The Rotary Nostalgia Thread
Thread Starter
A Field of Sioux
Westland Sioux of the Royal Army's Blue Eagles display team attend a balloon meet sponsored by the Daily Express newspaper at Weston Park, Shropshire on 13th September 1975
Westland Sioux of the Royal Army's Blue Eagles display team attend a balloon meet sponsored by the Daily Express newspaper at Weston Park, Shropshire on 13th September 1975
Thread Starter
I don't think they are royal!
I can never get enough of the Blue Eagles in their Sioux days.
Westland Sioux XT511 of the Blue Eagles Army display team as seen at Plymouth's Roborough Airport on 22nd July 1972 (Photo: Stephen Rendle)
Westland Siouxs of the Blue Eagles in practice near Middle Wallop on 18th June 1970 (Photo: Adrian Balch)
I have a considerable amount of Blue Eagles memorabilia stashed away in the UK including several large photos signed by the team from their Sioux flying days. Will dig them out when I next visit.
Thread Starter
Ah well, it doesn't get much more nostalgic for me than to see one of the Beehive craft - thank you Yoyo! 
Spent many hours flying G-AWGU, the 16th JetRanger to be registered in the UK and the former personal mount of Jock Cameron (BAH's MD). When Jock retired my godfather proposed to BAH's Board that the craft be gifted to Cameron in much the same way as Shell gave the ex-WW II flyer Douglas Bader a Piper Apache upon his retirement but, BAH's Board being what it is was .. did not approve the request and Jock's runabout was shipped-off to Oman - to do what I cannot recall.
In the immediate post-Ferranti years (1979-1982) my godfather made extensive use of this craft to facilitate the requests of former-Ferranti clients who remained loyal. With Ferranti gone BAH's crew looked after the craft's day-to-day maintenance (she was previously cared for by Ferranti who installed the Ferranti interior and avionics fit) and were always rewarded by my godfather for their efforts in installing 'GU's' dual controls which were not of the 'quick-fit' type but required about 30 mins work to install.
Here's a story taken from page 13 of this thread and which involved 'GU':
Author's Note: Flying in marginal weather/IMC should only ever be carried-out in an appropriately equipped aircraft with appropriately qualified crew and even then with the utmost caution taking care to avoid storm cells and intense precipitation. What my godfather did on the trip described above would today be considered foolhardy but .. that is what happened. My godfather (being among the first rotary wing flyers in the UK) belonged to a group of pioneers who, rightly or wrongly, (mainly the latter) considered themselves invincible in the face of such minor 'irritations' as weather! If you are flying a single, and especially if you are not instrument rated with plenty of current experience, please stay the hell away from weather! Have lost far too many friends because they failed to observe this simple rule.
Spent many hours flying G-AWGU, the 16th JetRanger to be registered in the UK and the former personal mount of Jock Cameron (BAH's MD). When Jock retired my godfather proposed to BAH's Board that the craft be gifted to Cameron in much the same way as Shell gave the ex-WW II flyer Douglas Bader a Piper Apache upon his retirement but, BAH's Board being what it is was .. did not approve the request and Jock's runabout was shipped-off to Oman - to do what I cannot recall.
In the immediate post-Ferranti years (1979-1982) my godfather made extensive use of this craft to facilitate the requests of former-Ferranti clients who remained loyal. With Ferranti gone BAH's crew looked after the craft's day-to-day maintenance (she was previously cared for by Ferranti who installed the Ferranti interior and avionics fit) and were always rewarded by my godfather for their efforts in installing 'GU's' dual controls which were not of the 'quick-fit' type but required about 30 mins work to install.
Here's a story taken from page 13 of this thread and which involved 'GU':
One of the Colonel's clients needed to be dropped at Stansted and we were using Jock Cameron's mount G-AWGU (the BA 206) for the task. We uplifted the client from the Copthorne Hotel (near Gatwick) and proceeded to STN. After crossing into Essex the weather deteriorated abruptly so that most of the time we were flying in IMC (I do recall GU having Schermuly flares fitted because Ferranti fitted them) - 'GU' also had Decca's DANAC moving map navigator installed.
