boss Spelling (CO of Brawdy SAR) off St Davids in Pembrokeshire. Such was the marginal performance of the WW7 that even though I was then a mere 14 stone (happy days) reeling me in actually wound the aircraft down into the sea so with my nerves frayed and the front wheels submerged I was unceremoniously dragged from the oggin.


Still .. better (one supposes) than being dragged behind a US Mail plane!

American antics from times past .. involved this chap being towed by holding onto a rope!

1st May 2013, 18:23

https://lh5.googleusercontent.com/-Z_JQxTV9AhQ/UYFN2BBUIdI/AAAAAAAANLQ/YeBsl3PM2nU/w860-h510/SA341G+F-GKIB+Lognes+Emerainville+17+Jun+91+%2528Don+Hewins%2529+ex+Y U-HBA+Yugoslav+Police.jpg
SA341G Gazelle F-GKIB at Lognes Emerainville Airport, France, on 17th June 1991 (Photo: Don Hewins)

Former Yugoslav Police aircraft .. YU-HBA.

1st May 2013, 19:48
All right...time to own up.I didn't read the serial.I worked it out from the code(62) ,the date and my Whirlwind 7 movement records of the time !
Still I wish my eyesight was that good.

1st May 2013, 19:54
Just an ask, would any of the old timers and I mean real old timers please look at my thread Ronald Harvey Osborn on Rotorheads.

Many thanks.

Dennis Kenyon
2nd May 2013, 22:42
For Savoia,

If you are collecting details of Beatle rotary flights ... in 1981/82 I think (will give a date from log book if wanted) ... I flew dear Barry Sheene on a Sunday from Silverstone, where he'd been racing a DAF truck, to his home at Charlwood Manor by Gatwick's 08 threshold. On route, we landed at George Harrison's mansion at Friary park, Henley. Barry persuaded George to try a flight with me in the Enstrom 280C Shark. G-BGMX for the reggie buffs.

I gave Mr Harrison the full sales demonstration, but on landing when Barry said to George ... "You should buy one of those - they're only fifty grand," the reply came back ... "what would I do with it!"

George Harrison's son Dhani was there as a three-year old scooting about the gravel drive on a kid's motor bike. Much later, I met the six-foot Dhani around 2006 ish when I gave a display at Goodwood House for Barry Sheen's commemorative dinner. His wife Stefanie also came over from Oz.

One associated oddity. GH took me up to his £3million recording studio in his mansion where the walls were awash with the group's 'gold' records. George actually played a sample of one track from his latest planned release. The album was entitled ... 'Somewhere in England' but I never saw that LP actually appear. George was so concerned to find a place on the cover pic, where the bar code would go. I suggested he put it on the drum.

I do recall one track had a Beatle version of an old tune he'd picked up from somewhere ... "Here's the story of a very unfortunate coloured man, who got arrested down in old Hong Kong. He got plenty of (something) taken away from him, when he kicked or kissed (not sure) poor Judy's throng. Or similar. I think Hoagy Carmichael sang the original piece.

Also GH's kitchen walls had the signature of just about every pop star, celebrity, sportsman etc you've ever heard of. He told us ... "We can never re-decorate!" George was indeed a lovely man and was Barry of course.
Dennis K.

3rd May 2013, 11:21
Re: Sav’s picture of Brantly B2 G-ASHJ (http://www.pprune.org/6822427-post1099.html)

This aircraft appears to have been imported to take part in the evaluation to find a light recce helo for the British Army in the early 1960s, which ended up in the Sioux purchase.

According to a book by Vic Flintham, the Brantly B2A & B was pitched against the Hiller UH-12E (a/c believed borrowed from the Fleet Air Arm), the Hughes 269A, and the Bell 47G-3B-1.

The competition trials were conducted in 1962 and 1963 by the A&AEE, in the UK and Libya. Hot & high conditions where the 47G might have performed well versus the others?

