Saint Jack

Ah, G-BAUN (Post #789), I had a fantastic time up in Inverness looking after that machine sometime in 1977/78. working with PG was a dream and I got to see some amazing Scottish scenery. I well remember the time we had to pick-up the Provost (Mayor) of Inverness from an out-of-town location and get him back to Inverness for an urgent appointment - we dropped him off on a traffic round-about in the middle of town - got people's attention but no repercussions. And those wonderful lunch-times and evenings in the flying club (PG's wife was the CFI). But, I'm absolutely sure the helicopter had an anti-collision light fitted - at least when I left it.

Savoia

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She is a fair land indeed SJ and on the few occasions that I return to the UK I invariably head north in order to take in a sampling of Highlands scenery and hospitality. If time permits then a little hill walking is usually in order and which pursuit Scotland satisfies completely.
You may (or may not) be surprised to learn that in the UK during the 70's and 80's there were quite a number of 206's sailing around with inoperative anti-collision lights (acl). Aside from the non-functioning units there was a small squadron of aircraft which were defined by the fact that the acl was missing altogether.

G-AYTF (the 'Dancer' - above) never sported an acl during the length of my exposure to her (4 years) as was the case with Jock Cameron's mount (below) and it would seem as though BAUN also fell into this category. I think the feeling (on the part of some mechanics) was that they were a royal pain the solution to which was to simply remove them.

I used to complain bitterly as a youngster to my godfather whenever we flew such aircraft, not I regret to say, motivated by some higher conviction in faithfully following the ANO's but because I used to like to see the light flashing .. especially at night!


AgustaBell 206B G-AWGU at Inverness in 1980 (Photo: Wallace Skackleton)

Have something in the order of 60 hours in this craft from the early 80's when Jock Cameron would lend her to my godfather in the post-Ferranti days. The BA ground crew would recall as 'GU' did not have 'quick fit' dual control receptcles installed and which meant an operation which took the better part of a half-hour to see them fitted.

When Jock Cameron neared retirement my godfather approched BA's board with the recommendation that 'GU' be gifted to Jock in much the same way as Shell had presented Douglas Bader with his own 'ride' upon his retirement.

But, BA did not share my godfather's appreciation for Jock's contriution to Britain's rotorcraft industry (well, not sufficiently enough to hand 'GU' over to him) and sadly declined. The ship (which had always been used by Jock for trundling up and down the country) was sold off to Oman.

Am not going to go into too much detail about AWGU as she has her own page on the Ferranti site entitled 'Closest Cousin' in which her entire history is recorded.

Savoia

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A line up of Bristol type 171 Mk52 Sycamores at Weston-super-Mare in 1958 awaiting delivery to Germany's Bundesmarine
(Photo: R A Scholefield)

My godfather was a test pilot with Bristol and related to me his assignment teaching German pilots to fly these aircraft, perhaps the very examples displayed above.

I had always believed the customer to be one of the Luftwaffe divisions but it may well have been the Bundesmarine as shown.

My understanding is that some 50 or so units were delivered in this transaction.

Savoia

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This image is an addition to the 'Bölkow Classico' posts appearing on pages 30 and 31.


MBB Bo105C at Groningen Eelde c. late 1970's. This aircraft flew with KLM from 1976 to 1982 after which it was bought by the Royal Dutch Air Force where it served as B-83 of 299 Squadron. The craft was decommissioned in 2000.

Epiphany, if you're still out there, herewith are some additional photos of the SS Uganda including some which, I think, cover the period when you joined her at Ascension Island.

Savoia

A Celtic Ranger towards the end of her career G-BAUM (sister ship to Bristow's G-BAUN above) was domiciled at Inverness while in the PLM stable.


Bell 206B G-BAUM at Blackbushe in 1974 (Photo: Ian Howat)

BAUM began life registered to Fairoaks Aviation Services which, if memory serves, TRC mentioned was a Mann company. From Fairoaks she went to S.G. Blair & Co. then Shawline at Brands Hatch and eventually on to PLM in '78.

Sadly, BAUM was written off on 13th July 1983. An excerpt from the accident report reads:

"The aircraft was engaged in a lifting operation when an electrical supply pole (which had been carried beneath the helicopter) bounced on the ground and, unknown to the pilot, caused the slack in the lifting wire to loop over the front portion of the left skid. As the pilot applied power to engage his departure the trapped skid (restrained by the wire) caused a rolling moment which the pilot was unable to control. This resulted in the aircraft crashing into the River Almond in a nose-down, left-banked attitude. (AIB Bulletin 12/83). CAA Closure. Company has issued new instructions to pilots."