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 but no .. there was an important function to attend in the city and so, to Martyn's disbelief, we disappeared into the blackness, rain and lightning heading for Battersea.
Like many of the rotary characters from the early days, my godfather was a determined type and having placed his dinner jacket and patent leather shoes aboard the craft there was no way he was going to miss his engagement!
By the time we approached North East 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). The short cruise to Battersea above the city lights seemed somewhat surreal after the noise and buffeting of rain, cloud and storm of the previous 20 mins or so.
We wafted down to a dark and closed Battersea where I was assigned the job of putting on 'GU's' overnight covers. When eventually we reached the Waldorf and Bob headed off for his dinner I was able to call my Mum who was beside herself with concern as apparently, a couple of hours prior to our trip, a Hughes 300 had ploughed in somewhere near Stansted while battling the same weather!
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 but no .. there was an important function to attend in the city and so, to Martyn's disbelief, we disappeared into the blackness, rain and lightning heading for Battersea.
Like many of the rotary characters from the early days, my godfather was a determined type and having placed his dinner jacket and patent leather shoes aboard the craft there was no way he was going to miss his engagement!
By the time we approached North East 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). The short cruise to Battersea above the city lights seemed somewhat surreal after the noise and buffeting of rain, cloud and storm of the previous 20 mins or so.
We wafted down to a dark and closed Battersea where I was assigned the job of putting on 'GU's' overnight covers. When eventually we reached the Waldorf and Bob headed off for his dinner I was able to call my Mum who was beside herself with concern as apparently, a couple of hours prior to our trip, a Hughes 300 had ploughed in somewhere near Stansted while battling the same weather!
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Hallo lads and for 'S' ... I'm back in 'Blighty' after a PPL(H) spell at Minaya Airfield (known locally as Balas Aero) just west of Albacete. My error as the Balas place was not General Franco's quoted 'Bolt Hole' but which turned out to be a grass strip adjacent to the village of Penascosa which apparently Franco used extensively and secretly before he left us. In fact my client gave me my first ever ride in a 'Delta' weight shift micro light there. The type has two jet engines! The locals don't seem to object to a micro light being started up in the village hangar and ground taxied olong the main road out to the local air strip for the take off.
For the training I was re acquainted with and flying my old friend, Enstrom G-BEYA which obliged me with my first ever engine failure, (a mixture problem) although fortunately over the Balas Aero airfield. My dear friend Tim Price travelled down a couple of weeks later to do the client's Skills Test where upon the Enstrom similarly treated Tim to a second failure. Happily all doing well, but my apologies Tim.
Now to Hughes 500s. Ref G-BDOY which was purchased from the Costin Engine company. My purchaser, Brian Wronski decided he wanted the 500C with a C18 so the exchange was made by March Helis at Sywell circa 1986. The removed C20 went to Flair Air at Shoreham for their B206. I later purchased the 500 as G-GEEE and sold her as G-OSPG, but now with the 'Norvic' nose a la 500E. The G-GEEE deal involved my selling a 500 'E' model which the purchaser had painted in the most startling 'camouflage' khaki scheme registered as G-HUKA ... all very polo' ish you see. Where is she now?
Finally 'twas the ex Nigerian 500, G-OVPP (go vote People's Party) that became G-HSKY being a 'Skyline' serial and it was this 500 that did airborne battle over the skies of Kent when she collided with a Bristow Bell 47 on a student navex ... and all parties landed safely albeit the resultant blade damaged to the 500 caused vibration sufficient to remove the entire instrument console. And just out of interest the same 500 pilot repeated the incident years later when his AS350 collided with a glider out of Booker. Once again all parties were unhurt! All quite amazing I would think.
Happpy daze and more trivia as and when from Dennis K.
For the training I was re acquainted with and flying my old friend, Enstrom G-BEYA which obliged me with my first ever engine failure, (a mixture problem) although fortunately over the Balas Aero airfield. My dear friend Tim Price travelled down a couple of weeks later to do the client's Skills Test where upon the Enstrom similarly treated Tim to a second failure. Happily all doing well, but my apologies Tim.
