The Rotary Nostalgia Thread
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G-WLLY crashed when the vertical fin detached in flight, sadly killing it's 2 occupants.
The AAIB report states :
"The aircraft was constructed in 1969 and had experienced
a chequered history, being involved in a number of
incidents and two major rebuilds. At some stage it had
gained a tail boom of uncertain provenance, which served
to highlight a potentially confusing situation with the
Maintenance Manual, in that the method used to attach
the vertical fin varied according to the serial number of
the airframe, as opposed to that of the tail boom."
It makes a worrying read.
Tarman
The AAIB report states :
"The aircraft was constructed in 1969 and had experienced
a chequered history, being involved in a number of
incidents and two major rebuilds. At some stage it had
gained a tail boom of uncertain provenance, which served
to highlight a potentially confusing situation with the
Maintenance Manual, in that the method used to attach
the vertical fin varied according to the serial number of
the airframe, as opposed to that of the tail boom."
It makes a worrying read.
Tarman
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NORM
on G-INFO as canx as destroyed, date 26/11/84, if you go to www.eglb.org.uk, gives info on Helicopter operations at Brooklands, and give details of the history of NORM and the accident, and also details of other JR's, LR's etc.
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And ... while still withdrawing from the Alouette, Lama, Air Glaciers topic; this clip: Extreme Flight with Lama - Video involving the skills of ex-Air Glaciers pilot Bernd van Doornick who has logged over 22,000 hours and is credited with being involved in the rescue of more than 5,000 people.
It's hard not to appreciate the 315's 'grunt' when you see Bernd introducing power for the vertical assent!
The Lama still holds (I think) the world altitude record when, in 1972, a 315 took over the title from its younger brother, the Alouette II, by reaching a height of 41,000ft
Earl
It's hard not to appreciate the 315's 'grunt' when you see Bernd introducing power for the vertical assent!
The Lama still holds (I think) the world altitude record when, in 1972, a 315 took over the title from its younger brother, the Alouette II, by reaching a height of 41,000ft
Earl
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Forgive me if I didn't read your post correctly but .. didn't G-SARO make the air display circuit across the UK for a bit?
Thread Starter
G-AWGU
.
The history of G-AWGU is to be detailed in the Ferranti Helicopters tribute site (due 2011) but until then ..
G-AWGU 30th August 1969 at Wootton, Isle of Wight, on charter to Track Records delivering musician Roger Daltrey of 'The Who' to the Isle of Wight Festival.
The history of G-AWGU is to be detailed in the Ferranti Helicopters tribute site (due 2011) but until then ..
G-AWGU 30th August 1969 at Wootton, Isle of Wight, on charter to Track Records delivering musician Roger Daltrey of 'The Who' to the Isle of Wight Festival.
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King Housein of Jordan reviews this Alouette III at the Rayak Air Base in Lebanon on 12th September 1962. Seated in the back (with moustache) is the Lebanese Defence Minister Majed Arslan.
Earl
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Belgian Nostalgia
The decline of Belgium's national flag carrier Sabena was another sorry chapter in European aviation - given the company's long and interesting background which included, to a modest degree, helicopter operations:
Bell 47-D1 OO-UBA landing in downtown Brussels in the early 1950's.
S-51 1B OO-CWA operating in the Belgian Congo between 1951-1955. The aircraft was thereafter bought by Westland.
S-55 OO-SHA at Mesbroek in the mid 1950's.
S-55 OO-SHB departing Melsbroek. SHB flew with Sabena from August 1953 to October 1956.
Alouette II OO-SHV bought by Sabena in 1957 and operated in the Belgian Congo as OO-CWH returning to Belgium in June 1959 as OO-SHV and leaving the Sabena helicopter fleet in 1968. The aircraft was used for trials and service in medical rescue operations.
[Also .. because IFR hoods were not available in those days and in order to familiarise pilots with basic IFR conditions (for purposes of preparing crews for inadvertant entry to IMC) the helicopter was left out overnight and then used for early morning sorties while the condensation was still intact! (Not!
)]
OO-SHV departing Brussels 'Allee Verte' heliport in 1962.
Boeing Vertol V-44 N74057 leased from Boeing for operations during the Brussels Exposition between April and October 1958.
S-62A N976 leased from United Aircraft and used by Sabena as an evaluation aircraft between May 1960 and February 1961.
Boeing 707-329 OO-SJB at Zaventem 1960. Sadly, this aircraft was to be involved in a nasty incident at Berg on 15th February 1961 killing 61 passengers and 11 crew. Sliced in this shot is, I think, an S-58.
MBB BK117-A3 OO-XCY sponsored by Sabena in 1989 for air medical rescue operations and operated by Heli Samu.
Earl
ps: Do we have any Rotorheads from Belgium?
Bell 47-D1 OO-UBA landing in downtown Brussels in the early 1950's.
S-51 1B OO-CWA operating in the Belgian Congo between 1951-1955. The aircraft was thereafter bought by Westland.
S-55 OO-SHA at Mesbroek in the mid 1950's.
S-55 OO-SHB departing Melsbroek. SHB flew with Sabena from August 1953 to October 1956.
Alouette II OO-SHV bought by Sabena in 1957 and operated in the Belgian Congo as OO-CWH returning to Belgium in June 1959 as OO-SHV and leaving the Sabena helicopter fleet in 1968. The aircraft was used for trials and service in medical rescue operations.
[Also .. because IFR hoods were not available in those days and in order to familiarise pilots with basic IFR conditions (for purposes of preparing crews for inadvertant entry to IMC) the helicopter was left out overnight and then used for early morning sorties while the condensation was still intact! (Not!
)]OO-SHV departing Brussels 'Allee Verte' heliport in 1962.
Boeing Vertol V-44 N74057 leased from Boeing for operations during the Brussels Exposition between April and October 1958.
S-62A N976 leased from United Aircraft and used by Sabena as an evaluation aircraft between May 1960 and February 1961.
