The Rotary Nostalgia Thread
Thread Starter
Some great responses to Planko's enquiry! 
If anyone has photos/memorabilia from their Hiller/47 days .. please do post!
Planko: Great shots from the Hiller museum.
As FH1100 has said .. the 12E-4 had the availability of dual controls .. accommodated on the aircraft's port side rear bench (see below):
Hiller UH12-E4 G-ASAZ cabin view
Because of the wide angle lens .. the pedals for the 'rear seat' pilot's position look a little far but ..
G-ASAZ controls (the 'famous' Hiller from the film 'Goldfinger')
.. in reality they are within reach.
From my godfather's days with the Airborne Forces Experimental Establishment (AFEE) at RAF Beaulieu and later with the Aeroplane and Armament Experimental Establishment (A&AEE) at Boscombe Down, he would tell me that he and his fellow test pilots would constantly be trying out new types which they have never flown before and .. in some cases .. which had no accompanying paperwork (manuals or instructions). He told me that more than once did he gave himself a little 'fright'!
I suppose when the 109's were captured in the Falklands (if they were flown off) that someone may have had to do a bit of 'experimenting' to get them to the ship!
Back to the Hillers and Bells .. the 47 'J' had two configurations. One in which the driver's legs were astride the main console (as per the 12-E4) and the other where the instrument stack was off to one side (as was the case on Ferranti's J2) and which my godfather would refer to (and which was perhaps commonly referred to) as the music stand!
If anyone has photos/memorabilia from their Hiller/47 days .. please do post!
Planko: Great shots from the Hiller museum.
As FH1100 has said .. the 12E-4 had the availability of dual controls .. accommodated on the aircraft's port side rear bench (see below):
Hiller UH12-E4 G-ASAZ cabin view
Because of the wide angle lens .. the pedals for the 'rear seat' pilot's position look a little far but ..
G-ASAZ controls (the 'famous' Hiller from the film 'Goldfinger')
.. in reality they are within reach.
From my godfather's days with the Airborne Forces Experimental Establishment (AFEE) at RAF Beaulieu and later with the Aeroplane and Armament Experimental Establishment (A&AEE) at Boscombe Down, he would tell me that he and his fellow test pilots would constantly be trying out new types which they have never flown before and .. in some cases .. which had no accompanying paperwork (manuals or instructions). He told me that more than once did he gave himself a little 'fright'!
I suppose when the 109's were captured in the Falklands (if they were flown off) that someone may have had to do a bit of 'experimenting' to get them to the ship!
Back to the Hillers and Bells .. the 47 'J' had two configurations. One in which the driver's legs were astride the main console (as per the 12-E4) and the other where the instrument stack was off to one side (as was the case on Ferranti's J2) and which my godfather would refer to (and which was perhaps commonly referred to) as the music stand!
Thread Starter
Squadron Leader Ken Topp
Squadron Leader Ken Topp, of Sherborne, West Dorset has died age 78 at West Abbey Nursing Home in Yeovil. He was born on August 8, 1935 in nearby Milborne Port and attended Milborne Port Primary School and Fosters Grammar School in Sherborne. Here he formed friendships which were to last throughout his life and which he continued to treasure.
Sqdn Ldr Ken Topp
Ken showed great talent in music, learning to play the piano and the organ for Milborne Port Methodist Church. His involvement with the church youth club at Milborne Port led to his meeting the love of his life, Ruth. Their relationship was always solid and remained steadfast through Ken's subsequent career development.
Ken became an apprentice at Westland Aircraft in 1951, soon becoming involved in the early helicopter manufacture working in the development department. He gained his Higher National Certificate at what was then Yeovil Technical College and was subsequently accepted at Cranfield College of Aeronautics, specialising in helicopter engineering.
His expertise in this highly technical field was acknowledged when he won the coveted Alan Marsh award for outstanding achievement in the field of helicopter research.
After completing his MSc at Cranfield, Ken returned to Westland to become involved in the design and engineering study of tilt rotor aircraft and other helicopter design work and was able to further develop his expertise in this field. In 1971 he moved to the Plessey Marine Research Unit, becoming a senior member of the engineering design and development team.
Later that year he joined the Royal Air Force as a commissioned officer in the engineering branch. After initial training at RAF College, Cranwell, he was posted to RAF Ternhill, part of RAF Training Command. From RAF Ternhill, Ken went to RAF Little Rissingham as Air Engineering Officer to the aircraft training wing. He was kept busy looking after the engineering aspects of fixed and rotary wing aircraft.