The Hughes were sponsored by Westland (in addition to the 47G), the Brantlys sponsored by BEAS,and the Hillers by Shorts.

From this Flight article (1964 | 0793 | Flight Archive (http://www.flightglobal.com/pdfarchive/view/1964/1964%20-%200793.html)), it looks like it was narrowed down to the 47G (cost then £18k, £317k now!) versus the 12E (£22k then, £388k now).

Westland won with the 47G, price being a decider, and also the fact that they had more helicopter manufacturing experience than Shorts.

Here are the a/c involved (from the UKSerials website):

S/n - UK mil serial - Type - Details

42-0066 XS349 Hughes 269 A Ex G-ASBL, ex G-17-1, d/d 13/07/1962, to XS684 21/06/1963

42-0066 XS684 Hughes 269 A Ex G-ASBL, ex G-17-1, XS349, to G-ASBL, w/o 27/10/1964 at Fairlop

52-0081 XS685 Hughes 269 A Ex G-ASBD, ex G-17-2, to G-ASBD, w/o 01/08/1981 at South Driffield

315 XS681 Brantly B2 A Ex G-ASHK, d/d 26/06/1963, to G-ASHK, w/o 18/12/1969 Newport Pagnall

303 XS682 Brantly B2 A Aircraft not required for evaluation, serial n.t.u.

319 XS683 Brantly B2 B Ex G-ASHJ, d/d 18/07/1963, to G-ASHJ, canx. 26/09/1984

One Hughes had 2 different military serials, for some reason.

I couldn’t find which Bell 47G(s) were used in the competition.

The eventual order was for 281 Sioux. The first 50 were off the Agusta line - seemingly for speed, as Agusta was already building the 47G, and the lower labour rates in Italy seem to have been a factor, according "Flight".

Also IIRC Westland had a restriction in their agreement with Sikorsky, meaning they couldn’t licence-build aircraft from any of Sikorsky's US competitors - but licence-building a Italian licence-built version of one of their competitor's a/c was OK!

Then another 183 off the Westland line, all being Sioux AH1s for the Army & Marines, apart from 15 x HT2s for the RAF. Westland also built 16 x 47G-4As for Bristow to train AAC crews at Middle Wallop.

John Eacott
4th May 2013, 04:26
Now that uploading seems to be working, a better scan of the Whirlwind HAS7:


And if you haven't Heli1's squinting ability, an even larger image here (http://www.eacott.com.au/gallery/d/5476-1/Whirlwind+705+NAS.jpg) :ok:

4th May 2013, 05:47
So what's the serial of the Hiller in the background then??!

4th May 2013, 08:43
Well done Watson, that is most interesting! :ok:

Heli1: Even in John's 'super-duper' size image I can't make out the number on the Hiller .. except (perhaps) the orange nose numbers which (I think) are either 46 or 47!

More Hiller ..

Bristow Hiller UH12E G-ATDW as seen at Southampton's Eastleigh Airport in 1967 (Photo: Barry Friend)

Seen here wearing 'Plessey' titles. That seems to have been a long-running contract for Bristows despite the fact that it was held on and off by a small number of additional operators. I believe it was 1975-6 when Ferranti had the contract which had been taken over from Mann's after the incident involving the ill-fated G-AXAY in 1974.

A year on from the above photo this craft was sold to New Zealand where she flew as ZK-HCQ.

4th May 2013, 11:25

4th May 2013, 17:32
Heli-Union: Welcome aboard, a great photo! :ok:

The records show G-AWLC as being owned by Heli-Union (UK) Ltd. between 1968 and 1972 but it would be interesting to know where that photo was taken? Please feel free to post any additional Heli-Union images!

Denissimo: Great stuff re: George Harrison - another chapter for your next book!