Savoia

XS705, XS160, XS166 and XS168 at Groningen-Eelde, Netherlands on 15th August 1973

A quartet of Hiller UH-12's of the Royal Navy making a fuel stop at Groningen-Eelde in the Netherlands.

XS705 later became G-BDYY, EI-BCA and G-BDYY. Transferred to the Greek register on 7th April 1987 where it became SX-HCD.

Originally delivered by sea to RNAY Fleetlands, these UH-12's were built as three-seat dual-control light utility and observation helicopters and were used by the Navy as training aircraft.

Savoia

Sikorsky S62A VH-AND at Melbourne's Essendon airport on 14th July 1967 (Photo: Peter Hough)

Evidently this aircraft was written-off shortly after its delivery to Ansett.


Bell 206A VH-AND (the Aussie's permit re-use of aircraft registrations) at Melbourne's Yarra River Heliport on 11th January 1973 (Photo: Wolodymir Nelowkin)

Photographer's Note: Rare 1973 view of Sir Reginald Ansett's Bell 206A helicopter VH-AND taking off from Melbourne's Yarra Bank Heliport, heading back to Tullamarine. I had just arrived after a 10 minute trip from MEL, which cost $7. (Compared to the $2 bus trip, that was great value, even in 1973 Dollars.) The Crown Casino complex now dominates the skyline where the 'Repco' and 'Coca Cola' signs appear. (Morley Ford then sold Falcon cars).

Apparently, Sir Reginald Ansett (1909-1981) would frequently fly himself to work in this 206.

John Eacott

Reg Ansett was regularly flown by his pilot in VH-AND, he made the daily commute from his property at Mt Martha in to town and back every evening. His original hangar (Hangar 3, Wirraway Road) at Essendon Airport was the one that I used: during the renovations when I moved in, his old office was substantially rebuilt. We discovered numerous bolt holes and hidden escape routes plus 'peepholes' into the typing pool area, no doubt to check whether the next appointment was with someone best avoided....

Before AND there was a Bell 47 (actually a fleet:IND, INM and INE plus any others I don't know about), here is one landing at the Yarra Bank helpad. The pad is still there, although a new pontoon and moved 100 yards downstream from the original spot








Corporate helicopter flying obviously hasn't changed much: Reg's pilot (Brian Saw in this shot) would have had a good book as well as the daily paper to read






The 4 Hiller 12E's in Holland would have been the annual 705NAS navex: I scored a trip to Nuremberg in 1969, it took us a day to transit the south coast from RNAS Culdrose to RAF Manston Crossing the channel was a major evolution, especially donning one man dinghies in a seat that wasn't designed for their use!

Happy days.....and I have a few hours in AND, too

Savoia

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John, great stuff!

I think the top image could in fact be VH-IND though. Any idea as to the identity of the Lt Cdr in your bottom image? Sounds like you've had an interesting career.

Managed to discover details on some of Ansett's early helicopter pilots which included:

Richard Bennett
Phillip 'Phil' Clay
David Fairhurst - Former Channel 10 pilot. Joined in 1982. First Officer S61's.
James 'Jim' Ferguson
Keith Ferguson
Dare M. 'Max' Holyman - Retired as Manager Helicopter Operations in 1978 with 17,800 hrs.
Roy Jones
Edward 'Ted' Kennedy
Arthur 'Dad's Army' Lowe
N. McMillan - Killed during a sortie with VH-INR on 13.3.1960 (RIP).
Darcy Newell - Flew the Yarra River heliport service.
Ronald 'Ron' Newman - Joined Ansett's helicopter division in 1961 as a LAME, qualified as commercial pilot in 1968.
John C. 'Cal' Pain - Sir Reginald Ansett's personal pilot. Later flew S61's from Proserpine.
Andrew D. Pryde
Brian Saw
Paul Stanton
John Stanwix
Robert C. 'Rob' Tingey
C. Ward
Lance Yates


VH-INR at Melbourne's Essendon airport in 1959 (Photo: Richard Maclean)

VH-INR was the first of what would become a substantial fleet of Bell helicopters operated by Ansett-ANA. It was used for a while to transport Sir reginald Ansett between Essendon Airport, the Yarra Heliport and Mt. Eliza. It was first registered in January of 1959.