Boeing 707-329 OO-SJB at Zaventem 1960. Sadly, this aircraft was to be involved in a nasty incident at Berg on 15th February 1961 killing 61 passengers and 11 crew. Sliced in this shot is, I think, an S-58.
MBB BK117-A3 OO-XCY sponsored by Sabena in 1989 for air medical rescue operations and operated by Heli Samu.
Earl
ps: Do we have any Rotorheads from Belgium?
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I've come into this thread a bit late, but......
To Savoia -
It might be Pete Wilson - evidently Bristol, then Westland.
That was probably Geoff Cocks.
To vfr440 -
Do I know you? Does 'Chip Bath' mean anything to you?
Re. G-NOEL, I had the pleasure of conducting the 1200hr inspection that turned 'WN into 'EL. Complete with painting the instrument panel and circuit breaker panel a light beige to match the new interior (and having all the edge-lit and breaker panels re-engraved) what a nightmare.
I am especially curious to discover the identity of the Sycamore pilot in the grey coveralls with the tache (moustache) at 1:16 in the clip. There is something vaguely familiar about him!
Of Charles Hughesdon...........did meet his pilot however, on several occasions at Brooklands. I recall he was a slightly tall and slender chap, politely spoken and in the early 80's was starting to grey.
To vfr440 -
I was CE at Manns
Re. G-NOEL, I had the pleasure of conducting the 1200hr inspection that turned 'WN into 'EL. Complete with painting the instrument panel and circuit breaker panel a light beige to match the new interior (and having all the edge-lit and breaker panels re-engraved) what a nightmare.
Last edited by TRC; 14th Oct 2010 at 02:43. Reason: Tryping error
Thread Starter
.
TRC: Well done that man!
When I saw the pilot exiting the Sycamore in this clip HELICOPTER PARTY - British Pathe I instantly knew he looked familiar and, lo and behold, thanks to TRC we've identified it was Pete Wilson, ex-Bristol test pilot.
Pete Wilson
Sox Hosegood
"19 September - The Bristol Sycamore Mk. 4 G-AMWI piloted by Peter Wilson arrives in Switzerland from England for a series of de-monstrations. During the trials, organized in the period between the 21th and the 27th of September, the helicopter flies people and goods, and takes part in an exercise organized by the Swiss life-saving society on the lake of Thun. The last day of the de-monstration Wilson lands on the Sanetschpass at an height of 2'000 meters, where a power line is being built".
Photo of the visit by AMWI to Switzerland can be see here: heli-archive.ch: 1947 - 1960
On the same page can be seen a photo of Alan Bristow flying an S-51 G-AJHW on helicopter trials. Alan and my godfather flew together in Antartica.
Photo of the type 192 signed by Sox. Full size photo can be seen here: Sox+Hosegood+bristol+173.jpg (image)
TRC - again my thanks.
S.
ps: Tried posting images of both Pete and Sox but they failed - PPRuNe's forum software seems to be deleting anything with the words ' b l o g s p o t'.
However, for those who are keen, re-type the following link into your url: http://thetartanterror.********.com/...1_archive.html .. but substituting the asterisks for the word b l o g s p o t (without the spaces of course)
TRC: Well done that man!
When I saw the pilot exiting the Sycamore in this clip HELICOPTER PARTY - British Pathe I instantly knew he looked familiar and, lo and behold, thanks to TRC we've identified it was Pete Wilson, ex-Bristol test pilot.
Pete Wilson
"Peter Wilson served in India and Burma during WWII. He was an Army pilot, one of six to be selected to be trained on helicopters in November 1946 on Sikorsky Hoverfly 1’s. An Experimental Flight for trials with the Army was formed using Hoverfly 2’s in April 1947, ceasing Operations in January 1948.
In December 1948, Peter Wilson was appointed the Army Test Pilot at the Airborne Forces Experimental Establishment (AFEE) at RAF Beaulieu in Hampshire. In September 1950 he became the first Army Helicopter Test Pilot at the Aeroplane and Armament Experimental Establishment (A&AEE) at Boscombe Down.
He voluntarily retired from the Army and joined the Bristol Aeroplane Company as a Test Pilot at Filton, Bristol. He was involved in Testing all the Bristol Helicopters, and was heavily involved with the Sycamore and Belvedere.
In 1960 Bristol Helicopters were taken over by Westland Aircraft. During his time with Westland, he flew the SA330 Puma, SA341 Gazelle and the Seaking. He continued to fly at Yeovil until 26th August 1974. In all 25 years as a Military and Civil Helicopter Test Pilot. He was awarded the Queen’s Award for Valuable Services in the Air on January 1st 1974".
While looking up about Pete, who visited my home together with my godfather on numerous occasions during my childhood, I also came across details of a certain Charles Hosegood aka 'Sox' who was another good friend of my godfather. If memory serves .. Sox, Pete and my godfather regularly got up to no good!
Sox Hosegood
"During the war Charles “Sox” Hosegood served in the Fleet Air Arm,being appointed to the first armed merchant cruiser to be fitted with a catapult. He was among the first British helicopter pilots during the latter stages of World War 2 to be sent for helicopter training in the USA.
On his return to the UK in mid-1944, he served with various experimental units and on loan to the RAF at Beaulieu,where the Experimental Unit originated.
He joined the Bristol Aeroplane Co in 1948,to assist in helicopter test and development. “Sox” became the Chief Helicopter Test Pilot soon after the start of the development of the Sycamore.
After perfecting the Sycamore as the first British certified helicopter,he flew many hours in the company’s Mk.3 demonstrator (popularly known by its last two registration letters “SX” before going on to test the tandem-rotor Type 173 (the first British twin-engine helicopter) and the Type 192 Belvedere.
The Belvedere, a forerunner of the modern Chinook tandem rotor helicopter, was designed after the BAC Helicopter Division relocated to Weston-super-Mare and was first flown at the local airfield in 1957 by ’ Sox’. He displayed XG447 at the Farnborough show in 1958".