Next came a posting to Strike Command where he provided support for all the in-service helicopter engineering and modification programmes.
From Strike Command Ken was assigned to RAF Finningley where he was responsible for the in-service maintenance of the MK3 Sea King fleet of helicopters. As Ken's operational days drew to a close he accepted a post at the Ministry of Defence in London where his wealth of expertise was diligently applied.
Ken eventually retired from the RAF and rejoined Westland Helicopters as ILS manager for EH101, working within the customer support departments.
In November 1959, Ken married Ruth and settled down in Yeovil where sons Andrew and Mike were born. In 1964 they moved to Sherborne where Sarah was born, completing the family. This home became Ken and Ruth's pride and joy, the beautiful garden was always well tended and productive.
Ken had a passion for cars, Jaguars and Triumphs in particular. He put his practical skills to good use building canoes and a mirror sailing dingy which the family sailed on the Thames and lakes in Wales.
Ken was a well-liked, jolly character who endeared himself to everyone who met him with his charismatic personality. His proud family said that they would like to thank all those who have supported their parents over the past three years as they struggled to deal with their ill health.
The family said: "It was tough for Ken and Ruth, they both put up brave fights against cancer, fights that sadly neither won. Ruth passed away peacefully on June 9, 2013, 11 weeks before Ken. They will be so sadly missed by all their family and friends."
Expertise that served RAF and Westland | Yeovil People
RIP Ken.
Squadron Leader Ken Topp, of Sherborne, West Dorset has died age 78 at West Abbey Nursing Home in Yeovil. He was born on August 8, 1935 in nearby Milborne Port and attended Milborne Port Primary School and Fosters Grammar School in Sherborne. Here he formed friendships which were to last throughout his life and which he continued to treasure.
Sqdn Ldr Ken Topp
Ken showed great talent in music, learning to play the piano and the organ for Milborne Port Methodist Church. His involvement with the church youth club at Milborne Port led to his meeting the love of his life, Ruth. Their relationship was always solid and remained steadfast through Ken's subsequent career development.
Ken became an apprentice at Westland Aircraft in 1951, soon becoming involved in the early helicopter manufacture working in the development department. He gained his Higher National Certificate at what was then Yeovil Technical College and was subsequently accepted at Cranfield College of Aeronautics, specialising in helicopter engineering.
His expertise in this highly technical field was acknowledged when he won the coveted Alan Marsh award for outstanding achievement in the field of helicopter research.
After completing his MSc at Cranfield, Ken returned to Westland to become involved in the design and engineering study of tilt rotor aircraft and other helicopter design work and was able to further develop his expertise in this field. In 1971 he moved to the Plessey Marine Research Unit, becoming a senior member of the engineering design and development team.
Later that year he joined the Royal Air Force as a commissioned officer in the engineering branch. After initial training at RAF College, Cranwell, he was posted to RAF Ternhill, part of RAF Training Command. From RAF Ternhill, Ken went to RAF Little Rissingham as Air Engineering Officer to the aircraft training wing. He was kept busy looking after the engineering aspects of fixed and rotary wing aircraft.
Next came a posting to Strike Command where he provided support for all the in-service helicopter engineering and modification programmes.
From Strike Command Ken was assigned to RAF Finningley where he was responsible for the in-service maintenance of the MK3 Sea King fleet of helicopters. As Ken's operational days drew to a close he accepted a post at the Ministry of Defence in London where his wealth of expertise was diligently applied.
Ken eventually retired from the RAF and rejoined Westland Helicopters as ILS manager for EH101, working within the customer support departments.
In November 1959, Ken married Ruth and settled down in Yeovil where sons Andrew and Mike were born. In 1964 they moved to Sherborne where Sarah was born, completing the family. This home became Ken and Ruth's pride and joy, the beautiful garden was always well tended and productive.
Ken had a passion for cars, Jaguars and Triumphs in particular. He put his practical skills to good use building canoes and a mirror sailing dingy which the family sailed on the Thames and lakes in Wales.
Ken was a well-liked, jolly character who endeared himself to everyone who met him with his charismatic personality. His proud family said that they would like to thank all those who have supported their parents over the past three years as they struggled to deal with their ill health.
The family said: "It was tough for Ken and Ruth, they both put up brave fights against cancer, fights that sadly neither won. Ruth passed away peacefully on June 9, 2013, 11 weeks before Ken. They will be so sadly missed by all their family and friends."