In March 1960 VH-INR was written-off when it struck power lines and crashed into the Melton Weir (roughly 30 km west of Melbourne). Sadly, N. McMillan and two passengers were killed in the accident.

Was astonished to see this Ansett Bristol Sycamore:


Ansett Bristol Sycamore c.1960 (No additional details)

~ ~ ~

723 Squadron was a Fleet Requirements Unit permanently stationed at HMAS Albatross in Nowra, NSW. As well as communications duties, search and rescue and refresher training for aircrew, the Squadron also provided air support for the AJASS. On 11th March 1953, the Squadron took delivery of the RAN's first rotary-wing aircraft; three Bristol Sycamore HR 50 helicopters. Lt Don Farqarson ran the first helicopter pilot training course at Albatross assisted by Lt Gordon McPhee and Lt Neil MacMillan.


RAN Bristol Sycamore at HMAS Albatross in NSW c.1953

~ ~ ~



From Redhill to Point Samson .. in a Wessex!

Savoia

Australia seems to have been among the 'Surf Rescue' pioneers using 206's throughout the 1970's. This example evidently belonging to an outfit called 'Butler'?


Westpac's initial contribution to 'Surf Life Saving Australia' was said to have been AUD 25,000


This Surf Rescue 206 was a popular bird in the 1970's although she performed more for the cameras (see below) than for swimmers


Intro to the Aussie TV series Chopper Squad

In post #803 above, Jim Ferguson is mentioned among the Ansett pilots. Is this the same Ferguson who was behind Ferguson Helicopters? If so, then (if memory serves) it was Ferguson who supplied the 206 which starred in the Aussie Chopper Squad series.

Any additional info on Ferguson would be appreciated.

Nigel Osborn

Ref the Wessex flight, I thought Ian Clark & Gordon 'Blossom' Bradley flew it; I don't know A. English.
Jim Ferguson started Rotorwork in about 1965 & the 206 was used for filming & surf rescue. Also Rotorwork provided the 47 for Skippy. He is now elderly & long retired.
Yvonne Butler was one of the first female CPL pilots & provided the 206 for surf.
There's not too many of those Ansett pilots still flying! Ron Newman & his son run PHS in Melbourne & other centres.

Savoia

Nigel thanks.

I flew with Rotorwork in PNG in the late 80's but had always been under the impression that it had been started by a chap called Tony Karas. Perhaps I was mistaken.

I was aware that Ferguson had two JetRangers in Niugini, P2-FH? and from what I recall they were both bought by Mal Smith (Pacific).

Was Jim the one behind Ferguson Helicopters Australia?

Managed to retrieve this article (below):

More

Intriguingly, Jim's encounter was captued in this photo below:


Bristol Sycamore, Western Australia, c. 1957

I am wondering just how many Sycamores there were in Aus? I'm ashamed to admit that until we began looking at Aussie nostalgia I wasn't aware that there were any and had (perhaps wrongly) assumed that the earliest ships in Aus were Bells.

And .. there seems to have been an American Jim Ferguson flyer who featured in a Camel ad - quoted as saying:

"I want a real cigarette - one with plently of good taste. That's why I smoke Camels and have done for 10 years. It's all cigarette - all the way."

Jim Ferguson
Helicopter Pilot



One has to chuckle!

Nigel Osborn

Tony Karas joined Rotorwork in 1966 with about 40+ hours & when Jim had ripped him off sufficently, joined Helicopter Utilities. When they folded he with others formed hevilift in PNG. He now owns the Noosa golf club & would have at least 20,000 hours.

Jim started Ferguson Helicopters as an offshoot of Rotorwork to mainly handle the Sydney jobs. The original owners of Rotorwork were Jim & 3 engineers, Keith ( died a while age from a brain tumour), Jim, a wonderful character, & Gordon; all 3 knew the 47 inside out. Jim won a large gravity survey contract in 1966 which set them up financially, even though there was a tragic accident in Sydney in a 47 while filming near the Opera House when the entire tail gearbox dropped into the harbour & all 3 on board were killed. The wreck was later used in the Skippy series!

There were at least 2 Sycamores in Oz. I think Jim wrote one off in the Kimberleys & the wreck is probably still there. The other one took off from Bankstown & crashed soon after & not repaired.

You are stretching my memory to the max!!