My godfather flew as a test pilot with both Bristol and Westlands on a wide variety of aircraft including the Sycamore and type 192 Belvedere.
There is a photo (Aug 2004) of Pete and Sox at the Helicopter Museum checking up on a Belvedere restoration project but the image has refused to load but can be seen here: Restoration of Bristol 192 Belvedere, XG452, Page 2
It seems Pete Wilson passed away earlier this year. RIP dear friend. He was always very kind to me as a young boy taking considerable time to explain in 'childspeak' the novelty of helicopters.
Also ... 1953 in Switzerland ...
"19 September - The Bristol Sycamore Mk. 4 G-AMWI piloted by Peter Wilson arrives in Switzerland from England for a series of de-monstrations. During the trials, organized in the period between the 21th and the 27th of September, the helicopter flies people and goods, and takes part in an exercise organized by the Swiss life-saving society on the lake of Thun. The last day of the de-monstration Wilson lands on the Sanetschpass at an height of 2'000 meters, where a power line is being built".
Photo of the visit by AMWI to Switzerland can be see here: heli-archive.ch: 1947 - 1960
On the same page can be seen a photo of Alan Bristow flying an S-51 G-AJHW on helicopter trials. Alan and my godfather flew together in Antartica.
Photo of the type 192 signed by Sox. Full size photo can be seen here: Sox+Hosegood+bristol+173.jpg (image)
TRC - again my thanks.
S.
ps: Tried posting images of both Pete and Sox but they failed - PPRuNe's forum software seems to be deleting anything with the words ' b l o g s p o t'.
However, for those who are keen, re-type the following link into your url: http://thetartanterror.********.com/...1_archive.html .. but substituting the asterisks for the word b l o g s p o t (without the spaces of course)
Last edited by Savoia; 14th Oct 2010 at 07:36. Reason: trying to give assistance to those wanting to view photos of historical information and which involves circumventing PPRuNe's forum software security devices
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Re. G-NOEL, I had the pleasure of conducting the 1200hr inspection that turned 'WN into 'EL. Complete with painting the instrument panel and circuit breaker panel a light beige to match the new interior (and having all the edge-lit and breaker panels re-engraved) what a nightmare.
Out of interest how did you re-engrave the breaker panel? These used to be a grey colour, not sure if I have seen a 'colour-coded' circuit breaker panel in a 206 before!
G-BCWN before TRC got his hands on it
BCWN after TRC's TLC!
TRC - do you have any photos of G-NOEL after you performed the re-fit. Also, as I recall, she wore colour-coded pop-outs?
Perhaps Geoffers also delivered BCWN's sister ship BCWM (below) from Italy?
Last edited by Earl of Rochester; 8th Jun 2013 at 09:24.
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TALY
I don't remember the timing of the skid change on TALY, but I do recall fitting no end of gadgets to her - dual wipers, sun visors, autopilot, etc, none of which were common mods at the time.
I also remember the inside of the P2 screen being scratched to bu99ery by His Lordship's boots - he'd put his feet up on the de-fog nozzle in flight, so Ken whatsit told us.
NOEL
The re-engraving was fairly simple once we found someone who could do it. It started off when we made our own edge-lit switch panels, e.g. Fuel valve, Hyd on-off, etc. Having made and drilled the new perspex plate it was first given several coats of 'special' paint in the desired colour of the writing. Then several more coats of the finish colour. A specialist engraver would then cut the wording through the top colour but not disturbing the base colour. Simple. We did the c/b panel the same way but it wasn't lit.
NOEL was also a flying accessory brochure - the first in the UK with a cow-catcher (wire-cutter), an illuminated T/R G-box sight glass, colour co-ordinated float covers, to name a few.
Don't have any photos - didn't take them in those days.
I don't remember whether Geoff delivered both N & M, they were close together I know - a week at the most, so I doubt it.
I remember writing a large 'WM' or 'WN' inside all the cowlings as they were all off at the same time as soon as we got them. We had to take them apart to see why they were working - brand new or not.
Hope this helps.
I don't remember the timing of the skid change on TALY, but I do recall fitting no end of gadgets to her - dual wipers, sun visors, autopilot, etc, none of which were common mods at the time.
I also remember the inside of the P2 screen being scratched to bu99ery by His Lordship's boots - he'd put his feet up on the de-fog nozzle in flight, so Ken whatsit told us.
NOEL
The re-engraving was fairly simple once we found someone who could do it. It started off when we made our own edge-lit switch panels, e.g. Fuel valve, Hyd on-off, etc. Having made and drilled the new perspex plate it was first given several coats of 'special' paint in the desired colour of the writing. Then several more coats of the finish colour. A specialist engraver would then cut the wording through the top colour but not disturbing the base colour. Simple. We did the c/b panel the same way but it wasn't lit.
NOEL was also a flying accessory brochure - the first in the UK with a cow-catcher (wire-cutter), an illuminated T/R G-box sight glass, colour co-ordinated float covers, to name a few.
Don't have any photos - didn't take them in those days.
I don't remember whether Geoff delivered both N & M, they were close together I know - a week at the most, so I doubt it.
I remember writing a large 'WM' or 'WN' inside all the cowlings as they were all off at the same time as soon as we got them. We had to take them apart to see why they were working - brand new or not.
Hope this helps.
Last edited by TRC; 14th Oct 2010 at 16:54. Reason: Tryping - what else.....
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I've just looked back at the photos of TALY, and I am ashamed to admit that it's me doing the unmentionable thing to her (no idea what though) in post 135. I'm also looking in the P2 door a couple of pictures later.
I look like something out of Fleetwood Mac.
Love Geoff's flares - he looks about 15. Those WERE the days, apparently.
I look like something out of Fleetwood Mac.
Love Geoff's flares - he looks about 15. Those WERE the days, apparently.
Last edited by TRC; 14th Oct 2010 at 20:58. Reason: 3 guesses........
Thread Starter
.
