The Rotary Nostalgia Thread
Apologies for stating those 500s belonged to Jayrow when they were, in fact, Vowell machines. The website where I found the photo stated they were Jayrow, although it did seem odd that they didn't have the standard orange Jayrow paint scheme.
The crash of a Jayrow Hughes 500 during the 1973-74 season was mentioned previously here on PPRuNe and here is a first-hand account of that incident. These are the words of Andrew Turk, who, I believe, was a mapper or geologist and was a passenger on the accident aircraft.
"After about a fortnight of surveying from small nunataks and high mountains, the helicopters arrived to move my party to Burke Ridge. I had a new assistant who had lately spent time at Mt. Cresswell camp and brought stories of several aircraft 'incidents' involving one of the pilots. To reassured him, I decided that I would fly in that pilot's helicopter to lead onto the ridge, and he could follow with the other pilot.
We took off from Mt Newton early in the afternoon, circled the survey mark and took aerial photographs before heading South towards Burke Ridge, located at 65 degrees 25 minutes East longitude; 74 degrees 40 minutes South latitude.
I was always apprehensive of helicopter travel. As the fixed-wing aircraft pilot said: "Helicopters don't really fly, they just defy gravity". But my overwhelming feeling was of awe as I looked down on the towering mountainside of rock and ice. Burke Ridge was an exciting destination, viewed by previous expeditions but never occupied and this was my chance to get measurements to link the most southern rocky ridge into our growing geodetic survey network. To put it accurately on the map.
We came to the ridge, thin and steep, running roughly North-South, and assessed the prospects for a landing near the summit. We circled and I took off my helmet to take aerial photographs. There was a snow patch about five metres wide near the summit which looked like a possible landing site, but the wind howling in from the South-West made the helicopter buck. I turned to the pilot and said: "If its too hard to land I'm happy to carry the gear up the hill". He shook his head and banked the helicopter for an approach into the wind. I put my helmet back on and tightened the strap.
When we were about ten metres from the ground, the wind streaming over the ridge pushed the tail of the helicopter making it veer violently off line and to quickly lose altitude. Instead of powering forward into the wind, the pilot chose to turn the machine to the right to try to move away from the ridge.
The helicopter skid just caught the rocky edge and the machine somersaulted over the western face of the ridge. Death seemed inevitable as the tail and main rotors broke free and the engine screamed. The noise was horrific as our world tumbled down but I thought "you never know your luck", placed my left arm across my face and huddled down. The few seconds more of descent seemed like minutes as the helicopter continued to disintegrate and metal struck my helmet and left arm. Then all was still, the helicopter stuck in a rock outcrop and me hanging from my seat belt. I released the belt, climbed from the shattered bubble, and pulled the pilot out. We ran as fast as we could across the rocky hillside till about fifty metres from the remains of the helicopter. I expected it to explode as the load included several car batteries and plastic containers of fuel but it just sat there crumpled among the rocks and snow and hissed.
The pilot pulled the emergency radio from his trouser leg pocket and called the other helicopter, hovering high overhead, saying that the wind conditions were terrible, not to try to land and to radio for help. The pilot of the other Helicopter later told me that he was so overcome by watching us crash that he would have been incapable of landing to pick us up.
I thought my left arm was broken, as I couldn’t move it, so I tied it inside my coat and started searching the hillside for parts of the load that had spilled from the helicopter as it bounced and broke up. I was elated to find my field books with the records of the past fortnight's observations. Next I located the survey equipment. The tellurometer was smashed but the sturdy theodolite was still in its cast iron case, although the base was cracked. However, I could see where a bolt from the exploding engine had pierced the case, left its hexagonal impression on the telescope focussing barrel and ricocheted away, rendering the theodolite inoperative.
The pilot called me over. Manning, the survey party leader, waiting on Wilson Bluff for the measurements had heard the emergency message and was calling me on the radio. He barked three rapid-fire questions: Is anyone dead? Are you badly hurt? Can we still get the measurement?" I answered no to each. By this stage I was feeling a lot safer but very weak so I settled myself among the rocks to await developments.
The Porter fixed-wing aircraft had been taking aerial photographs about a hundred kilometres away when the pilot heard the emergency message. He quickly returned to Mt. Cresswell camp, refuelled, took on board the expedition doctor who happened to be there, and flew towards us. When we saw the Porter circling the ridge, looking for an area of ice without crevasses to land, we climbed down the rest of the hillside.