Some more from the 60's ..

https://lh5.googleusercontent.com/-BqyjAqR5_sY/UYUz5DHpnII/AAAAAAAANO8/7B3LLJ-Frfk/w500-h398/Roger+Daltry+Isle+of+Wight+Festival+Wootton+Bridge+30+Aug+19 69+b.jpg
Roger Daltry of 'The Who' dismounts Jock Cameron's BEA Agusta-Bell 206A G-AWGU at the Isle of Wight Festival, Wootton Bridge on 30th August 1969

Ringo Starr, also on the Isle of Wight, doubtless at the same festival .. perhaps even arriving in Heli-Union's G-AWLC?

4th May 2013, 19:46
Savoia...the Hiller is probably XS166 /42,the one John Eacott was standing by on the same day?! No squinting just cheating!

4th May 2013, 23:28
Alouette II G-AWLC | Flickr - Photo Sharing! (http://www.flickr.com/photos/egbj/7976300895/)


The photographer has a couple of nice Brantly shots on his page as well. ATFH and ASXE

Another photo of AWLC here with the heliunion logo reduced in size and the B.E.A.S logo beneath it. Was there a tie up between the two?
Says taken at Staverton but the date is clearly wrong.

5th May 2013, 08:52
I do not have the place for that photo but is in UK.

What I have is some more photographie some is Heli-Union some is not but not everything has the details of time and place. The photos I have come from the Heli-Union unofficial website and some others.

5th May 2013, 09:00
Re the Hoagy Carmichael song mentioned previously it's called Hong Kong Blues and was released on the Somewhere in England album.

You can hear it here http://http://www.youtube.com/watch?v=PmKQOxB6lpI

John Eacott
5th May 2013, 09:12
Re Dennis' dit about George and about Barry.

I still regret not asking George to leave his mark on the interior of the 206L when I flew him, but even more do I regret my kid sister currently not knowing where she put the page with autographs of all four of the Beatles when our Dad was looking after them when they played at Walthamstow :{

Bazza was a great mate, and I still have his emails and the photos he sent to me when he bought his A109. It took months to demolish the 'box it came in' which was left outside our hangar, we were seriously thinking of renting it out to a family or three or selling it as firewood for five seasons! We have a Barry Sheene ride to the Phillip Island MotoGP every year, just because we can and to remember the silly sod :ok:

Happy days.

Idle Cut Off
5th May 2013, 16:38

XS 165 (551) was certainly on the books of 705 Squadron on 6th September 1969. I flew her from Culdrose to Yeovilton via Roborough on 5th September. On the 6th September I acted as the hapless instructor for Colin Bates's Little Old Lady Routine in 548.This must have been for Yeovilton Air Day, an event engraved on the memory of all those that took part for the hilarious pre-display briefing and 845 Squadrons near disastrous piano drop. 551 must have been the static display since I flew her back to Culdrose on September 8th.

Oh Happy Days


5th May 2013, 18:50
Eric: Nice shot! :ok:

Heli-Union: Please feel free to post whatever you have.

ICO: Thank you for the Hiller confirmation along with your reminiscences aloft, I am sure they were great days! I would like to hear more about 'Master Bates' Little Old Lady Routine and the pre-display briefing!

Those early days of rotary-wing aviation seem so far removed from our 21st century and yet, as a youngster my godfather would talk of such times as thought they were only yesterday! His years in the AAC (although it wasn't called that when he joined) as well as his time with Bristol and later as a test pilot at A&AEE Boscombe Down, seemed to be so constantly filled with aeronautical antics and general tomfoolery that I imagined he never had a single serious day in his life!

Colin was a 'friendly face' at Brooklands for many years - such a thoroughly pleasant person. Sadly missed.

John: Sorry to learn of your sister misplacing the autographs of all the Beatles .. hmm .. Beatles and Whirlwinds with red noses (your HAS7) .. makes me think ..

Four young lads run around a Whirlwind!

Oops .. lets try it from this side

C'mon lads, around we go

Did you really say you saw a Navy flyer in his briefs around the back here?

And the craft in question ..