TRC: Out of curiosity do you happen to know the principal variations between the early Bell and Agusta 206s? My understanding is that aside from being slightly heavier the Agusta 206s used a different paint finish to the Bell factory and applied a rain gutter (eventually added by Bell) over the doors. But there may have been other adjustments?
Geoff Cocks: Anyone with information about Geoff Cocks (Charles Hughesdon's pilot?) and what happened to him post Tradewinds would be appreciated.
N2221W: Came across this image the other day:
During Royal Ascot week (1981) this aircraft was used by Bell as a demonstrator. Bell teamed up with Hascombe Aviation (Martyn Fiddler) who ran the Ascot heliport and agreed to ferry a string of passengers out of Battersea and other London locations to showcase the 222.
Fairly early on during day one of the exercise LHR instructed N2221W's pilot to contact them by phone upon landing at Battersea - which he duly did. He was told not to fly the aircraft any further! The problem .. Bell's pilot (I believe it was their Chief Pilot) was straggling across the helicopter routes in a fashion unacceptable to LHR. It was either ground the aircraft or recruit a pilot familiar with the routes, r/t protocol and standard navigation procedures around London!
Martyn Fiddler asked my godfather if he would help out, which he did, launching to Battersea in BA's 206 G-AWGU. He then spent the entire week flying the 222 with Bell's CP making sure the craft conformed with the norminal ordinances applicable to navigating in and around London.
A thank you lunch was arranged for my godfather at the end of the event at which, as a young boy, I got to meet Bell's CP at the Copthorne Hotel near LGW.
At the time the episode was slightly embarrassing for Bell and probably hasn't been re-told that frequently but, my godfather and the Bell team hit it off pretty well and remained in contact for some time afterwards when those involved would reminisce with humour Bell's blunder!
Terrible trivia I know. My apologies.
S.
TRC: Out of curiosity do you happen to know the principal variations between the early Bell and Agusta 206s? My understanding is that aside from being slightly heavier the Agusta 206s used a different paint finish to the Bell factory and applied a rain gutter (eventually added by Bell) over the doors. But there may have been other adjustments?
Geoff Cocks: Anyone with information about Geoff Cocks (Charles Hughesdon's pilot?) and what happened to him post Tradewinds would be appreciated.
N2221W: Came across this image the other day:
During Royal Ascot week (1981) this aircraft was used by Bell as a demonstrator. Bell teamed up with Hascombe Aviation (Martyn Fiddler) who ran the Ascot heliport and agreed to ferry a string of passengers out of Battersea and other London locations to showcase the 222.
Fairly early on during day one of the exercise LHR instructed N2221W's pilot to contact them by phone upon landing at Battersea - which he duly did. He was told not to fly the aircraft any further! The problem .. Bell's pilot (I believe it was their Chief Pilot) was straggling across the helicopter routes in a fashion unacceptable to LHR. It was either ground the aircraft or recruit a pilot familiar with the routes, r/t protocol and standard navigation procedures around London!
Martyn Fiddler asked my godfather if he would help out, which he did, launching to Battersea in BA's 206 G-AWGU. He then spent the entire week flying the 222 with Bell's CP making sure the craft conformed with the norminal ordinances applicable to navigating in and around London.
A thank you lunch was arranged for my godfather at the end of the event at which, as a young boy, I got to meet Bell's CP at the Copthorne Hotel near LGW.
At the time the episode was slightly embarrassing for Bell and probably hasn't been re-told that frequently but, my godfather and the Bell team hit it off pretty well and remained in contact for some time afterwards when those involved would reminisce with humour Bell's blunder!
Terrible trivia I know. My apologies.
S.
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I've read the whole thing now and can fill in some gaps
G-WIZZ
I recall doing the pre-delivery bull$hit on this one. The gold lining was real gold leaf. Every - and I mean EVERY - external screw was replaced with a brand new cad-plated one and this included the old-type pan pop-out floats with a million screws a side. The exhaust stacks were removed and polished. The fuel filler cap and pitot were gold plated, as were the Agusta-Bell name plates - except the first time they dissolved in the acid pre-treatment. She looked like a new pin.
G-AYTF
I went to the aid of Col. Bob Smith on the occasion of the engine run-down. It was caused by a fractured P2 air pipe - not quite as described as carrying the fuel-air mixture, but as important to an Alllison in terms of it staying running. The other pilot in wellies was the late John Ackroyd-Hunt.
I also had to do a turbine change in Austria with a colleague - JS - after much trial and tribulation, we ended up doing a ground run with Col. Smith in bare feet - can't remember why, but there must have been a reason. (More about him later).
Peter Cadbury
Not convinced his reg was G-CHOC - although it seems reasonable. His 206 came in for a 50 hour check "hardly flown it since the last one, old boy".
Finding fuel chits and landing fee receipts in the pilots door pocket dated for days that he 'hadn't flown' - awkward phone call miraculously jogged the memory. Suddenly, hours flown since the last check had almost doubled.
The engineer with the burned coat - nylon, not a duffel as previously reported - was Nick Thake.
G-BBBM
Originally operated and maintained by Mann at Fairoaks.Probably the best paint scheme of the time. Standard Bell 206B pattern, but the colours were milk chocolate brown and a burnt orange on white (yes, very 70's) looked fantastic.
Lt. Col. Bob Smith etc.
When I worked at Battersea, the afore-mentioned Colonel was night stopping and the tower ordered him a taxi.
After about half an hour, nothing had turned up so I offered to take him to the hotel on my motor bike. He agreed, so off we set. He in his full pilot's uniform complete with Cavalry Officer's pattern cap, white gloves and nav bag (pre helmet laws).
We arrived at the Waldorf in the West End and the horrified doorman - all clawhammer coat and top hat was ordered by the Col. to look after the bike. I was told to give my helmet to an astonished reception person - similarly ordered by Smith to "look after the bonnet" (he was from Scotland).