Expertise that served RAF and Westland | Yeovil People
RIP Ken.
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Work Horse
If you had to WORK you drove a Hiller. If you just wanted to fly passengers or cruise around you used a Bell. As an old U.S. Army instructor I have seen student pilots bounce the old 23D as high as the control tower without sustaining any serious damage. It was just a more rugged machine than the Bell's but it was a little more work to fly. It had one peculiarity that was not to be tested however; settling with power. It is possible to loose adequate control over the control paddles during serious settling with power and thereby loose complete control of the cyclic system. In my case, entering auto-rotation only allowed the blades to flex down and chop off the tail boom resulting in a most serious problem.
Thread Starter
Ciao Sillohed!
Great stuff!
Yes, I suppose that would be a serious problem. Am glad though that you survived to tell the tale!
I count a couple of ex-US Army instructors among my friends both great characters, with many interesting stories between them.
Something which may interest you is a wedding which took place in London on 13th June 1962. The wedding was between Charles de Laroque and Toni Robinson. Charles was an old Harrovian and Miss Robinson a BOAC flight attendant (air hostess in those days) and private pilot. They were married in St. Mary Abbots Church in Kensington but .. I don't suppose that will be of too much interest.
However, their reception was held at the Hurlingham Club and, when all was done .. they left the Club for Heathrow courtesy of a World Wide Bell 47 ..
Charles de Laroque and Toni Robinson at their wedding reception at the Hurlingham Club on 13th June 1962
A World Wide Bell 47 graces the reception in preparation to whisk the happy couple to 'Harry Heethers' (Heathrow) where they boarded an aircraft for Trinidad for their honeymoon
The bride and groom prepare to depart the Hurlingham Club
World Wide only purchased the 'Singing Bell' (G-ARIA) in October 1962 and .. the craft in these photos wears a different livery to that which can be seen in the photo of G-ARIA (on the previous page) while she was with World Wide. Also, this craft displays what appears to be the World Wide logo (on the floats) which looks to be a globe with wings.
Any ideas as to which craft this could be?
As discussed previously, it seems that many of World Wide's singles wore floats.
Great stuff!
In my case, entering auto-rotation only allowed the blades to flex down and chop off the tail boom resulting in a most serious problem.
I count a couple of ex-US Army instructors among my friends both great characters, with many interesting stories between them.
Something which may interest you is a wedding which took place in London on 13th June 1962. The wedding was between Charles de Laroque and Toni Robinson. Charles was an old Harrovian and Miss Robinson a BOAC flight attendant (air hostess in those days) and private pilot. They were married in St. Mary Abbots Church in Kensington but .. I don't suppose that will be of too much interest.
However, their reception was held at the Hurlingham Club and, when all was done .. they left the Club for Heathrow courtesy of a World Wide Bell 47 ..
Charles de Laroque and Toni Robinson at their wedding reception at the Hurlingham Club on 13th June 1962
A World Wide Bell 47 graces the reception in preparation to whisk the happy couple to 'Harry Heethers' (Heathrow) where they boarded an aircraft for Trinidad for their honeymoon
The bride and groom prepare to depart the Hurlingham Club
World Wide only purchased the 'Singing Bell' (G-ARIA) in October 1962 and .. the craft in these photos wears a different livery to that which can be seen in the photo of G-ARIA (on the previous page) while she was with World Wide. Also, this craft displays what appears to be the World Wide logo (on the floats) which looks to be a globe with wings.
Any ideas as to which craft this could be?
As discussed previously, it seems that many of World Wide's singles wore floats.
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As those floats required the skids being removed, it made engine failures a bit tricky as the floats couldn't run on land, so it meant doing zero ground speed landings; not too easy in a G2 or when heavy!
Thread Starter
Nigel: Yes, I can imagine how challenging that could be. In fact I did enquire once about autorotations and landings in general when flying fixed-float aircraft. Doubtless easier done with those types where the skids run beneath the floats.
Nomorehelosforme: First of all .. why no more helos for you ??
Secondly, my picture sources are derived from an eclectic mix of online searches, friends and contacts who know I collect specific aviation images and a phalanx of kind and cooperative photographers who are willing to share the fruit of their labour!
It was in the pursuit of helicopter images and memorabilia (and with the encouragement of former Ferranti Bölkow Training Captain 'Speechless Two' .. later Chief Pilot of BCal Helicopters) that I joined PPRuNe!
