The Rotary Nostalgia Thread
Thread Starter
Colt Executive Aviation
.
Staverton airfield, Gloucestershire, late 70's early 80's. Anyone with any recollections of this company, the key people involved and something of their operations? They seem to have been connected to a Mitsubishi dealership.
CEA appear to have started out with this 1975 Mann-supplied AgustaBell 206B G-BCVZ. Though operated by CEA the craft was registered to a Fairoaks based outfit 'Camlet Helicopters'
From the 206 they progressed to the Ecureuil most of which carried the letters 'RR' at the conclusion of their registration!
This 1980 Flight International ad makes reference to a Peter Turner. Any additional details welcome.
Staverton airfield, Gloucestershire, late 70's early 80's. Anyone with any recollections of this company, the key people involved and something of their operations? They seem to have been connected to a Mitsubishi dealership.
CEA appear to have started out with this 1975 Mann-supplied AgustaBell 206B G-BCVZ. Though operated by CEA the craft was registered to a Fairoaks based outfit 'Camlet Helicopters'
From the 206 they progressed to the Ecureuil most of which carried the letters 'RR' at the conclusion of their registration!
This 1980 Flight International ad makes reference to a Peter Turner. Any additional details welcome.
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Colt
S
I seem to recall one of our Mann pilots went to work for Colt, Robert xxxxx (TRC will know). They were based Bristol way i think.
More when I can remember it! ~ VFR
I seem to recall one of our Mann pilots went to work for Colt, Robert xxxxx (TRC will know). They were based Bristol way i think.
More when I can remember it! ~ VFR
Gnome de PPRuNe
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As I recall, the G-*ORR refered to the family name, MORR was Michael Orr.
Aside from the Squirrels, they had an Aerostar, G-COLT, and either owned or sponsored several hot air balloons.
Owner of the Aerostar was "The Colt Car Company".
Again, if memory serves... they were a sponsor of the Biggin Hill Air Fair around the early 1980s, I seem to remember some of the aircraft there and a car trade stand.
They may also have been the sponsorship of Vic Norman's Zlin 526 and Zlin 50 which had Mitsubishi/Colt sponsorship.
Aside from the Squirrels, they had an Aerostar, G-COLT, and either owned or sponsored several hot air balloons.
Owner of the Aerostar was "The Colt Car Company".
Again, if memory serves... they were a sponsor of the Biggin Hill Air Fair around the early 1980s, I seem to remember some of the aircraft there and a car trade stand.
They may also have been the sponsorship of Vic Norman's Zlin 526 and Zlin 50 which had Mitsubishi/Colt sponsorship.
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The Colt Car Company was headed by a guy called Michael Orr which probably explains the registrations.
The Mitsubishi Colt was a bit of a high performance car in it's day, maybe the aviation side was an offshoot of the Mitsubishi racing arm ?.
Tarman
The Mitsubishi Colt was a bit of a high performance car in it's day, maybe the aviation side was an offshoot of the Mitsubishi racing arm ?.
Tarman
Thread Starter
.
There was a PPRuNer on here a minute ago trying to post an image of a Kiwi FH1100 but the post has now gone!
This is to say that I've had a go at trying to clean-up your image (below).
New Zealand FH1100 ZK-HCI at Mount Cook in November 1984. The notes state that this craft was the oldest turbine helicopter on the Kiwi register and that she was the first helicopter recorded as landing on Mt. Cook at an altitude of 12,394ft in 1971.
And there I was thinking that landing a JetRanger with 3 POB on Mt. Albert Edward (11,852ft) in Papua New Guinea was a pain but in an FH1100 ...
.
Colt Aviation
Thanks for the responses.
The name Michael Orr certainly rings a bell and I look forward to any additional responses which may come in from those with memories of this company.
Colt Aviation's AS350B G-PORR at Greenham Common on 27th June 1981. (Photo: Derek Heley)
There was a PPRuNer on here a minute ago trying to post an image of a Kiwi FH1100 but the post has now gone!
This is to say that I've had a go at trying to clean-up your image (below).