We then processed upstairs where the Col. now ordered drinks from an astounded waiter. When the drinks arrived, were duly paid for and the waiter returned with the change. The Col. whipped the coins off the tray like a gas meter reader leaving about 10p tip (I did say he was Scottish). The waiter retired hurt.
By the time the Col. had returned to the heliport in the morning, someone, had replaced the exhaust blanks on his 206 with a 38DD brassiere. Oh how we laughed.
I have another very funny Lt. Col. Bob Smith story, but I don't think I should recount it here.
Savoia.
I can't comment on the difference in paint finish between Bell and Agusta, but there were minor constructional differences. The gutter as you say, a hinged rather than a 'fall-off-and-hang-by-the-wires' circuit breaker panel, a removable panel under the baggage compartment, hand-sewn leather covers on the Hyd Servo pipes and probably some things I can't think of.
My brain hurts now.
If I think of anything else, I'll report.
Oh, I have an apochryphal story about Sox Hosegood. Not sure if it's true, but bloody funny none-the-less.
I recall doing the pre-delivery bull$hit on this one. The gold lining was real gold leaf. Every - and I mean EVERY - external screw was replaced with a brand new cad-plated one and this included the old-type pan pop-out floats with a million screws a side. The exhaust stacks were removed and polished. The fuel filler cap and pitot were gold plated, as were the Agusta-Bell name plates - except the first time they dissolved in the acid pre-treatment. She looked like a new pin.
G-AYTF
I went to the aid of Col. Bob Smith on the occasion of the engine run-down. It was caused by a fractured P2 air pipe - not quite as described as carrying the fuel-air mixture, but as important to an Alllison in terms of it staying running. The other pilot in wellies was the late John Ackroyd-Hunt.
I also had to do a turbine change in Austria with a colleague - JS - after much trial and tribulation, we ended up doing a ground run with Col. Smith in bare feet - can't remember why, but there must have been a reason. (More about him later).
Peter Cadbury
Not convinced his reg was G-CHOC - although it seems reasonable. His 206 came in for a 50 hour check "hardly flown it since the last one, old boy".
Finding fuel chits and landing fee receipts in the pilots door pocket dated for days that he 'hadn't flown' - awkward phone call miraculously jogged the memory. Suddenly, hours flown since the last check had almost doubled.
The engineer with the burned coat - nylon, not a duffel as previously reported - was Nick Thake.
G-BBBM
Originally operated and maintained by Mann at Fairoaks.Probably the best paint scheme of the time. Standard Bell 206B pattern, but the colours were milk chocolate brown and a burnt orange on white (yes, very 70's) looked fantastic.
Lt. Col. Bob Smith etc.
When I worked at Battersea, the afore-mentioned Colonel was night stopping and the tower ordered him a taxi.
After about half an hour, nothing had turned up so I offered to take him to the hotel on my motor bike. He agreed, so off we set. He in his full pilot's uniform complete with Cavalry Officer's pattern cap, white gloves and nav bag (pre helmet laws).
We arrived at the Waldorf in the West End and the horrified doorman - all clawhammer coat and top hat was ordered by the Col. to look after the bike. I was told to give my helmet to an astonished reception person - similarly ordered by Smith to "look after the bonnet" (he was from Scotland).
We then processed upstairs where the Col. now ordered drinks from an astounded waiter. When the drinks arrived, were duly paid for and the waiter returned with the change. The Col. whipped the coins off the tray like a gas meter reader leaving about 10p tip (I did say he was Scottish). The waiter retired hurt.
By the time the Col. had returned to the heliport in the morning, someone, had replaced the exhaust blanks on his 206 with a 38DD brassiere. Oh how we laughed.
I have another very funny Lt. Col. Bob Smith story, but I don't think I should recount it here.
Savoia.
I can't comment on the difference in paint finish between Bell and Agusta, but there were minor constructional differences. The gutter as you say, a hinged rather than a 'fall-off-and-hang-by-the-wires' circuit breaker panel, a removable panel under the baggage compartment, hand-sewn leather covers on the Hyd Servo pipes and probably some things I can't think of.
My brain hurts now.
If I think of anything else, I'll report.
Oh, I have an apochryphal story about Sox Hosegood. Not sure if it's true, but bloody funny none-the-less.
Last edited by TRC; 14th Oct 2010 at 23:20. Reason: Remembered the Sox Hosegood story
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Nostalgia & 'Names'
Just had to jump in again ... ah the gentle, gentle flyer ... Geoff Cox. My log book shows, and having just left the service, I made my first ever rotary flight with Geoff at Fairoaks on March 23rd 1973. (Enstrom G-BALT) If you are out there Geoff ... how about a game of golf for old times sake.
Then Sox Hosegood. A bit later, I tried to persuade the SWEB unit at Lulsgate Bottom to use the Enstrom for their power line inspections. Sox wasn't at all impressed with the heavy handling of the collective, so my pitch was a failure.
Anyone know any history of B206 G-BBEG?
Dennis Kenyon.
Then Sox Hosegood. A bit later, I tried to persuade the SWEB unit at Lulsgate Bottom to use the Enstrom for their power line inspections. Sox wasn't at all impressed with the heavy handling of the collective, so my pitch was a failure.
Anyone know any history of B206 G-BBEG?
Dennis Kenyon.
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BBEG
On G-INFO
BBEG Bell 206A S/N 442 New 1969 ex N2221N
Alan Mann 30/07/73 to 08/11/73,
Graysbrook Leasing Ltd, Guilford, later Shoreham Airport. 08/11/73 to 02/12/74
then what looks like, Shirelade Ltd., Berkshire, 12/12/74 to 26/04/76
then to France, as F-BXSU.
BBEG Bell 206A S/N 442 New 1969 ex N2221N
Alan Mann 30/07/73 to 08/11/73,
Graysbrook Leasing Ltd, Guilford, later Shoreham Airport. 08/11/73 to 02/12/74
then what looks like, Shirelade Ltd., Berkshire, 12/12/74 to 26/04/76
then to France, as F-BXSU.