To this end, anyone with a mind to contributing interesting helicopter photos or point me in the direction of interesting historical helicopter images and write-ups .. please feel free to mail me at [email protected]
Grazie mille!
Nomorehelosforme: First of all .. why no more helos for you ??
Secondly, my picture sources are derived from an eclectic mix of online searches, friends and contacts who know I collect specific aviation images and a phalanx of kind and cooperative photographers who are willing to share the fruit of their labour!
It was in the pursuit of helicopter images and memorabilia (and with the encouragement of former Ferranti Bölkow Training Captain 'Speechless Two' .. later Chief Pilot of BCal Helicopters) that I joined PPRuNe!
To this end, anyone with a mind to contributing interesting helicopter photos or point me in the direction of interesting historical helicopter images and write-ups .. please feel free to mail me at [email protected]
Grazie mille!
Thread Starter
British Army Westland-Bell Sioux, Borneo, 1965 (Photo: Ronnie Bell)
Seen here transporting two Gordon Highlanders.
Rumour has it that the Westland Sioux had a larger Perspex canopy than its American counterpart!
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Montreal Canada 1977. First pic is Bell47 G4 and the second one is a B47 G2. Now the exact model I don't remember. Might be able to compare the bubble size with the Sioux.
JD
JD
The British Army Bell 47 G3s certainly do have have bigger canopies than the G4 & G5 that I fly. The G5 is significantly smaller.
I've heard a tale of one G3 carrying pilot+4 in Borneo in a desperate situation - 3 in the cabin and one on each litter kit. Anybody able to expand on this? I bet the MP Guage went round a few times ;o)
I've heard a tale of one G3 carrying pilot+4 in Borneo in a desperate situation - 3 in the cabin and one on each litter kit. Anybody able to expand on this? I bet the MP Guage went round a few times ;o)
Thread Starter
Fijdor: Very nice photos!
I don't suppose you would have an approximate date for the 'CF' registered 47?
Mr B: Can't help you with the Borneo event (yet) but .. with regard to the 47 accommodating a pilot plus four what I can say is ..
Bell 47 hovers over Pike's Peak in Colorado with six people aboard in 1964 (Photo: University of Texas, Special Collections Dept.)
I don't suppose you would have an approximate date for the 'CF' registered 47?
Mr B: Can't help you with the Borneo event (yet) but .. with regard to the 47 accommodating a pilot plus four what I can say is ..
Bell 47 hovers over Pike's Peak in Colorado with six people aboard in 1964 (Photo: University of Texas, Special Collections Dept.)
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Savoia I am glad that you posted a photo of that B47 at Pikes Peak because I would not have believed it.
Did some research on my B47 and the only thing found was the serial#
Bell 47 G4A = 7519 CF-SYU believed to be a soloy conversion now
Bell 47 G2 = 2021 CF-KJU
hope this help.
Jacques
Did some research on my B47 and the only thing found was the serial#
Bell 47 G4A = 7519 CF-SYU believed to be a soloy conversion now
Bell 47 G2 = 2021 CF-KJU
hope this help.
Jacques
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World Wide
Nigel, even the water landings was no laughing matter. I do recall having landed on a Canadian lake once to take advantage of the pristine enviornment and wonderful fishing. Floating around in the middle of the lake was so relaxing. It never occurred to me that I would have to START the helicopter once again when the fun was over. After about 5 rotations on the water I finally had enough tail rotor control to stay still but had I been a bit closer to the willows along the shore it would not have been very funny (not to mention one of the floats going flat or something equally distressing)
.
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I found the water landings very easy as the ground tended to be a lot harder! I guess over the years I must have done several hundred in both the 47 & 206 without any problems.
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WorldWide Bell
Savoia,
Very interesting photographs. I can vaguely recall several instances in in 1963 where World Wide did some charters for Weddings, etc. One charter in particular involved flying a gentleman in his underwear hanging on a ladder below a Bell 47 and lowering him into a speeding Aston Martin (I think) driven by a beautiful girl. The runway at Biggin Hill was used for the photo shoot. If I recall correctly the poor guy was dragged over the trunk/boot, over the wind screen, along side and eventually into the passenger seat. If anyone in the UK has any photos or video of that shoot PLEASE share it! The shoot was for an underwear manufacturer (St. Marks or St. Michaels or something.) On another subject, the only photo of a working World Wide Bell 47 that I find belongs to my friend Jan Wim Hasselman and it is a photo of his dad Fritz. Here it is although not very informative.