Now to Hughes 500s. Ref G-BDOY which was purchased from the Costin Engine company. My purchaser, Brian Wronski decided he wanted the 500C with a C18 so the exchange was made by March Helis at Sywell circa 1986. The removed C20 went to Flair Air at Shoreham for their B206. I later purchased the 500 as G-GEEE and sold her as G-OSPG, but now with the 'Norvic' nose a la 500E. The G-GEEE deal involved my selling a 500 'E' model which the purchaser had painted in the most startling 'camouflage' khaki scheme registered as G-HUKA ... all very polo' ish you see. Where is she now?
Finally 'twas the ex Nigerian 500, G-OVPP (go vote People's Party) that became G-HSKY being a 'Skyline' serial and it was this 500 that did airborne battle over the skies of Kent when she collided with a Bristow Bell 47 on a student navex ... and all parties landed safely albeit the resultant blade damaged to the 500 caused vibration sufficient to remove the entire instrument console. And just out of interest the same 500 pilot repeated the incident years later when his AS350 collided with a glider out of Booker. Once again all parties were unhurt! All quite amazing I would think.
Happpy daze and more trivia as and when from Dennis K.
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Yes that's my photo of the Blue Eagles making pink smoke. I was lucky enough to fly with them for a photo shoot from Middle Wallop in June 1970. Have lots more shots from that sortie and one of my photos appeared on the front cover of Air Pictorial's October 1970 issue .
Thread Starter
Stace: Well that is remarkable! She will be 44 this year and I had no idea she was still 'active' - wonderful! I would imagine though that she carries very few of her original parts. Is she flying with ADA or some other outfit?
I would be much obliged if you (or indeed anyone) were able to source a photo of her as A7-HAO as it would be most interesting to see her again.
Ciao Dennisimo! Welcome back. Yes I was going to mention about Gen. Franco .. in fact Albacete became the headquarters for the International Brigades .. Franco's avowed enemies.
Thanks for the details on BEYA and the 500's. Most interesting that someone would request a 'downgrade' to a C18. I don't think I could ever convince myself to value economy over power but there we are .. I'm a lover of powerboats and probably viewed by most of my friends as something of a 'petrolhead'!
Never realised that HSKY had a mid-air! I think it was from a fellow Rotorhead (probably 500 Fan) that I learned about the rear passenger skylights being wider on the Cayuse than on the civilian 'C' models and which begs the question .. was HSKY ex-mil? Will keep a look out for G-HUKA.
Along with the Olympics and the Diamond Jubilee this is also a big 'round numbers' year for you Dennisimo! All the best and keep going strong.
Adrian, Its a brilliant shot! Seeing as P6 Driver has said he can "never get enough" of the Blue Eagles Siouxs may I suggest that, whenever possible, you post some more images and which I am sure we shall all thoroughly enjoy!
RAF Gazelle ZB628
On the 9th September 1993 an RAF Westland Gazelle SA341D HT3 ZB628 was one member of a three-ship flight which departed Frosinone in Italy bound for RAF Strawberry (aka Shawbury) in the UK.
While flying off the coast of Imperia the flight encountered a severe 'tropical' rainstorm forcing two of the Gazelles to a beach near Cannes. ZB628 did not make it to shore but instead struck the sea and sank. Her crew and passenger survived and were promptly rescued by the Italian coastguard.
An excerpt from the Accident Report reads:
On this latter point I must say that I am in sympathy with the RAF crews inasmuch as I was taught the opposite .. that upon encountering reduced visibility for formation would become 'loose' or indeed break-up.
When serving a 3 year contract in Africa for the UN (mid-80's) we would regularly fly in formation (as opposed to in company) mainly to get in the practice. Our Lead Pilot always gave the brief that if visibility deteriorated he would give the call "formation break" and at which point each aircraft was to peel away in a pre-arranged sequence according to their position. If we were in a five aircraft form (and this was mixed helicopter and fixed-wing) the two outermost craft would break to the side while the next two would initially break vertically (according to the available space depending on the weather) and then to the side and the centre craft would remain on heading.