As we reached the ice we saw the Porter coming towards us on its skids. It stopped about thirty metres away and the pilot jumped from the cockpit and ran towards me opening a can of beer. "Here, get this into you" he said. Declining, I turned instead to the doctor and a syringe of morphine. The four hour flight back to Mawson and the trek down from the airstrip were mostly a blur for me and it was not until I was safely inside the small medical room at the base that I could relax. I was safe and all my defence mechanisms collapsed. I vomited and wept."
I hope this is of interest.
500 Fan.
The crash of a Jayrow Hughes 500 during the 1973-74 season was mentioned previously here on PPRuNe and here is a first-hand account of that incident. These are the words of Andrew Turk, who, I believe, was a mapper or geologist and was a passenger on the accident aircraft.
"After about a fortnight of surveying from small nunataks and high mountains, the helicopters arrived to move my party to Burke Ridge. I had a new assistant who had lately spent time at Mt. Cresswell camp and brought stories of several aircraft 'incidents' involving one of the pilots. To reassured him, I decided that I would fly in that pilot's helicopter to lead onto the ridge, and he could follow with the other pilot.
We took off from Mt Newton early in the afternoon, circled the survey mark and took aerial photographs before heading South towards Burke Ridge, located at 65 degrees 25 minutes East longitude; 74 degrees 40 minutes South latitude.
I was always apprehensive of helicopter travel. As the fixed-wing aircraft pilot said: "Helicopters don't really fly, they just defy gravity". But my overwhelming feeling was of awe as I looked down on the towering mountainside of rock and ice. Burke Ridge was an exciting destination, viewed by previous expeditions but never occupied and this was my chance to get measurements to link the most southern rocky ridge into our growing geodetic survey network. To put it accurately on the map.
We came to the ridge, thin and steep, running roughly North-South, and assessed the prospects for a landing near the summit. We circled and I took off my helmet to take aerial photographs. There was a snow patch about five metres wide near the summit which looked like a possible landing site, but the wind howling in from the South-West made the helicopter buck. I turned to the pilot and said: "If its too hard to land I'm happy to carry the gear up the hill". He shook his head and banked the helicopter for an approach into the wind. I put my helmet back on and tightened the strap.
When we were about ten metres from the ground, the wind streaming over the ridge pushed the tail of the helicopter making it veer violently off line and to quickly lose altitude. Instead of powering forward into the wind, the pilot chose to turn the machine to the right to try to move away from the ridge.
The helicopter skid just caught the rocky edge and the machine somersaulted over the western face of the ridge. Death seemed inevitable as the tail and main rotors broke free and the engine screamed. The noise was horrific as our world tumbled down but I thought "you never know your luck", placed my left arm across my face and huddled down. The few seconds more of descent seemed like minutes as the helicopter continued to disintegrate and metal struck my helmet and left arm. Then all was still, the helicopter stuck in a rock outcrop and me hanging from my seat belt. I released the belt, climbed from the shattered bubble, and pulled the pilot out. We ran as fast as we could across the rocky hillside till about fifty metres from the remains of the helicopter. I expected it to explode as the load included several car batteries and plastic containers of fuel but it just sat there crumpled among the rocks and snow and hissed.
The pilot pulled the emergency radio from his trouser leg pocket and called the other helicopter, hovering high overhead, saying that the wind conditions were terrible, not to try to land and to radio for help. The pilot of the other Helicopter later told me that he was so overcome by watching us crash that he would have been incapable of landing to pick us up.
I thought my left arm was broken, as I couldn’t move it, so I tied it inside my coat and started searching the hillside for parts of the load that had spilled from the helicopter as it bounced and broke up. I was elated to find my field books with the records of the past fortnight's observations. Next I located the survey equipment. The tellurometer was smashed but the sturdy theodolite was still in its cast iron case, although the base was cracked. However, I could see where a bolt from the exploding engine had pierced the case, left its hexagonal impression on the telescope focussing barrel and ricocheted away, rendering the theodolite inoperative.
The pilot called me over. Manning, the survey party leader, waiting on Wilson Bluff for the measurements had heard the emergency message and was calling me on the radio. He barked three rapid-fire questions: Is anyone dead? Are you badly hurt? Can we still get the measurement?" I answered no to each. By this stage I was feeling a lot safer but very weak so I settled myself among the rocks to await developments.
The Porter fixed-wing aircraft had been taking aerial photographs about a hundred kilometres away when the pilot heard the emergency message. He quickly returned to Mt. Cresswell camp, refuelled, took on board the expedition doctor who happened to be there, and flew towards us. When we saw the Porter circling the ridge, looking for an area of ice without crevasses to land, we climbed down the rest of the hillside.