New Zealand FH1100 ZK-HCI at Mount Cook in November 1984. The notes state that this craft was the oldest turbine helicopter on the Kiwi register and that she was the first helicopter recorded as landing on Mt. Cook at an altitude of 12,394ft in 1971.
And there I was thinking that landing a JetRanger with 3 POB on Mt. Albert Edward (11,852ft) in Papua New Guinea was a pain but in an FH1100 ...
.Colt Aviation
Thanks for the responses.
The name Michael Orr certainly rings a bell and I look forward to any additional responses which may come in from those with memories of this company.
Colt Aviation's AS350B G-PORR at Greenham Common on 27th June 1981. (Photo: Derek Heley)
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Savoia, I dotn suppose you know if that particualr published book "Air Pictoral" on that trinity house operation is still available from any source. I'd be very interested to read it.
Savoia..
Going back to Colt Aviation Peter Turner was their chief pilot and today is MD Executive Aviation,still based at Staverton (sorry Gloucestershire Airport).
He is on leave for a couple/three weeks but I'm sure will give the low down if you e mail him and put him in touch with this thread.
Going back to Colt Aviation Peter Turner was their chief pilot and today is MD Executive Aviation,still based at Staverton (sorry Gloucestershire Airport).
He is on leave for a couple/three weeks but I'm sure will give the low down if you e mail him and put him in touch with this thread.
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Robert Kellie is the ex Mann pilot who used to be heavily involved with Colt.
Robert is now in semi retirement but still offering his considerable experience to Polo Aviation.
Mostly Robert is busy sampling wine with the odd Gin & Tonic thrown in, though he is missing the flying.
Cracking chap.
Robert is now in semi retirement but still offering his considerable experience to Polo Aviation.
Mostly Robert is busy sampling wine with the odd Gin & Tonic thrown in, though he is missing the flying.
Cracking chap.
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Colt Executive Aviation
I remember this outfit very well, so apologies in advance for a long post.
Colt Executive Aviation (CEA) was a division of The Colt Car Company, the UK Mitsubishi distributor.
Colt began operations with Aerostar G-COLT and recruited Peter Turner from Bristol Air Taxis as chief pilot. When the Aerostar proved unsuitable they decided to replace it with a Cessna 441 but when the type experienced technical problems replaced it with a Commander 690 G-JRMM followed by King Air G-STYR, then King Air 200 G-MCEO. An Aztec G-SATO was added, and rapidly replaced by another King Air G-PTER. All the turboprops were named “Bright Eyes” and had regn based on directors names Jack R Morris-Marsham, Richard STYeR, Michael Charles Edward Orr, Mr Sato, and PeTER Turner.
At the same time as they were replacing the Aerostar they leased Jetranger G-BCVZ from Mann to evaluate helicopter operations, but when they selected the Squirrel G-BFNC was op for a while. Incidentally ‘VZ was the first a/c in the black & white Colt livery. They recruited Robert Kellie as Chief Helicopter Pilot – presumably this was the ex Mann pilot mentioned earlier.
The company’s first owned helicopter was G-MORR, soon followed by a whole family of ORR’s named after various members of that family. The exception possibly being G-MAHO; this crashed into the Humber after hitting a ships mast during a film assignment. A Dauphin was reported on order but never materialized.
Michael Orr used the helicopters extensively to commute from his house in Minchinhampton to Colt HQ nearby Cirencester. This continued when he moved to Devon with G-PTER deputizing in bad weather. G-MORR was his prime a/c and was repainted in a black with red stripes version of the livery with Lonsdale Cars logos when Colt tried unsuccessfully to sell Australian made Mitsubishi’s in the UK.
CEA was a pioneer in the Police market operating for Devon & Cornwall and Thames Valley. Their helis always managed to hit the headlines rescuing topless streaker Erica Rowe from blizzards in Wales, and drying out Cheltenham racecourse. They also established their own maintenance op & became distributor for the Mitsubishi Diamond jet (later Beechjet) importing G-JMSO named Jimbo after Orr’s son. However a/c utilization was low and costs were high. They also paid a top of the market price for Harvard G-AZBN at the Strathallan auction having originally gone after the Hurricane. The Harvard flew around with a large Mitsubishi diamond logo on its underside.