Back to 628's accident; foul weather over the sea is a horrid experience and one would do well to take measures to avoid such encounters. As written a while back .. when a driver reaches that point in his/her career where they decide to put their foot down with regard to flirting with marginal weather .. life becomes much easier - and safer.
Reading between the lines of 628's accident report I am surmising that there might have been a bit of a 'fight' between the two drivers aboard and which, again, does not help!
Westland SA341D Gazelle HT3 ZB628 at Middle Wallop on 5th July 1984 (Photo: Don Hewins)
There appears to be a Manfred Mann 206 in the background of the above photo and so I shall ask 'The Don' whether, perchance, he managed to capture this as it would doubtless make a nice addition to the Mann Thread.
In 1998 a small fishing boat accidentally hooked ZB628 off the Bordighera coast where it was discovered in a deep ravine. The wreck was then moved to a new location with a depth of 35 meters where it has become a diving attraction.
This is what 628 looks like now:
ZB628 - now a 'diving attraction' off the Ligurian coast in Italy
628's Panel
628's Collective lever
Diving on 628
With special thanks to Gazelle enthusiast Zishelix for suggesting this post and sourcing much of the above material.
I would be much obliged if you (or indeed anyone) were able to source a photo of her as A7-HAO as it would be most interesting to see her again.
Ciao Dennisimo! Welcome back. Yes I was going to mention about Gen. Franco .. in fact Albacete became the headquarters for the International Brigades .. Franco's avowed enemies.
Thanks for the details on BEYA and the 500's. Most interesting that someone would request a 'downgrade' to a C18. I don't think I could ever convince myself to value economy over power but there we are .. I'm a lover of powerboats and probably viewed by most of my friends as something of a 'petrolhead'!
Never realised that HSKY had a mid-air! I think it was from a fellow Rotorhead (probably 500 Fan) that I learned about the rear passenger skylights being wider on the Cayuse than on the civilian 'C' models and which begs the question .. was HSKY ex-mil? Will keep a look out for G-HUKA.
Along with the Olympics and the Diamond Jubilee this is also a big 'round numbers' year for you Dennisimo! All the best and keep going strong.
Adrian, Its a brilliant shot!
Seeing as P6 Driver has said he can "never get enough" of the Blue Eagles Siouxs may I suggest that, whenever possible, you post some more images and which I am sure we shall all thoroughly enjoy!RAF Gazelle ZB628
On the 9th September 1993 an RAF Westland Gazelle SA341D HT3 ZB628 was one member of a three-ship flight which departed Frosinone in Italy bound for RAF Strawberry (aka Shawbury) in the UK.
While flying off the coast of Imperia the flight encountered a severe 'tropical' rainstorm forcing two of the Gazelles to a beach near Cannes. ZB628 did not make it to shore but instead struck the sea and sank. Her crew and passenger survived and were promptly rescued by the Italian coastguard.
An excerpt from the Accident Report reads:
The Board of Inquiry determined that the accident was caused by the failure of the crew of ZB628 to notice an inadvertent loss of speed and height in time to prevent the aircraft from striking the sea. Contributing factors identified by the Board included: the bad weather conditions, lack of windscreen wipers, the limitations of the low height warning system connected to the Radar Altimeter; the lack of formal guidance on crew management procedures for operation of Gazelle aircraft with two qualified pilots; and, the failure of the crews to reduce the spacing between aircraft in the formation on encountering bad weather.
When serving a 3 year contract in Africa for the UN (mid-80's) we would regularly fly in formation (as opposed to in company) mainly to get in the practice. Our Lead Pilot always gave the brief that if visibility deteriorated he would give the call "formation break" and at which point each aircraft was to peel away in a pre-arranged sequence according to their position. If we were in a five aircraft form (and this was mixed helicopter and fixed-wing) the two outermost craft would break to the side while the next two would initially break vertically (according to the available space depending on the weather) and then to the side and the centre craft would remain on heading.
Back to 628's accident; foul weather over the sea is a horrid experience and one would do well to take measures to avoid such encounters. As written a while back .. when a driver reaches that point in his/her career where they decide to put their foot down with regard to flirting with marginal weather .. life becomes much easier - and safer.