As we reached the ice we saw the Porter coming towards us on its skids. It stopped about thirty metres away and the pilot jumped from the cockpit and ran towards me opening a can of beer. "Here, get this into you" he said. Declining, I turned instead to the doctor and a syringe of morphine. The four hour flight back to Mawson and the trek down from the airstrip were mostly a blur for me and it was not until I was safely inside the small medical room at the base that I could relax. I was safe and all my defence mechanisms collapsed. I vomited and wept."
I hope this is of interest.
500 Fan.
Last edited by 500 Fan; 22nd Dec 2012 at 19:38.
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Santa
Because the Reindeer had trouble with the humid temperature in Malaya Santa got help from the Army Air Corps, this was him at Kluang in 1969.
Happy Christmas
Steve
Happy Christmas
Steve
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G-SHCC
As much to keep our favourite thread on the front row of the grid... and to say it was good to see one of my old Bell 206s G-SHCC turn up. CC was in fact the third helicopter I purchased in 1988 having started my second new company Starline Helicopters at Biggin Hill. She was purchased as a twin of G-SHBB and originally sold to that affable Welshman, Gwyn Humphreys. Other B206s in the SH line up were G-SHJJ, SHRR, SHVV and SHZZ, the latter bought my Mr Mark Thatcher. To close by wishing all Ppruners a really good Christmas and a promising 2013. God bless us ... everyone! Dennis K.
Here are a few seaonal photos. This vessel is the "Nella Dan". It supported Australian expeditions to the Antarctic between 1962 and 1987. It played host to numerous helicopters including those from Helicopter Utilities (Bell 47 and FH1100), Jayrow Helicopters (Hughes 500), Vowell Air Services (Hughes 500 and Bell 206) and (I believe) Chopperline (Hughes 500D). It also transported other forms of transport including the DHC Beaver, Pilatus Porter, amphibious landing craft, the Sno-Trac tracked vehicle and the VW Beetle! The helicopter landing pad was approximately 100 square metres in size and must have felt positively airport-like when compared to some of the compact helidecks on show in the "Superyachts" thread.
It looks like one of Vowell's blue and red 500s is resting on the stern in the photo above.
The aforementioned A.N.A.R.E. VW Beetle.
Finally, here is a beautiful photo of Jayrow's colourful Hughes 500 VH-SFS cruising along in front of an impressive background.
Copyright: Commonwealth of Australia/John Manning
500 Fan.
It looks like one of Vowell's blue and red 500s is resting on the stern in the photo above.
The aforementioned A.N.A.R.E. VW Beetle.
Finally, here is a beautiful photo of Jayrow's colourful Hughes 500 VH-SFS cruising along in front of an impressive background.
Copyright: Commonwealth of Australia/John Manning
500 Fan.
Last edited by 500 Fan; 26th Dec 2012 at 11:13.
Savoia,
The H-34's at Redhill were made into the S-58T's BHL operated for a while. The registrations were....working from memory.....
G-BCDE, DF, DG, RW, RV, TX and a few others I think....one crashed killing one passenger, and the others got sold off with some going to South Africa.
The H-34's at Redhill were made into the S-58T's BHL operated for a while. The registrations were....working from memory.....
G-BCDE, DF, DG, RW, RV, TX and a few others I think....one crashed killing one passenger, and the others got sold off with some going to South Africa.
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Mmmmm ...
500Fan ... some memorable pics you have dug up .... they take me back !!!
You remind me that I must have some 500 slides from my various trips to Antarctica that I must go through and digitise ... perhaps when I get home (?) I shall do so and hopefully post same ...
Thank you ...
500Fan ... some memorable pics you have dug up .... they take me back !!!
You remind me that I must have some 500 slides from my various trips to Antarctica that I must go through and digitise ... perhaps when I get home (?) I shall do so and hopefully post same ...
Thank you ...
Hi Spinwing. I'm glad you like these photos. The whole area of Antarctic Aviation Operations is a fascinating one. I reckon the only place more remote than Antarctica that man has visited is the moon. If you have more Antarctic 500 photos hidden away, please dig them out when you get a chance. They will be appreciated.
500 Fan.
500 Fan.
Last edited by 500 Fan; 26th Dec 2012 at 11:18.
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I hope you'll permit the intrusion of a fixed wing PPL (and engineer) with a few pictures I took during my youth. I would get a PPL(H) - but only if I could afford the H500 to go with it....