Eventually Mitsubishi tired of Michael Orr’s extravagances (ocean yachts, offshore powerboat racing, hot air balloons, aerobatic sponsorship, lavish HQ building, sponsorship of Mark Phillips’ Gatcombe Country Fair and CEA) and pushed him out. Peter Beaumont his successor canned CEA and sold the business off to Asbon Associates, including the aircraft were sold.
Later Colt realized they really did need business aircraft and had a couple of Citations (G-CCCL Colt Car Co Ltd followed by G-JETC) and a pair Squirrels G-TMMC (The Mitsubishi Motor Co) and G-BMIF. These were operated by Corporate Jet Services headed by Peter Turner and predecessor to his EAS.
Robert Kellie went on to form Helicopter’s UK and Mark Trumble (pilot of the ill fated G-MAHO) to form Police Aviation Services.
Pheww - I pause for breath.
Colt Executive Aviation (CEA) was a division of The Colt Car Company, the UK Mitsubishi distributor.
Colt began operations with Aerostar G-COLT and recruited Peter Turner from Bristol Air Taxis as chief pilot. When the Aerostar proved unsuitable they decided to replace it with a Cessna 441 but when the type experienced technical problems replaced it with a Commander 690 G-JRMM followed by King Air G-STYR, then King Air 200 G-MCEO. An Aztec G-SATO was added, and rapidly replaced by another King Air G-PTER. All the turboprops were named “Bright Eyes” and had regn based on directors names Jack R Morris-Marsham, Richard STYeR, Michael Charles Edward Orr, Mr Sato, and PeTER Turner.
At the same time as they were replacing the Aerostar they leased Jetranger G-BCVZ from Mann to evaluate helicopter operations, but when they selected the Squirrel G-BFNC was op for a while. Incidentally ‘VZ was the first a/c in the black & white Colt livery. They recruited Robert Kellie as Chief Helicopter Pilot – presumably this was the ex Mann pilot mentioned earlier.
The company’s first owned helicopter was G-MORR, soon followed by a whole family of ORR’s named after various members of that family. The exception possibly being G-MAHO; this crashed into the Humber after hitting a ships mast during a film assignment. A Dauphin was reported on order but never materialized.
Michael Orr used the helicopters extensively to commute from his house in Minchinhampton to Colt HQ nearby Cirencester. This continued when he moved to Devon with G-PTER deputizing in bad weather. G-MORR was his prime a/c and was repainted in a black with red stripes version of the livery with Lonsdale Cars logos when Colt tried unsuccessfully to sell Australian made Mitsubishi’s in the UK.
CEA was a pioneer in the Police market operating for Devon & Cornwall and Thames Valley. Their helis always managed to hit the headlines rescuing topless streaker Erica Rowe from blizzards in Wales, and drying out Cheltenham racecourse. They also established their own maintenance op & became distributor for the Mitsubishi Diamond jet (later Beechjet) importing G-JMSO named Jimbo after Orr’s son. However a/c utilization was low and costs were high. They also paid a top of the market price for Harvard G-AZBN at the Strathallan auction having originally gone after the Hurricane. The Harvard flew around with a large Mitsubishi diamond logo on its underside.
Eventually Mitsubishi tired of Michael Orr’s extravagances (ocean yachts, offshore powerboat racing, hot air balloons, aerobatic sponsorship, lavish HQ building, sponsorship of Mark Phillips’ Gatcombe Country Fair and CEA) and pushed him out. Peter Beaumont his successor canned CEA and sold the business off to Asbon Associates, including the aircraft were sold.
Later Colt realized they really did need business aircraft and had a couple of Citations (G-CCCL Colt Car Co Ltd followed by G-JETC) and a pair Squirrels G-TMMC (The Mitsubishi Motor Co) and G-BMIF. These were operated by Corporate Jet Services headed by Peter Turner and predecessor to his EAS.
Robert Kellie went on to form Helicopter’s UK and Mark Trumble (pilot of the ill fated G-MAHO) to form Police Aviation Services.
Pheww - I pause for breath.
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And Rober Kellie did an underslung Job when he was working at Mann which was a Birthday surprise except this turned into a Birthday surprise surprise because the load dropped itself a tad early. 