Reading between the lines of 628's accident report I am surmising that there might have been a bit of a 'fight' between the two drivers aboard and which, again, does not help!
Westland SA341D Gazelle HT3 ZB628 at Middle Wallop on 5th July 1984 (Photo: Don Hewins)
There appears to be a Manfred Mann 206 in the background of the above photo and so I shall ask 'The Don' whether, perchance, he managed to capture this as it would doubtless make a nice addition to the Mann Thread.
In 1998 a small fishing boat accidentally hooked ZB628 off the Bordighera coast where it was discovered in a deep ravine. The wreck was then moved to a new location with a depth of 35 meters where it has become a diving attraction.
This is what 628 looks like now:
ZB628 - now a 'diving attraction' off the Ligurian coast in Italy
628's Panel
628's Collective lever
Diving on 628
With special thanks to Gazelle enthusiast Zishelix for suggesting this post and sourcing much of the above material.
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G-AWGU s/n 8044 now registered, and has been for a long time as A7-HAO,
She will be 44 this year
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8044 and recall!
Stace/Sav
Now isn't that strange - 8044 is an A/Bell, probably built as an A model and subsequently converted. I had 2 x sister ships at ADDF, Bateen, in 1970; 8036 and 8042, one of which 'fell over' into the sea hear the Muqta bridge (write-off) post an engine malfunction after I had gone to Africa. (yes, me too, only I was on the Eastern bit, not the Niger Delta)
The 'strange bit' is that I can remember with a blinding clarity the events of those days, to also include discussions with Cliff Saffron of BHL at the other end of the pan at the airport (Bateen again, it was the only one) together with his Whirlwind - I think - and the horrendous corrosion problems I had with mag alloy skinned t'booms
BUT............... I can't remember what I had for supper last night!
VFR
Now isn't that strange - 8044 is an A/Bell, probably built as an A model and subsequently converted. I had 2 x sister ships at ADDF, Bateen, in 1970; 8036 and 8042, one of which 'fell over' into the sea hear the Muqta bridge (write-off) post an engine malfunction after I had gone to Africa. (yes, me too, only I was on the Eastern bit, not the Niger Delta)
The 'strange bit' is that I can remember with a blinding clarity the events of those days, to also include discussions with Cliff Saffron of BHL at the other end of the pan at the airport (Bateen again, it was the only one) together with his Whirlwind - I think - and the horrendous corrosion problems I had with mag alloy skinned t'booms
BUT............... I can't remember what I had for supper last night!
VFR
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G-AWGU
The only time I ever flew G-AWGU was back in 1980 when I was based in Shoreham with BCalH. We had a call from BAH at Gatwick asking if we could supply a pilot. Jock Cameron was unavailable and they urgently needed to use GU to ferry a spare engine bearing down to Penzance for the S61 which was unserviceable, with a backlog of passengers waiting to fly out to the Scillies. I was very impressed with all the flight instrumentation when I got into the aircraft, but less so when I was told that it was all unserviceable and all that was working was the stanby A/H and the E2B compass! An announcement had been made to the passengers prior to my arrival at Penzance and they all stood outside clapping as they'd been told that I was bringing the part which would render their transport serviceable again. I had to wait until the part had been changed and the 61 ground run in case they needed another one. I was very well looked after with a large variety of BAH meal vouchers ensuring that I was considerably heavier for my return journey to the Beehive!
Avoid imitations
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RAF Gazelle ZB628
I never flew her again whilst later instructing on 1 Sqn so she must have been reserved for Central Flying School.
Sad to see her in that state!
Sav wrote;
"I think it was from a fellow Rotorhead (probably 500 Fan) that I learned about the rear passenger skylights being wider on the Cayuse than on the civilian 'C' models and which begs the question .. was HSKY ex-mil? "
Here is my take on the early production versions of the Hughes 500. The first Hughes 500 built was N9000F. It appears initially to have been modified only with a new slimmer instrument panel and a civilianised interior. It had a left-hand start. Presumably, the wiring for the mini-gun was also removed. The rear doors retained the small windows of the OH-6A. After completing its first promotional tour in 1966, it returned to Culver City and got the new rear doors with the larger windows. The over-head window above the rear doors was the same size as that featured on the OH-6A.