Savoia

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Nigel, your mental aerobics are much appreciated and I am most pleased to understand the genesis of Rotorwork's formation and intrigued that Ferguson's (Aust) was in fact an 'offshoot' of Jim's PNG business.

The Sydney Harbour crash - was this the notorious ABC crash below?



(I apologise for what I fear may be an attempt at 'black' humour in the speeded-up sound track accompanying the footage. If that was the intention then it is wholly inappropriate and the poster should feel duly ashamed. However, this was the only clip I could find).

On the Sycamore's I was going to say that the example in the WA photo was that belonging to Ansett but, although the colours are the same the scheme is different.

I would be very keen to receive an image of one of the Surf Rescue 206's where the name 'Ferguson' is visible. I believe the name used to appear on the nose.

Nigel Osborn

Yes, that was the 47 accident that I mentioned. Extremely sad day for the 3 on board & very nearly disasterous for the company. The only lucky point was that it was a saturday morning & so the office the 47 entered into was empty.

I won't go on about the accident except to say the pilot, James R, could not do anything to prevent the disaster. His child saw the news flash on TV & told his mother that Dad was dead just as she was preparing lunch for the family.

Savoia

Enstrom F280C Shark G-BIBJ at Farnborough on 4th September 1980 (Photo courtesy of Bill Teasdale)

Presumably one of Dennisimo's early Shark demonstrators; 'BJ' was sold to W. Kendrick & Sons of Walsall, West Midlands about six months after having been imported by Spooner. Her last UK registered owner was Christopher Swift of Huntingdon after which she is registered to Startrade GmbH of Siegen, Germany (while remaining on the UK register). She was sold to Australia earlier this year.


Bell 206B G-BBCA belonging to Time Aviation seen at Cranfield on 2nd September 1977 (Photo: Peter Nicholson)

This 1973 'B' model 206 was first delivered to Ben Turner Helicopters of Ripley but, most interestingly for me, appears to have been the second 206 in the Hambros Bank stable after G-AWOM. She was registered to Hambros between 1973-77 after which she went on to serve with Time Aviation, Air Hanson, Helicopter Hire and a host of additional owners concluding with Heliflight of Staverton before being transferred to France in 2009. Interestingly, she managed to maintain the same registration despite her many owners.


S-76A G-OHTL at Farnborough on on 4th September 1980 (Photo courtesy of Bill Teasdale)

Delivered to Hanson's late December 1979/early January 1980 and was probably the UK's first S76. Also visible in this shot (far right) is 'Rainbow' from the Queen's Flight Benson and Martyn Fiddler's control cab (far left). In those days Farnborough's heliport operations were managed by Martyn under the name of Hascombe Aviation. The initial heliport management contracts were held by Ferranti and, if memory serves, my godfather sub-contracted Martyn to carry out this function on their behalf. When Ferranti disbanded Hascombe took over this contract in their own right.

Regarding OHTL, in this image she sports the 'Spirit' badge which I seem to recall had to be removed as a result of a trademark infringement suit which had been filed against Sikorsky for the use of this name.

Some more trivia: OHTL was involved in a ground incident at Brooklands when the chap towing her across the grass strip between the north side pads and the old runway threshold hit a drain cover collapsing the left landing gear and bringing the 76 down on one side of her belly. The incident had only just occurred when my godfather and I arrived in the Towers LongRanger so this must have been 1981/2. Next time we visited a concrete towpath had been installed!

After Hanson's, OHTL seems to have gone around a number of the well known corporate operators including Magec, Lynton and Premiair where, from what I understand, she continues to fly albeit under the registration G-BURS.


G-OHTL flying members of the rock group 'Queen' during their 'Magic' tour

DennisK

Yes Savoia ... G-BIBJ was originally sold to Bill Kendrick but wasn't ever our demonstrator. G-BENO served in that role circa 1976 to 1980 ish. I exhibited G-BIBJ at Farnborough around 1981/2 I seem to recall. At the show, I flew that wonderful gentleman and Farnborough commentator John Blake so that he could talk from experience of the type's performance and handling. I re-purchased her in the early 1990s for rather more than she was sold for ten years earlier! (I still have the sales board at £65k) At the time she was the lowest TT Enstrom Shark around. I displayed her at the Redhill Heli-Tech, (the muddy one) circa 1992/3 ish and alongside the 480. Then sold again to Robin Warwick in NI where I taught him to the PPL stage at Londonderry one Christmastide.