. Of course he has the trophy to prove it.
. Of course he has the trophy to prove it.
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..... registered to a Fairoaks based outfit 'Camlet Helicopters'
Camlet Helicopters was/is a name that appeared quite often on Mann operated machines - one of the most famous is probably poor old G-BBRI, the most abused (by student pilots) 47G-5A in the history of anything. Having been bounced and cartwheeled around Fairoaks umpteen times there can't be anything left of the original machine that was brand new from the factory when I joined Mann's in 1974.
Thread Starter
.
Heli1 thanks. Have dropped Peter a note via the firm your mentioned and will wait to see whether he comes back. In the meantime, and as you have probably seen, De Havilland has provided a formidable synopsis of Colt's interesting history.
De Havilland; no need to apologise for the length of your posts for they are, without exception, masterful missives; informative, engaging and thoroughly enjoyable!
Never had the pleasure of meeting Robert Kellie but Brilliant Stuff (above) seems to rate him highly. I did however happen upon Mark Trumble in the early 80's in Dublin and there's a bit of a story to it.
Ferranti supplied Mohammed Al Fayed (ex-Harrods owner) with what I believe was his first helicopter in the UK. The ship supplied was G-BAKX a Bell 206B bought from Harrison Construction of Droitwich and delivered to Fayed's company 'Genavco' in March '77. A couple of months later Ferranti supplied Fayed with a second helicopter, G-BFAL, the UK's first 206L and which ultimately led to the sale of BAKX which was bought by Castle Motors of Liskeard. In August '79 Castle Air (as they became) sold KX to Brendan O'Mahony a celebrity lawyer and perhaps one of Dublin's most successful legal minds. I think it was Castle who suggested the services of Mark Trumble in a freelance capacity to O'Mahony and he ended-up flying a couple of tours including a trip to the South of France.
Around 1981-82 my godfather took-up the assignment of flying for the race horse trainer Vincent O'Brien in Tipperary and while in Eire met with Brendan. When Brendan discovered that Bob had been involved with his craft in her former life he insisted on Bob giving a hand whenever he could. Brendan was a flyer but, as with Sebastian de Ferranti, was mindful of his limitations and generally preferred having someone experienced alongside.
Well there we were (I guess 1982) at the Irish Helicopters hangar in Dublin to collect G-BAKX (now EI-BHI) which had been in to have its Sperry AH repaired. It was a short trip (perhaps 7 minutes) from Dublin Airport to Leixlip where Brendan had his home. Shortly after take-off this acrid aroma permeated the Ranger's cabin and the face of the Sperry instrument turned brown. A few seconds later small amounts of thick white smoke emerged from the sides of the instrument panel. Bob very calmly informed Dublin that we were heading back to the field but that comms would off as we had an electrical problem. Dublin tower advised us to proceed to the main apron in front of their cab and then instructed a plank on approach to go around. Bob then switched off the battery and isolated the AH's breaker.
A long story short - when Brendan eventually received the bill from Irish Helicopters he naturally refused to pay for the 'repairs' to the instrument given that it hadn't worked that well. Irish Helicopters then decided that they would take-on their client (one of the country's leading lawyers) in a suit. By the time this came to court Col. Bob was in Kenya freelancing for Freddie Wilcox so Brendan asked "How about your godson, wasn't he on board?" and so I was pulled out of boarding school in the UK and spirited to Dublin where Brendan and his family made a royal fuss over me. Concerned however that the court may not wish to decide the matter purely on the testimony of a 15 year old, Brendan called up Mark Trumble to provide supporting evidence regarding the general manner in which EI-BHI was cared for and as someone who had been familiar with the aircraft.
When my turn came up I did my best to recount the events of the incident and which seemed to have been well received judging from Brendan's beaming face and the limited number of questions from the prosecution.