British European Airways Westland Whirlwind Series 1 G-ANFH c.1960's

I don't have a location for the above photo but .. someone might recognise the Piper hanger.

5th May 2013, 18:54

'tis Biggin Hill.......... Express Aviation hangar, always worth a visit in those days.


5th May 2013, 19:42
Alouette II G-AWFY | Flickr - Photo Sharing! (http://www.flickr.com/photos/egbj/8202858196/in/photostream/)

http://farm9.staticflickr.com/8339/8202858196_d60d10d046_c.jpg (http://www.flickr.com/photos/egbj/8202858196/)
Alouette II G-AWFY (http://www.flickr.com/photos/egbj/8202858196/) by egbjdh (http://www.flickr.com/people/egbj/), on Flickr


5th May 2013, 19:48
'tis Biggin Hill.......... Express Aviation hangar, always worth a visit in those days.
Aye! Tho I first set eyes on it till about a decade later (1975), when it would have been partially obscured by a Britannia from that viewpoint! 'NFH could be seen flogging the circuit with Bristows at Redhill in '75...

5th May 2013, 20:13
but .. someone might recognise the Piper hanger.

And I should have been among those who would recognise it given how often I visited there as a youngster with my late father!

Planemike: Thanks. The Express Aviation hangar .. which side was this on do you recall? The same side as the Decca hangar and Air Touring or on the opposite side with Fairflight and Surrey & Kent?

I remember that somewhere 'in between' was a 'Sportair' semi-circular roof hangar outside of which a red and white Hughes 500D would sometimes pitch up (mid-to-late 70's).

Someone emailed me last year telling me that Gordon King of King Air at one time had a helicopter but .. I've been unable to verify this.

5th May 2013, 20:29
5H-MUM Dar Es Salaam 1987 | Flickr - Photo Sharing! (http://www.flickr.com/photos/ericferret/8710583953/in/photostream)


Hi Savoia

BO105 5H-MUM at Dar 1987
Sadly none of ANI or MPN

5th May 2013, 20:37
Mamma mia! I never thought I would see her again!

It brings back some memories (not all of them grand).

Shall have to dig out the ones I have of MPN.

Great stuff! :ok:

5th May 2013, 21:27
The Express Aviation hangar was also the Decca hangar - Decca's fleet (in 1975 the Bell 47, Jetstream and Percival Prince) occupied the western end with several other residents - there was a wall or partition as I recall.

The Sportair hangar is the blister hangar set back in the trees close to the threshold of 29 - apart from Sportair's fleet, it also used to be occupied by Micro Consultants who had a Shrike Commander and SF-260 and I think there was a Hughes 500 at one point. they eventually got a Citation in there I think!

5th May 2013, 21:47
Planemike: Thanks. The Express Aviation hangar .. which side was this on do you recall? The same side as the Decca hangar and Air Touring or on the opposite side with Fairflight and Surrey & Kent.

The photo is from the very early 60s, I am guessing 62. At that time the only hangar down that corner of the field was the the black Bellman. Express were in the east facing end, towards the woods. treadi is correct the Decca Prince and later others were also in that part of the hangar. AA Rapide (later an Apache) was also a resident.

As I recall the opposite end was occupied by a company that operated several American registered Bell 47s. Cannot bring the name of the company to mind. Edit: 08 May. It was World Wide, see this thread: http://www.pprune.org/rotorheads/513704-world-wide-helicopters.html

Just checked my notes it is 50 years ago this month that I first visited BH for the first Air Fair 04 May 63.


PS The hangar is visible in the background of this photo.http://www.abpic.co.uk/images/images/1108326M.jpg (http://javascript%3cb%3e%3c/b%3E:popUp('/popup.php?q=1108326'))

5th May 2013, 21:59
Quick bit of sleuthing with GINFO - the Hughes 500 was G-BESS! MCL owned her between '77 and early '81.

5th May 2013, 22:57