Last edited by wiganairways; 15th Oct 2010 at 22:20. Reason: more info
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MBB Bo 105 DBS, G-BNPS, BHX (Birmingham), 7 February 1988
Thought I'd drop this into the mix as it were. Although at BHX this was evidently one of the first aircraft for the Sussex Police. Am wondering whether Dennis tried selling one of the Enstroms to Sussex in the early days?
Earl
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Police Enstroms
Thanks E of R ... Yes I did ... and very hard wth some minor success. 'Twas around 1974 when, if I recall correctly, no UK police force had a helicopter ASU. So, as part of my sales campaign, I headed off first to Kidlington and then to Glascow to demonstrate the Enstrom type to the Strathclyde police force and then to Thames Valley at Oxford where I demonstrated to the Chief Constable who went by the name of 'Big Gee' ... being a Mr Gregory.
Neither units took up helicopters at that time, but almost immediately John Crewdson of Helicopter Hire, Southend, gained an interest from the London Metropolitan police. I was asked to demonstrate the type ... the overweight F28A in those days ... being G-BBRS I think. BRS for my boss Betram Roy Spooner of Spooner Aviation, Shoreham. The Met took up a contract with John Crewdson's company and I was tasked with doing some of the early flying. I have a pic of G-BBRS flying along the Thames with the POLICE logo. In 1976 I used the more powerful 'turbo' 280C Shark, G-BENO. I think the Met may have been the first force to use a helicopter full time.
Later I was tasked direct by the Surrey Police at Mount Browne, Guildford to fly an IR search mission and succeeded in locating a lost toddler very late in the evening at Farnham. I actually landed alongside the traffic lights on the crossroads in the centre of the town, having been instructed to do so by my police officer passenger who flashed his 'Home Office' authority card to make the landing legal. Having seen the site recently, a landing wouldn't be sensible now.
Then of course the big twins came on the scene, B222s at Luppitts Hill so no more use of an Enstrom piston single. I know Starspeed's, David Voy did much police flying while with Helicopter Hire and once suffered an engine-out over London. Being a good autorotator (both pilot and helicopter) Dave put the machine down safely and undamaged in the congested area. We are talking about the mid to late 1970s here.
The best known police users of Enstroms were the Pasadena Police who were staunch operators of the Enstrom marque using the type from the 1970s right up to a few years ago, maybe they still do. Nick Agusta was the CP in those days and put 10,000 hours on an Enstrom 28C-2 model.
I know ... I'm a mine of useless information! (but this is a nostalgia post)
Dennis Kenyon.
Neither units took up helicopters at that time, but almost immediately John Crewdson of Helicopter Hire, Southend, gained an interest from the London Metropolitan police. I was asked to demonstrate the type ... the overweight F28A in those days ... being G-BBRS I think. BRS for my boss Betram Roy Spooner of Spooner Aviation, Shoreham. The Met took up a contract with John Crewdson's company and I was tasked with doing some of the early flying. I have a pic of G-BBRS flying along the Thames with the POLICE logo. In 1976 I used the more powerful 'turbo' 280C Shark, G-BENO. I think the Met may have been the first force to use a helicopter full time.
Later I was tasked direct by the Surrey Police at Mount Browne, Guildford to fly an IR search mission and succeeded in locating a lost toddler very late in the evening at Farnham. I actually landed alongside the traffic lights on the crossroads in the centre of the town, having been instructed to do so by my police officer passenger who flashed his 'Home Office' authority card to make the landing legal. Having seen the site recently, a landing wouldn't be sensible now.
Then of course the big twins came on the scene, B222s at Luppitts Hill so no more use of an Enstrom piston single. I know Starspeed's, David Voy did much police flying while with Helicopter Hire and once suffered an engine-out over London. Being a good autorotator (both pilot and helicopter) Dave put the machine down safely and undamaged in the congested area. We are talking about the mid to late 1970s here.
The best known police users of Enstroms were the Pasadena Police who were staunch operators of the Enstrom marque using the type from the 1970s right up to a few years ago, maybe they still do. Nick Agusta was the CP in those days and put 10,000 hours on an Enstrom 28C-2 model.
I know ... I'm a mine of useless information! (but this is a nostalgia post)
Dennis Kenyon.
Thread Starter
.
TRC: Bravo that man for trawling through twelve pages of trivia (albeit fairly interesting trivia!).
WIZZ - I didn't really have much involvement with this craft but, Geoffersincornwall who, I am assuming must be a former colleague of yours, delivered her from Frosinone along with TALY. WIZZ was originally bought by Monks Builders in Sheffield who owned her from '77 to '82 and I'm guessing it was Monks' owner who requested all the detail you mentioned. For most of her early life she was distinguishable (as my 'wingman' on this thread, The Earl of Rochester, mentioned in an earlier post) by the fact that she was one of the UK's first 206's to be fitted with high skids.
AYTF - Thanks for the clarification on the cause of the engine failure and .. thanks for trudging up to Norfolk with John Akroyd-Hunt (RIP) to 'rescue' me and the Col! I did make a thorough inspection of the engine that morning (promise) although I was only 13 (which would have made this 1980) but had been taught by Ferranti Helicopters engineer John Froud how to DI a 206 at age 10. Needless to say I had to use steps for everything - even to check the t/r! It was an interesting event - Col. Bob was totally engrossed with maps which, at the time of the failure, obscured his forward field of view entirely. I recall the sequence of events pretty well. First a yaw in the aircraft, then the sound of the C20 winding down and finally the engine out pips via the caution warning. Within about a second of feeling the yaw Col. Bob had dispensed with the maps and lowered the collective. Mercifully - there was a fairly large newly ploughed field ahead of us and that's where you would have found us! I remember Bob telling the Savage (I think) that the furrows in the field were quite deep and that you would be better bringing a high gear 206 but .. you and JAH arrived in a 206 with 'shorts' if I remember rightly. How the heck did you move the 'Dancer' (as G-AYTF was known) onto a low-loader because, from what I recall, no semi would have been able to access that field?