Mark was then called and, fairly quickly, (and I can still hear the accents of the 'Hoirish' lawyers) the prosecution focused on the fact that BHI was generally kept in the open. Mark went on to state that he had operated several 206's which were never hangared and that this posed no problem .. so long as certain measures were taken! It took less than a second for the prosecution to respond in his finest 'hoirish haccent' "And which measures exactly would they be now Mr Trumble?" Mark then mentioned how in his previous operations he would spray parts of the engine area with WD-40 which he said acted to prevent the effects of unwanted moisture. For the next 20 minutes the court then discussed the merits of WD-40 and whether this practice had formed part of the routine applied to Brendan's craft. Brendan was not pleased as evidenced by the scowl which had appeared across his face.
The fact that the engine bay was nowhere near the instrument panel and that WD-40 probably had little to do with the artificial horizon catching fire did not seem to matter to anyone. At one point in the proceedings the judge asked an Irish Helicopters mechanic about the repair procedures applied to the failed instrument. The mechanic made fleeting reference to a hair dryer (which I don't think is unusual - it was probably a heat gun of some sort) and which statement his Lordship latched onto with zealous intrigue. For the rest of the proceedings the judge would, at every possible opportunity, repeat the phrase "hair dryer!!" with pronounced consternation.
The following day's Irish Times (or whatever it was) on page two .. "Firm Repairs Copter using Hair Dryer". Perhaps needless to say, Irish Helicopters were made to pay for the repair of the unit (which was to be sent back to the manufacturer) and Brendan was awarded damages. He then moved the ship's maintenance to SRS at Shannon.
Ah, these little memories from times past but, I suppose that's what nostalgia is all about!
Bell 206B EI-BHI formerly owned by Dublin lawyer Brendan O'Mahony which became part of a legal dispute between the owner and Irish Helicopters at which PPRuNer Savoia and Mark Trumble gave testimony. When this craft was supplied to Mohammed Al Fayed in the 70's the white circle contained the letter 'F' which many incorrectly assumed stood for Ferranti. When the craft was sold to Castle Motors the 'F' was retained as their owner's surname also began with an 'F'.
Heli1 thanks. Have dropped Peter a note via the firm your mentioned and will wait to see whether he comes back. In the meantime, and as you have probably seen, De Havilland has provided a formidable synopsis of Colt's interesting history.
De Havilland; no need to apologise for the length of your posts for they are, without exception, masterful missives; informative, engaging and thoroughly enjoyable!
G-MORR was his prime a/c and was repainted in a black with red stripes version of the livery with Lonsdale Cars logo
CEA was a pioneer in the Police market operating for Devon & Cornwall and Thames Valley.
Robert Kellie went on to form Helicopter’s UK and Mark Trumble (pilot of the ill fated G-MAHO) to form Police Aviation Services.
Ferranti supplied Mohammed Al Fayed (ex-Harrods owner) with what I believe was his first helicopter in the UK. The ship supplied was G-BAKX a Bell 206B bought from Harrison Construction of Droitwich and delivered to Fayed's company 'Genavco' in March '77. A couple of months later Ferranti supplied Fayed with a second helicopter, G-BFAL, the UK's first 206L and which ultimately led to the sale of BAKX which was bought by Castle Motors of Liskeard. In August '79 Castle Air (as they became) sold KX to Brendan O'Mahony a celebrity lawyer and perhaps one of Dublin's most successful legal minds. I think it was Castle who suggested the services of Mark Trumble in a freelance capacity to O'Mahony and he ended-up flying a couple of tours including a trip to the South of France.
Around 1981-82 my godfather took-up the assignment of flying for the race horse trainer Vincent O'Brien in Tipperary and while in Eire met with Brendan. When Brendan discovered that Bob had been involved with his craft in her former life he insisted on Bob giving a hand whenever he could. Brendan was a flyer but, as with Sebastian de Ferranti, was mindful of his limitations and generally preferred having someone experienced alongside.
Well there we were (I guess 1982) at the Irish Helicopters hangar in Dublin to collect G-BAKX (now EI-BHI) which had been in to have its Sperry AH repaired. It was a short trip (perhaps 7 minutes) from Dublin Airport to Leixlip where Brendan had his home. Shortly after take-off this acrid aroma permeated the Ranger's cabin and the face of the Sperry instrument turned brown. A few seconds later small amounts of thick white smoke emerged from the sides of the instrument panel. Bob very calmly informed Dublin that we were heading back to the field but that comms would off as we had an electrical problem. Dublin tower advised us to proceed to the main apron in front of their cab and then instructed a plank on approach to go around. Bob then switched off the battery and isolated the AH's breaker.
