Bristow Photos
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Here she was at Mayaro - probably 1969. Many happy hours spent flying around Trinidad - usually with some blades on!!
Neil Leppard was CE - can't recall the other engineers. Marcel Avon CP with Mike Dean.
Join Date: Jan 2005
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Notes by Steve Hogarth (AKA Upland Goose) to the Friends of the Helicopter Museum.
"Delta Alpha goes to War !"
The Westland WS55 Series 3 Whirlwind G-AODA
"Delta Alpha, the "Duchess", had languished at Redhill for a number of years, inflicting her particular charms on a number of Command Course candidates, the cut and thrust of the commercial world a distant memory.
In 1980, Bristow Helicopters were approached to provide a capacious and economic aerial trials platform for the newly formed British Aerospace Dynamics, developing the multi-national "next generation" anti-tank missile. BAe Dynamics were hoping to win the important and lucrative guidance contract.
The Duchess, was selected as the platform and I was selected as the first trials pilot. Although I had flown the Whirlwind on my command course assessment in 1978, I had not needed to put it on my licence, as my first command had been low level survey work on the Bell 47 and the Bell 206 JetRanger.
The Duchess, Delta Alpha, was being heavily modified and having a new electronic tummy put in at BAe Stevenage.
It was 4 years to the day, of my first solo in the Hiller, that the High Chieftain of the Whirlwind clan, Stan Sollitt and I walked to the Whirlwind G-AYNP for my refamiliarisation and eventually my type rating.
Thankfully, it went well -- the Whirlwind charm lived on!
The BAe contract involved very low flying, all day, at 200 to 300 feet, in a 25 year old airframe. I had to be fully conversant with low-level engine failure procedures. The other Whirlwind expert, Paddy McCloughlin, ensured that I was ready -- I now really felt part of the clan.
Delta Alpha emerged from the workshops at Stevenage on the 9th June 1980 resplendent with a huge carbuncle (multi-faceted camera) on the starboard side".
"She then flew flawlessly for a number of years, with various pilots in UK and Europe, including 'Chippy' Stokes and Stan Ritchie and very much helped to develop the most advanced anti-tank missile guidance system known to man.
By this time, I had returned to the rough and tumble of the North Sea and the first Single Pilot IFR, offshore based, Bell 212 operation. The challenges were still coming, thick and fast!
I read recently of the "Whisper S-55s" over the Grand Canyon in the USA.
Why not over the lovely countryside of Britain?
The charm can still work -- I’m sure! I’ll be first in the queue"
As a life Member of the Friends of the Helicopter Museum I occasionally go to Weston-Super-Mare and am allowed to climb up the side of this wonderful helicopter. They also let me sit in my First Solo Hiller G-ASTP.
Great to read about these machines again. UG
"Delta Alpha goes to War !"
The Westland WS55 Series 3 Whirlwind G-AODA
"Delta Alpha, the "Duchess", had languished at Redhill for a number of years, inflicting her particular charms on a number of Command Course candidates, the cut and thrust of the commercial world a distant memory.
In 1980, Bristow Helicopters were approached to provide a capacious and economic aerial trials platform for the newly formed British Aerospace Dynamics, developing the multi-national "next generation" anti-tank missile. BAe Dynamics were hoping to win the important and lucrative guidance contract.
The Duchess, was selected as the platform and I was selected as the first trials pilot. Although I had flown the Whirlwind on my command course assessment in 1978, I had not needed to put it on my licence, as my first command had been low level survey work on the Bell 47 and the Bell 206 JetRanger.
The Duchess, Delta Alpha, was being heavily modified and having a new electronic tummy put in at BAe Stevenage.
It was 4 years to the day, of my first solo in the Hiller, that the High Chieftain of the Whirlwind clan, Stan Sollitt and I walked to the Whirlwind G-AYNP for my refamiliarisation and eventually my type rating.
Thankfully, it went well -- the Whirlwind charm lived on!
The BAe contract involved very low flying, all day, at 200 to 300 feet, in a 25 year old airframe. I had to be fully conversant with low-level engine failure procedures. The other Whirlwind expert, Paddy McCloughlin, ensured that I was ready -- I now really felt part of the clan.
Delta Alpha emerged from the workshops at Stevenage on the 9th June 1980 resplendent with a huge carbuncle (multi-faceted camera) on the starboard side".
"She then flew flawlessly for a number of years, with various pilots in UK and Europe, including 'Chippy' Stokes and Stan Ritchie and very much helped to develop the most advanced anti-tank missile guidance system known to man.
By this time, I had returned to the rough and tumble of the North Sea and the first Single Pilot IFR, offshore based, Bell 212 operation. The challenges were still coming, thick and fast!
I read recently of the "Whisper S-55s" over the Grand Canyon in the USA.
Why not over the lovely countryside of Britain?
The charm can still work -- I’m sure! I’ll be first in the queue"
As a life Member of the Friends of the Helicopter Museum I occasionally go to Weston-Super-Mare and am allowed to climb up the side of this wonderful helicopter. They also let me sit in my First Solo Hiller G-ASTP.
Great to read about these machines again. UG
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I read recently of the "Whisper S-55s" over the Grand Canyon in the USA.
Why not over the lovely countryside of Britain?
Why not over the lovely countryside of Britain?