CHOC - She really was registered G-CHOC and, courtesy of Helipixman, here is the evidence:
Peter Cadbury's 206 G-CHOC
I recall my godfather telling me about the engineer who got his coat burnt by PTC 'Peter the Cad' so its good to have a name to that incident from so long ago. Poor Nick Thake! Col. Bob knew Peter pretty well. Peter was, by his own admission, a difficult bugger to get along with but, Col. Bob always had a kind word for him and found him to be an amusing an interesting character. God rest his soul.
Btw, do you happen to know if it was Manfred Mann who re-painted D-HMAC when it was re-registered as G-CHOC?
D-HMAC before it became G-CHOC
BBBM - My godfather had names for everything and everyone, it was one of his many quirks which came to be known as 'Colonelisms'! This particular aircraft he would refer to as the 'Brave Brave Black Man' sincerely speaking - I don't know how he came up with that! BBBM was first bought by a client in Sussex in '73 then operated by Mann's during '74 and sold on to another customer in '75. At some point BM's owner (and I think it was a chap by the name of Bob Woods who went on to be one of Col. Bob's loyal clients in the post-Ferranti years) had my godfather manage the aircraft and so she entered the Ferranti stable at Gatwick for a season.
While with Ferranti this is how she looked:
G-BBBM at Biggin Hill 15th September 1973: Worked on by Rotorhead TRC and managed for a season by Ferranti Helicopters
COL. BOB - Well this man pretty much changed my life as, after my parents were divorced (when I was 8) he played a significant role in my up bringing (if you can call it that!). My godfather was a character, as you may recall, and in the end became mildly controversial for his somewhat unorthodox lifestyle choices! He was though an impeccable 'Army gentleman' with an eye for detail, fiercely loyal to his friends and a man of good will and good humour! Thanks for getting him in one piece to the Waldorf!
The Ferranti Group kept a permanent suite at the Waldorf for a good many years and I'm guessing that's were he would have gone. As I recall, it had a small spare bedroom annex where I stayed on a number of occasions. The last of these visits (for me) must have been around 1980/81. The Col. had been asked to drop a client at Stansted and we were using Jock Cameron's mount G-AWGU (the BA 206). We uplifted Bob's client from the Copthorne Hotel (near Gatwick) and proceeded to STN. After crossing into Essex the weather deteriorated noticeably so that most of the time we were flying in IMC (I do recall GU having the Schermuly flares fitted because Bob was the one who had recommended them to Jock) and it was also fitted with Decca's DANAC moving map navigator.
Whether we were classified as IFR or whether the Col. managed to convince the controllers at STN to let him in on a special I just don't know - what I do recall is arriving at STN in pitch black, in torrential rain and with a thoroughly sodden Martyn Fiddler standing on the apron to receive the pax. Martyn shouted a few words in Bob's ear trying to convince him to sleep over at Stansted but no .. there was an important dinner to attend in the city and so, to Martyn's disbelief we disappeared into the blackness and rain heading for Battersea.
Like many of the rotary characters from the early days, Bob was a determined type and having placed his dinner jacket and patent leather shoes in the baggage compartment there was no way he was going to miss his function!
By the time we approached North London the cloud began to break-up and the city became visible. I think we joined the Thames somewhere around HMS Belfast (perhaps just to the West of her) and the short cruise (around 8pm) to Battersea above the city lights seemed somewhat surreal after the noise and buffeting of rain and cloud during the previous 20 mins or so.
We wafted down to a dark and closed Battersea where I was assigned the job of putting on the overnight covers. When eventually we reached the Waldorf and Bob headed off for his function I was able to call my Mum who was beside herself with concern as apparently a couple of hours before we landed at Stansted a Hughes 300 had ploughed into the ground in the same weather system we had battled!
There are indeed numerous stories involving Col. Bob but, as you say, many of them cannot be recounted in public but, you might wish to send me a PM!
In the meantime please do regail us with the apocryphal story about Sox!!!
* * *
DENNISIMO: I am of course the last person to be amazed that you knew Geoff Cocks - this is afer all the de-facto Dennis Kenyon nostalgia thread!
Dear friend, your knowledge of all the people and aircraft which surface here only endorses your place as one of Britain's 'helicopter heros' and of whom we are all fiercely proud!
Dennis, as I understand it, you flew planks in the Forces - are you to tell me that your first ever rotary wing foray was with Geoff in an Enstrom? How prophetic - given that you were to become 'Mr Enstrom' in the UK!
Was this the craft?
Enstrom F-28A, G-BALT, seen at Shoreham 25th July 1979
Out of curiosity, who first trained you to fly helicopters, on which type and what was your first assignment upon achieving a CPL(H) - did you start out with Roy Spooner?
Dennisimo at the World Helicopter Championships in Eisenach, 2008
DK in London (last year)
And ... something else which may russtle up a memory or two for the Menace!
Enstrom F-28C, G-BBBR, Shoreham 25th July 1979
Seemed only fair having included G-BBBM!
S.
.
I've read the whole thing now and can fill in some gaps.
WIZZ - I didn't really have much involvement with this craft but, Geoffersincornwall who, I am assuming must be a former colleague of yours, delivered her from Frosinone along with TALY. WIZZ was originally bought by Monks Builders in Sheffield who owned her from '77 to '82 and I'm guessing it was Monks' owner who requested all the detail you mentioned. For most of her early life she was distinguishable (as my 'wingman' on this thread, The Earl of Rochester, mentioned in an earlier post) by the fact that she was one of the UK's first 206's to be fitted with high skids.