A long story short - when Brendan eventually received the bill from Irish Helicopters he naturally refused to pay for the 'repairs' to the instrument given that it hadn't worked that well. Irish Helicopters then decided that they would take-on their client (one of the country's leading lawyers) in a suit. By the time this came to court Col. Bob was in Kenya freelancing for Freddie Wilcox so Brendan asked "How about your godson, wasn't he on board?" and so I was pulled out of boarding school in the UK and spirited to Dublin where Brendan and his family made a royal fuss over me. Concerned however that the court may not wish to decide the matter purely on the testimony of a 15 year old, Brendan called up Mark Trumble to provide supporting evidence regarding the general manner in which EI-BHI was cared for and as someone who had been familiar with the aircraft.
When my turn came up I did my best to recount the events of the incident and which seemed to have been well received judging from Brendan's beaming face and the limited number of questions from the prosecution.
Mark was then called and, fairly quickly, (and I can still hear the accents of the 'Hoirish' lawyers) the prosecution focused on the fact that BHI was generally kept in the open. Mark went on to state that he had operated several 206's which were never hangared and that this posed no problem .. so long as certain measures were taken! It took less than a second for the prosecution to respond in his finest 'hoirish haccent' "And which measures exactly would they be now Mr Trumble?" Mark then mentioned how in his previous operations he would spray parts of the engine area with WD-40 which he said acted to prevent the effects of unwanted moisture. For the next 20 minutes the court then discussed the merits of WD-40 and whether this practice had formed part of the routine applied to Brendan's craft. Brendan was not pleased as evidenced by the scowl which had appeared across his face.
The fact that the engine bay was nowhere near the instrument panel and that WD-40 probably had little to do with the artificial horizon catching fire did not seem to matter to anyone. At one point in the proceedings the judge asked an Irish Helicopters mechanic about the repair procedures applied to the failed instrument. The mechanic made fleeting reference to a hair dryer (which I don't think is unusual - it was probably a heat gun of some sort) and which statement his Lordship latched onto with zealous intrigue. For the rest of the proceedings the judge would, at every possible opportunity, repeat the phrase "hair dryer!!" with pronounced consternation.
The following day's Irish Times (or whatever it was) on page two .. "Firm Repairs Copter using Hair Dryer". Perhaps needless to say, Irish Helicopters were made to pay for the repair of the unit (which was to be sent back to the manufacturer) and Brendan was awarded damages. He then moved the ship's maintenance to SRS at Shannon.
Ah, these little memories from times past but, I suppose that's what nostalgia is all about!
Bell 206B EI-BHI formerly owned by Dublin lawyer Brendan O'Mahony which became part of a legal dispute between the owner and Irish Helicopters at which PPRuNer Savoia and Mark Trumble gave testimony. When this craft was supplied to Mohammed Al Fayed in the 70's the white circle contained the letter 'F' which many incorrectly assumed stood for Ferranti. When the craft was sold to Castle Motors the 'F' was retained as their owner's surname also began with an 'F'.
As far as I know, Irish Airwork were not connected with Irish Helicopters in any way. They flew a Hiller UH-12 EI-BCA along with Jet Rangers EI-BEV and EI-BHE and, possibly, EI-BES. I would love to know more about this operation myself. Thanks.
500 Fan.
500 Fan.
Last edited by 500 Fan; 10th Jun 2011 at 13:18.
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Airwork
Thats right, thats wht Irish helis got Bell 47 EI-BKG to compete in the crop spraying business.
Also does anyone know anything about the short lived Dublin to Holyhead S-61 service flown by S-61 EI-BPK in 1985, who set it up?
Also does anyone know anything about the short lived Dublin to Holyhead S-61 service flown by S-61 EI-BPK in 1985, who set it up?
Thread Starter
Dublin City Helicopters
Dublin City Helicopters sole S61N taxis towards its awaiting marshaller standing next to an Aer Lingus 747 in May 1985
Rail-air link advertising poster
Anglesey’s ill-fated Dublin-Holyhead helicopter service
THE Mail took to the skies amid much excitement as “a new and exciting way to cross the Irish Sea” was launched – only to be grounded a mere 10 weeks later.