About the quiet technology S-55T, it was tried out at the South Rim base while I was there (as well as at Las Vegas around the same time). I wasn’t personally involved in the project but it seemed to me to be a combination of good ideas that were worth trying but didn’t work out in practice.
On the good side, the aircraft really was remarkably quiet for its size and moreover, the sound it produced was rather inoffensive. Whether it was coming, going, hovering, passing overhead or to the side, all one would hear was the same low hum. No clattering, pounding or whistling at all.
The passenger capacity of 9 was the highest allowed without a 2-man flight crew being required. This is important because of the restrictions imposed on aerial tours over the Grand Canyon: the number of flights per year is limited to a fixed number so using larger aircraft will allow operators to continue growing their business.
Passenger visibility was very good with large windows and a transparent panel in the floor, kind of like a glass-bottomed boat in the air.
On the downside, the concept of limited upgrades to a very old design caused serious problems. The aircraft required a large amount of daily maintenance, to the point where it was hurting our B206L operation as all mechanics who might have helped with minor problems (e.g. a blown light or freeing a stuck linear actuator) were busy preparing one S-55 for service; even so it never was ready for the first flight of the day.
The main rotor had been made quiet by slowing it down and adding two blades (from 3 to 5) to maintain adequate lift, but combined with the old airfoil this gave the aircraft very nasty retreating blade stall characteristics, a real concern with the high DAs in the Grand Canyon in summertime. Whereas the LongRanger would give plenty of warning from increased vibration followed by cyclic shake, remaining fully controllable, one S-55 pilot told me of being rolled “nearly inverted” without any warning – bad for business if there are any paying passengers on board! The aircraft was slow anyway but this required seriously limiting load (I don’t remember it ever carrying pax in all 9 seats) and airspeed (cutting down on tour route for the same flight time, bad for customers, or increasing flight time for the same tour route, bad for operator).
Finally, the main transmission wasn’t up to the task. I don’t know if this was caused by keeping the original transmission and running it at lower speed or what, but every aircraft I know of (at least three) required replacing the MGB at about 200 hours TIS, an unacceptably short service life.
On proper reflection the (IMHO correct) decision was taken to stop throwing good money after bad, and buy the EC130 when it would become available.
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Buitenzorg.
I really appreciate your notes on the Whisper S-55. I always thought there would be limiting factors, but as a 'dreamer' there was always the hope that the S-55 airframe would endure like the DC-3 has - but alas not possible it seems. Thanks again. UG
I really appreciate your notes on the Whisper S-55. I always thought there would be limiting factors, but as a 'dreamer' there was always the hope that the S-55 airframe would endure like the DC-3 has - but alas not possible it seems. Thanks again. UG
Rotor head---3 to 5 blades?
I've enjoyed my hours as pilot in the S-55 & WS-55 piston.
The three blades were foldable for storage.
Any good photos of the rotor head for the 5 bladed one?
The three blades were foldable for storage.
Any good photos of the rotor head for the 5 bladed one?
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Return of G-AODA from Trinidad 1975
Re the query about the ship's name, whatever records may say, in this respect the entry is wrong. I have never forgotten the occasion, even down to its finest detail because the media was there too since re-assembling and flying a helicopter from the dock side was not an everyday event! Jim (Mac) Macaskill gave me the name, Linguist, as advised by Shipping. The Port Authority at the Manchester Shipping Canal directed me to where Linguist was berthed. In the hold, DA stank of rum since that was the ship's main cargo. After off-loading, Ken Bradley helped me spread the blades. On start up I had to do stop the Port fire service from extinguishing the huge flame from the exhaust as it cleared itself of inhibitor.
Indeed, Heli Taxi was the name before Iranian Helicopters. I did two tours there, '68 -'70 and '75 - '78. EP-HAK (Khorramshar WS.55/3, EP-HAM (AB204 Shiraz etc that 'died' on a beach near Bushehr and left there), EP-HBG (Shiraz etc B204B), 212 EP-HBM (BOC & got left behind) + Kharg's 212's & BOC's 206.
I was involved in the conversions of G-AYTK & G-AYNP ('70-'71) with Bob Potts, Dave Camp & Dave Barrow et al, then supervised their SAR conversions with Dave Camp (DC) for Manston. JD was hangar foreman. It was DC that recommended me to Mac & WBP for Manston, bless him! Kindest regards Dusty
Indeed, Heli Taxi was the name before Iranian Helicopters. I did two tours there, '68 -'70 and '75 - '78. EP-HAK (Khorramshar WS.55/3, EP-HAM (AB204 Shiraz etc that 'died' on a beach near Bushehr and left there), EP-HBG (Shiraz etc B204B), 212 EP-HBM (BOC & got left behind) + Kharg's 212's & BOC's 206.
I was involved in the conversions of G-AYTK & G-AYNP ('70-'71) with Bob Potts, Dave Camp & Dave Barrow et al, then supervised their SAR conversions with Dave Camp (DC) for Manston. JD was hangar foreman. It was DC that recommended me to Mac & WBP for Manston, bless him! Kindest regards Dusty
There is a good article written about 2008 with pictures.
Remaking a classic | Vertical Magazine - The Pulse of the Helicopter Industry
Remaking a classic | Vertical Magazine - The Pulse of the Helicopter Industry
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