PS. I always thought that B206 G-BBCA was a British Car Auctions machine. Oh and keep them pics coming please.

Dennis Kenyon.

Savoia

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Dennisimo, Bentornato!

Ah yes there was a similarity in the registrations but I suspect you were recalling G-TBCA the 1977 manufactured LongRanger originally supplied by Ferranti to Mohammed Al Fayed in August '77. You may well have seen the craft at Shoreham c. 1978-79 when she flew as G-BFAL, the UK's first LongRanger. When Ferranti folded she was sold to CSE and in April 1980 was bought by British Car Auctions who re-registered her as G-TBCA.

After leaving BCA's service she became G-OLDN (see below) and remained operational (mainly in Scotland I think) up until around 2009. More recently she was sold as scrap/spares to Canada but only after putting in a good 32 years of commercial service as mentioned.


Bell 206L G-OLDN (formerly G-TBCA) in Edinburgh on 13th May 2006 (Photo: Gerry Hill)

BCA went on to purchase a 109 in 1984, G-GBCA below:


Agusta 109A Mk II G-GBCA at Farnborough on 8th September 1984 (Photo: Derek Heley)


Denissimo's demonstrator G-BENO at Denham c. 1980. Evidently the floats were fitted after Dennisimo mentioned to engineering that he was going fishing for the weekend (Photo: G. Truman)

As mentioned in post #55 on page 3 the first time I saw Dennis (Biggin Hill 14th May 1977) he was flying BENO where he performed his impressive routine which, in those days, included a bucket of water dangling from the front skid as he performed his masterfully-controlled nose-down pirouettes. At the end of the display the bucket was presumably as full as it was when he began! I badgered my godfather to introduce me to Dennis and which he graciously arranged at the Spooner tent. Sadly, the following day Ferranti suffered the worst accident of its brief ten-year history when a Tiger Moth entered the main rotors of G-AVSN, Ferranti's first 206 and the UK's fourth JetRanger overall, the first three being delivered to Bristow.

No problem!


Enstrom F28A G-BATU at Cranfield's Business and Light Aviation Show on 8th September 1973 (Photo: Stuart Jessup)

Imported by Spooner in March 1973 and sold to Dick Hampton (Earth Moving) of Alton, Hampshire later the same year.

wiganairways

Hi Sav.

Registration history for G-OLDN is,

G-BFAL Genavco Air Ltd., ( London ) 24/08/77 to 09/07/79
C.S.E. Avn. Ltd., Kidlington 05/09/79 to 09/04/80

G-TBCA British Car Auctions ( Avn.) Ltd., Hindhead 09/04/80 to 08/03/84
Autoclenz (UK) Ltd., Radlett 08/03/84 to 02/10/84

G-OLDN Autoclenz (UK) Ltd., Radlett 02/10/84 to 18/05/89
Midas Identicar Ltd., Radlett 18/05/89 to 28/06/89
RCR Avn. Ltd., Fareham 28/06/89 to 05/11/90
A.G.M. Davis, Godstone 05/11/90 to 12/10/92
Gulfstream Air Svs. (UK) Ltd., Taunton 12/10/92 to 25/11/99
Von Essen Avn. Ltd., Taunton 25/11/99 to 21/04/05
Sky Charter UK Ltd., Redhill 24/04/05 to 28/06/11

to Canada 28/06/11

Whilst with Sky Charter, it was leased to Lothian Helicopters for a time , between the loss of G-IANG and the delivery of G-LILA, the Scottish connection, other side, so it would be Hearts or Hibs

Savoia

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Wigan, thanks for this info!

Aussie Rangers cont ..

In post #804 above a 'Butler' 206 is pictured. Here below is another (perhaps the same) 206:


A Butler Aviation Bell 206B JetRanger II VH-FVF at Eagle Farm Airport in Brisbane on 25th March 1979 (Photo: Bruce Linwood)

This 206 appears to wear a penguin (?) on its tail as with the aircraft in post 804. Given the date of the above photo I imagine this must have been one of the first Aussie Rangers to have the nitrogen bottles fitted outside.

Does anyone have further details on Butler Aviation?


Helitrans Bell 206B VH-WHW on Heron Island, Great Barrier Reef in February 1976 (Photo: Brian Nichols)

Evidently Helitrans provided a 'shuttle' service to and fro Heron Island!