The next ten Hughes 500 airframes built were a mixture of H369H, H369HM and H369HE and H369HS versions. The H369Hs were employed mostly for test work, with one being sold to a commercial operator. The H369HMs were military versions and these (4) went to Colombia while the others, the HE and HS, were the very first of what would become the two versions for sale commercially in the late sixties. Some of these first twelve were "soft bellies" as they lacked the necessary reinforcement on the belly to support a cargo hook. From C/N No.12 onwards, the design remained pretty much the same, with the larger rear window in the rear door and the OH-6A-style large overhead rear window.
As always with the 500 series, there are a few anomalies. At least one of the early 500s was sold with the OH-6A rear doors with the small windows. G-HSKY was No.36 built and was a H369HM. This was initially purchased by Denis De Ferranti and as reported previously, due to his sight difficulty, he needed a right-hand starter. My guess is that G-HSKY (EI-ATY) was wired up with a right-hand start collective but was completed with a civilian interior and had the wiring for the mini-gun removed! The same probably holds true for EI-AVN (G-HAUS). Both airframes were probably assigned M-data plates and when they were diverted to a civilian customer, retained their H369HM designation.
I think the first 115 (I'm not 100% sure of this figure) Hughes 500s built had the large overhead window. The rear door appears to have undergone a redesign in the early seventies and production changed to the new style door. The new style of door may have been in production before the Hughes 500C designation was adopted in promotional literature. Apologies for the thread drift.
500 Fan
"I think it was from a fellow Rotorhead (probably 500 Fan) that I learned about the rear passenger skylights being wider on the Cayuse than on the civilian 'C' models and which begs the question .. was HSKY ex-mil? "
Here is my take on the early production versions of the Hughes 500. The first Hughes 500 built was N9000F. It appears initially to have been modified only with a new slimmer instrument panel and a civilianised interior. It had a left-hand start. Presumably, the wiring for the mini-gun was also removed. The rear doors retained the small windows of the OH-6A. After completing its first promotional tour in 1966, it returned to Culver City and got the new rear doors with the larger windows. The over-head window above the rear doors was the same size as that featured on the OH-6A.
The next ten Hughes 500 airframes built were a mixture of H369H, H369HM and H369HE and H369HS versions. The H369Hs were employed mostly for test work, with one being sold to a commercial operator. The H369HMs were military versions and these (4) went to Colombia while the others, the HE and HS, were the very first of what would become the two versions for sale commercially in the late sixties. Some of these first twelve were "soft bellies" as they lacked the necessary reinforcement on the belly to support a cargo hook. From C/N No.12 onwards, the design remained pretty much the same, with the larger rear window in the rear door and the OH-6A-style large overhead rear window.
As always with the 500 series, there are a few anomalies. At least one of the early 500s was sold with the OH-6A rear doors with the small windows. G-HSKY was No.36 built and was a H369HM. This was initially purchased by Denis De Ferranti and as reported previously, due to his sight difficulty, he needed a right-hand starter. My guess is that G-HSKY (EI-ATY) was wired up with a right-hand start collective but was completed with a civilian interior and had the wiring for the mini-gun removed! The same probably holds true for EI-AVN (G-HAUS). Both airframes were probably assigned M-data plates and when they were diverted to a civilian customer, retained their H369HM designation.
I think the first 115 (I'm not 100% sure of this figure) Hughes 500s built had the large overhead window. The rear door appears to have undergone a redesign in the early seventies and production changed to the new style door. The new style of door may have been in production before the Hughes 500C designation was adopted in promotional literature. Apologies for the thread drift.
500 Fan
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H 500 tattle
For 500 fan and 'S' ... when I owned G-HSKY for my company Skyline, circa 1983 ish, she was definitely the usual 'Left Hand Drive' and left collective start. Following the accident, I inspected her as a severely damaged machine with a view to buying her back from the insurance company. I think I was outbid and never saw her again. And by the way, I do recall flying an HM version AND on the G register. She was G-RAMM and the standard military Right Hand Drive. I think she was the only HM version to be placed on the UK register. Any conflicting facts out there please?