AYTF - Thanks for the clarification on the cause of the engine failure and .. thanks for trudging up to Norfolk with John Akroyd-Hunt (RIP) to 'rescue' me and the Col! I did make a thorough inspection of the engine that morning (promise) although I was only 13 (which would have made this 1980) but had been taught by Ferranti Helicopters engineer John Froud how to DI a 206 at age 10. Needless to say I had to use steps for everything - even to check the t/r! It was an interesting event - Col. Bob was totally engrossed with maps which, at the time of the failure, obscured his forward field of view entirely. I recall the sequence of events pretty well. First a yaw in the aircraft, then the sound of the C20 winding down and finally the engine out pips via the caution warning. Within about a second of feeling the yaw Col. Bob had dispensed with the maps and lowered the collective. Mercifully - there was a fairly large newly ploughed field ahead of us and that's where you would have found us! I remember Bob telling the Savage (I think) that the furrows in the field were quite deep and that you would be better bringing a high gear 206 but .. you and JAH arrived in a 206 with 'shorts' if I remember rightly. How the heck did you move the 'Dancer' (as G-AYTF was known) onto a low-loader because, from what I recall, no semi would have been able to access that field?
CHOC - She really was registered G-CHOC and, courtesy of Helipixman, here is the evidence:
Peter Cadbury's 206 G-CHOC
I recall my godfather telling me about the engineer who got his coat burnt by PTC 'Peter the Cad' so its good to have a name to that incident from so long ago. Poor Nick Thake! Col. Bob knew Peter pretty well. Peter was, by his own admission, a difficult bugger to get along with but, Col. Bob always had a kind word for him and found him to be an amusing an interesting character. God rest his soul.
Btw, do you happen to know if it was Manfred Mann who re-painted D-HMAC when it was re-registered as G-CHOC?
D-HMAC before it became G-CHOC
BBBM - My godfather had names for everything and everyone, it was one of his many quirks which came to be known as 'Colonelisms'! This particular aircraft he would refer to as the 'Brave Brave Black Man' sincerely speaking - I don't know how he came up with that! BBBM was first bought by a client in Sussex in '73 then operated by Mann's during '74 and sold on to another customer in '75. At some point BM's owner (and I think it was a chap by the name of Bob Woods who went on to be one of Col. Bob's loyal clients in the post-Ferranti years) had my godfather manage the aircraft and so she entered the Ferranti stable at Gatwick for a season.
While with Ferranti this is how she looked:
G-BBBM at Biggin Hill 15th September 1973: Worked on by Rotorhead TRC and managed for a season by Ferranti Helicopters
COL. BOB - Well this man pretty much changed my life as, after my parents were divorced (when I was 8) he played a significant role in my up bringing (if you can call it that!). My godfather was a character, as you may recall, and in the end became mildly controversial for his somewhat unorthodox lifestyle choices! He was though an impeccable 'Army gentleman' with an eye for detail, fiercely loyal to his friends and a man of good will and good humour! Thanks for getting him in one piece to the Waldorf!
The Ferranti Group kept a permanent suite at the Waldorf for a good many years and I'm guessing that's were he would have gone. As I recall, it had a small spare bedroom annex where I stayed on a number of occasions. The last of these visits (for me) must have been around 1980/81. The Col. had been asked to drop a client at Stansted and we were using Jock Cameron's mount G-AWGU (the BA 206). We uplifted Bob's client from the Copthorne Hotel (near Gatwick) and proceeded to STN. After crossing into Essex the weather deteriorated noticeably so that most of the time we were flying in IMC (I do recall GU having the Schermuly flares fitted because Bob was the one who had recommended them to Jock) and it was also fitted with Decca's DANAC moving map navigator.
Whether we were classified as IFR or whether the Col. managed to convince the controllers at STN to let him in on a special I just don't know - what I do recall is arriving at STN in pitch black, in torrential rain and with a thoroughly sodden Martyn Fiddler standing on the apron to receive the pax. Martyn shouted a few words in Bob's ear trying to convince him to sleep over at Stansted but no .. there was an important dinner to attend in the city and so, to Martyn's disbelief we disappeared into the blackness and rain heading for Battersea.
Like many of the rotary characters from the early days, Bob was a determined type and having placed his dinner jacket and patent leather shoes in the baggage compartment there was no way he was going to miss his function!
By the time we approached North London the cloud began to break-up and the city became visible. I think we joined the Thames somewhere around HMS Belfast (perhaps just to the West of her) and the short cruise (around 8pm) to Battersea above the city lights seemed somewhat surreal after the noise and buffeting of rain and cloud during the previous 20 mins or so.
We wafted down to a dark and closed Battersea where I was assigned the job of putting on the overnight covers. When eventually we reached the Waldorf and Bob headed off for his function I was able to call my Mum who was beside herself with concern as apparently a couple of hours before we landed at Stansted a Hughes 300 had ploughed into the ground in the same weather system we had battled!
There are indeed numerous stories involving Col. Bob but, as you say, many of them cannot be recounted in public but, you might wish to send me a PM!
In the meantime please do regail us with the apocryphal story about Sox!!!
* * *
DENNISIMO: I am of course the last person to be amazed that you knew Geoff Cocks - this is afer all the de-facto Dennis Kenyon nostalgia thread!
Dear friend, your knowledge of all the people and aircraft which surface here only endorses your place as one of Britain's 'helicopter heros' and of whom we are all fiercely proud!
Dennis, as I understand it, you flew planks in the Forces - are you to tell me that your first ever rotary wing foray was with Geoff in an Enstrom? How prophetic - given that you were to become 'Mr Enstrom' in the UK!
Was this the craft?
Enstrom F-28A, G-BALT, seen at Shoreham 25th July 1979
Out of curiosity, who first trained you to fly helicopters, on which type and what was your first assignment upon achieving a CPL(H) - did you start out with Roy Spooner?
Dennisimo at the World Helicopter Championships in Eisenach, 2008
DK in London (last year)
And ... something else which may russtle up a memory or two for the Menace!
Enstrom F-28C, G-BBBR, Shoreham 25th July 1979
Seemed only fair having included G-BBBM!
S.
.
Last edited by Savoia; 18th Oct 2010 at 06:46.