In April 1985, the new Holyhead-Dublin helicopter service began its five flights a day, and the Mail climbed aboard for the maiden voyage.
“The first £1.2 million Sikorsky N61 copter to arrive at Holyhead’s brand new heliport aroused great interest among workers in the nearby Penrhos industrial estate last week,” wrote reporter Myfanwy Jones.
“They all downed tools and made a beeline for the helicopter, seeking a better view.
“Soon, the helicopter engines began to warm up, producing a tremendous amount of vibration which got the old adrenaline flowing.
“I couldn’t wait to get in the air.
“Then, with a small bump, we rose vertically about 50ft into the air, before setting off on a route around South Stack and Trearddur Bay, then rising to the normal cruising height of 1,500ft and a speed of 138mph.”
TV star Anneka Rice visited Holyhead to launch the service, which could carry 26 passengers and baggage, as well as a crew of two pilots and a cabin assistant.
Peter Powell, from the Holyhead heliport, told the Mail: “This is the first truly international shuttle service in Europe.”
John Riordan, the man behind the venture, said: “We intend to run a first-class service at second-class prices and give our passengers another choice in getting to Britain.”
Waiting passengers could enjoy the “luxurious” heliport’s “spacious lounges, fine restaurant and duty-free goods,” before crossing the Irish Sea in 30 minutes.
The service was expected to carry between 30,000 and 35,000 passengers during its first year of operation, reported the Mail.
While “not without its teething troubles,” it initially seemed to do well: “The new service is already carrying more passengers than expected and bookings were said to be flooding in.”
However, by June, all flights had been cancelled and the staff made redundant.
The service was suspended after the company “failed to get a £250,000 council loan to help them out of a cash crisis,” wrote the Mail.
“The last helicopter flight to leave Holyhead for Dublin left on time at 9.15pm on Monday night, and afterwards the gates to the airport were locked.”
THE Mail took to the skies amid much excitement as “a new and exciting way to cross the Irish Sea” was launched – only to be grounded a mere 10 weeks later.
In April 1985, the new Holyhead-Dublin helicopter service began its five flights a day, and the Mail climbed aboard for the maiden voyage.
“The first £1.2 million Sikorsky N61 copter to arrive at Holyhead’s brand new heliport aroused great interest among workers in the nearby Penrhos industrial estate last week,” wrote reporter Myfanwy Jones.
“They all downed tools and made a beeline for the helicopter, seeking a better view.
“Soon, the helicopter engines began to warm up, producing a tremendous amount of vibration which got the old adrenaline flowing.
“I couldn’t wait to get in the air.
“Then, with a small bump, we rose vertically about 50ft into the air, before setting off on a route around South Stack and Trearddur Bay, then rising to the normal cruising height of 1,500ft and a speed of 138mph.”
TV star Anneka Rice visited Holyhead to launch the service, which could carry 26 passengers and baggage, as well as a crew of two pilots and a cabin assistant.
Peter Powell, from the Holyhead heliport, told the Mail: “This is the first truly international shuttle service in Europe.”
John Riordan, the man behind the venture, said: “We intend to run a first-class service at second-class prices and give our passengers another choice in getting to Britain.”
Waiting passengers could enjoy the “luxurious” heliport’s “spacious lounges, fine restaurant and duty-free goods,” before crossing the Irish Sea in 30 minutes.
The service was expected to carry between 30,000 and 35,000 passengers during its first year of operation, reported the Mail.
While “not without its teething troubles,” it initially seemed to do well: “The new service is already carrying more passengers than expected and bookings were said to be flooding in.”
However, by June, all flights had been cancelled and the staff made redundant.
The service was suspended after the company “failed to get a £250,000 council loan to help them out of a cash crisis,” wrote the Mail.
“The last helicopter flight to leave Holyhead for Dublin left on time at 9.15pm on Monday night, and afterwards the gates to the airport were locked.”
Anglesey’s ill-fated Dublin-Holyhead helicopter service - Mail Series