Happy flying to all. Dennis Kenyon.
Happy flying to all. Dennis Kenyon.
Another Hughes 500 anomaly - a 369HM with left-hand start! Was G-HSKY definitely a 369HM? I am getting my info from the Rotorspot Register but I don't know if their information is 100% accurate (I believe that it is).
Thanks in any case for the info on HSKY, Dennis.
500 Fan.
Thanks in any case for the info on HSKY, Dennis.
500 Fan.
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As one of my pics of the "Blue Eagles" has been posted here taken during a photo shoot, I thought you might like to see some more from the same sortie. These were taken on 18th June 1970 from Sioux XT145 operating out of Middle Wallop. Enjoy!
Thread Starter
Stace: This may well be too much of an encumbrance, and if so then please, simply forget it, but .. it would be grand to discover 'GU's' current airframe hours .. if indeed you are able to access such information. Again, simply out of interest!
Soggy: Didn't realise you were a member of BCalH's early crew. Can't recall the name of the manager back then but do know that he possessed a Neo-like aversion to 'Smith' and which, given that he had already gone, seemed a little unnecessary. In 1980 'GU' would have been 'suffering' from a lack of TLC due to Ferranti's departure for, as you know, the Beehive wasn't really equipped for 206 maintenance being mainly used for S61 and Chook support.
Shy: Glad that we've hit upon another one of your ex's and yes, its always sad to see something one's flown looking so poorly.
500 Fan: Thank you for your summary of OH6/Cayuse and civilian 'C' models. I had to chuckle at discovering I had flown one of Denis de Ferranti's craft. Together with your own and Dennisimo's comments there's plenty of 500 material for us to explore .. G-OVPP, G-HUKA, G-HAUS and G-RAMM. G-BDOY and to a lesser degree G-GEEE have of course already been touched-upon during this thread.
Adrian: Wonderful shots of the Blue Ealges, well done.
One hopes that P6 is pleased!
Can we assist a fellow Nostalgian?
Croatian-based PPRuNer Zishelix (who is an infrequent poster but an avid reader of this thread as well as a devout Gazelle fan) was recently 'gutted' to have lost-out on a recent eBay auction of Gazelle memorabilia. The various manuals and brochures can be seen here.
Is there anyone in possession of (or with access to) any of this material? Zis has said that he would be more than pleased with scans of whatever may be out there.
As with the post covering ZB628, Zis has asked me to 'help out' in the belief that I may be able to better communicate his request and which of course I am more than pleased to do.
Soggy: Didn't realise you were a member of BCalH's early crew. Can't recall the name of the manager back then but do know that he possessed a Neo-like aversion to 'Smith' and which, given that he had already gone, seemed a little unnecessary. In 1980 'GU' would have been 'suffering' from a lack of TLC due to Ferranti's departure for, as you know, the Beehive wasn't really equipped for 206 maintenance being mainly used for S61 and Chook support.
Shy: Glad that we've hit upon another one of your ex's and yes, its always sad to see something one's flown looking so poorly.
500 Fan: Thank you for your summary of OH6/Cayuse and civilian 'C' models. I had to chuckle at discovering I had flown one of Denis de Ferranti's craft. Together with your own and Dennisimo's comments there's plenty of 500 material for us to explore .. G-OVPP, G-HUKA, G-HAUS and G-RAMM. G-BDOY and to a lesser degree G-GEEE have of course already been touched-upon during this thread.
Adrian: Wonderful shots of the Blue Ealges, well done.
One hopes that P6 is pleased!Can we assist a fellow Nostalgian?
Croatian-based PPRuNer Zishelix (who is an infrequent poster but an avid reader of this thread as well as a devout Gazelle fan) was recently 'gutted' to have lost-out on a recent eBay auction of Gazelle memorabilia. The various manuals and brochures can be seen here.
Is there anyone in possession of (or with access to) any of this material? Zis has said that he would be more than pleased with scans of whatever may be out there.
As with the post covering ZB628, Zis has asked me to 'help out' in the belief that I may be able to better communicate his request and which of course I am more than pleased to do.