Very interesting photographs. I can vaguely recall several instances in in 1963 where World Wide did some charters for Weddings, etc. One charter in particular involved flying a gentleman in his underwear hanging on a ladder below a Bell 47 and lowering him into a speeding Aston Martin (I think) driven by a beautiful girl. The runway at Biggin Hill was used for the photo shoot. If I recall correctly the poor guy was dragged over the trunk/boot, over the wind screen, along side and eventually into the passenger seat. If anyone in the UK has any photos or video of that shoot PLEASE share it! The shoot was for an underwear manufacturer (St. Marks or St. Michaels or something.) On another subject, the only photo of a working World Wide Bell 47 that I find belongs to my friend Jan Wim Hasselman and it is a photo of his dad Fritz. Here it is although not very informative.
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Funny Looking Thing
This picture was taken in 1957 during a magnetic survey of the Canadian Arctic by Aero Service Corporation out of Philadelphia. The operation flew 600 hours and 16000 miles during that summer.
Thread Starter
Sillohed: Thank you for your reminiscences as well as the truly nostalgic photos! I had a wee chuckle as I imagined you spinning about on the lake trying to fire-up the old girl!
Magnetic surveys still throw-up some pretty bizarre contraptions for helicopters to fly with or tow but that surely is a classic, lol!
Some more evidence of early British Bells with floats ..
(Apologies for the terrible photo quality, scanned from a newspaper cutting).
Bell 47G-4A G-AYAE at Fort Charlotte in Lerwick on the Shetland Isles on 7th June 1970 (Photo: Dennis Coutts)
The newspaper article reads:
A helicopter has been seen over Lerwick in recent weeks but it was only on the eve of departure from Shetland that it landed in the town. In Fort Charlotte on Sunday the pilot chatted with county surveyor Mr J. P. Moar who used the machine to lift pipes for a water scheme. The main use however was for aerial surveying for the Ordnance Survey.
The floats bear the word 'helicopters' but in 1970 G-AYAE was registered to Film Flight! In '74 she moved on to join John Crewdson's stables at Southend as part of the Helicopter-Hire fleet.
I had a wee chuckle as I imagined you spinning about on the lake trying to fire-up the old girl!Magnetic surveys still throw-up some pretty bizarre contraptions for helicopters to fly with or tow but that surely is a classic, lol!
Some more evidence of early British Bells with floats ..
(Apologies for the terrible photo quality, scanned from a newspaper cutting).
Bell 47G-4A G-AYAE at Fort Charlotte in Lerwick on the Shetland Isles on 7th June 1970 (Photo: Dennis Coutts)
The newspaper article reads:
A helicopter has been seen over Lerwick in recent weeks but it was only on the eve of departure from Shetland that it landed in the town. In Fort Charlotte on Sunday the pilot chatted with county surveyor Mr J. P. Moar who used the machine to lift pipes for a water scheme. The main use however was for aerial surveying for the Ordnance Survey.
The floats bear the word 'helicopters' but in 1970 G-AYAE was registered to Film Flight! In '74 she moved on to join John Crewdson's stables at Southend as part of the Helicopter-Hire fleet.
Thread Starter
Rent-a-Copter FH1100 G-AVTG as seen at Battersea Heliport in May 1969 (Photo: Brian Bickers)
A 'new' image of G-AVTG (courtesy of Brian Bickers) and which last appears on page 77 wearing the 'Helicopter Sales' livery a year prior to the above photo.
This photo taken just one month before 'TG' perished at the 1969 Paris Air Show where she was being flown by Nigel Osborn's former RN instructor Terry MacDonald.
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Here is another specimen of the FH1100 on floats in winter, they were just great to work in places where the snow was deep and no crust.
The other pic is of the same aircraft with the eng/tran cowling over the tailboom lost of space to work on the eng.
4 months earlier me and my engineer ended up in the trees with that same aircraft after the engine quit while tracking the blades. Nobody got hurt.
Photo taken Northern Quebec, Canada winter 78/79
JD
The other pic is of the same aircraft with the eng/tran cowling over the tailboom lost of space to work on the eng.
4 months earlier me and my engineer ended up in the trees with that same aircraft after the engine quit while tracking the blades. Nobody got hurt.
Photo taken Northern Quebec, Canada winter 78/79
JD