(Apologies for the less than perfect scans)
Dundee August 1979 (I was completing an RAF cadet flying scholarship):
Lilford Park Show (near Oundle, Northants) late 1970s?
Lilford Park Show 1980:
RAF Halton Show 1982:
RAF Halton Show 1984:
East of England Show, Peterborough, 1981:
East of England Show, Peterborough, 1979:
Not sure where or when (H500 G-BMJH, Long Ranger looks like G-L???):
(Apologies for the less than perfect scans)
Dundee August 1979 (I was completing an RAF cadet flying scholarship):
Lilford Park Show (near Oundle, Northants) late 1970s?
Lilford Park Show 1980:
RAF Halton Show 1982:
RAF Halton Show 1984:
East of England Show, Peterborough, 1981:
East of England Show, Peterborough, 1979:
Not sure where or when (H500 G-BMJH, Long Ranger looks like G-L???):
Last edited by smarthawke; 28th Dec 2012 at 18:45.
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And three more:
Barton (not sure when):
Sibson, Peterborough (not sure when):
Loch Fyne circa1997. We were up there with a Stearman for a film - Marc Wolff was involved. Enstrom belonged to a friend who came up for the ride!
Barton (not sure when):
Sibson, Peterborough (not sure when):
Loch Fyne circa1997. We were up there with a Stearman for a film - Marc Wolff was involved. Enstrom belonged to a friend who came up for the ride!
Last edited by smarthawke; 28th Dec 2012 at 18:44.
Thread Starter
StrangeSteve: Thank you for the Scout photos on the previous page, wonderful!
EricFerret: I had a job picking you out in the photos .. I think you may have put on some weight since our days in Africa, lol! Happy New Year!
500 Fan: Great shots as always (I have some more 500 nostalgia on the way). Tell me, do you suppose the shot with the Beetle is to scale? If so .. then I never realised how large penguins were!
SmartHawke: Some great nostalgia there, thank you. I think this may be the first time G-BFZE has appeared on the thread and so this is much appreciated. Without checking the files I think she may have been the second or third Ecureuil in the UK after Tommy Sopwith's - certainly one of the first having been delivered to 'Valley of Gleneagle' Helicopters in October 1978.
Great to see some other JetRangers in your collection, some of which have made rare appearances on the thread.
You enquired about the registration of the LongRanger in your photo. There was only one 206L in the UK with that colour scheme and that was G-LRII, owned by Castle Air and painted in similar colours to the 'famous' G-BHXU (the helicopter which transported Anneka Rice around during her Treasure Hunt days). G-LRII was flown (at one time) by one of our own .. PPRuNer Geoffsincornwall!
A little game of snap to match your shot of AVIG:
Bristow Agusta-Bell 206B (upgraded from an 'A' model) and the first 206 delivered to the UK, G-AVIG lands at Gloucester's Staverton Airport on 13th March 1980. This aircraft perished in Antarctica on 5th January 1985 in poor visibility conditions (Photo: Keith C. Wilson courtesy of David Haines)
And another 'snap' to match your shot of G-BFAY which in fact recently cropped-up for the first time on the thread on page 89.
Sloane Aviation Hughes 500D departing Farnborough in 1978
Hughes 500C (369HE) G-BFYJ as seen as Henstridge on 10th April 1988
Another new entry for the thread BFYJ and another new operator for the list of 'lesser known operators' with 'YJ' having been bought by Wilford Aviation in 1978.
EricFerret: I had a job picking you out in the photos .. I think you may have put on some weight since our days in Africa, lol! Happy New Year!
500 Fan: Great shots as always (I have some more 500 nostalgia on the way). Tell me, do you suppose the shot with the Beetle is to scale? If so .. then I never realised how large penguins were!
SmartHawke: Some great nostalgia there, thank you. I think this may be the first time G-BFZE has appeared on the thread and so this is much appreciated. Without checking the files I think she may have been the second or third Ecureuil in the UK after Tommy Sopwith's - certainly one of the first having been delivered to 'Valley of Gleneagle' Helicopters in October 1978.
Great to see some other JetRangers in your collection, some of which have made rare appearances on the thread.
You enquired about the registration of the LongRanger in your photo. There was only one 206L in the UK with that colour scheme and that was G-LRII, owned by Castle Air and painted in similar colours to the 'famous' G-BHXU (the helicopter which transported Anneka Rice around during her Treasure Hunt days). G-LRII was flown (at one time) by one of our own .. PPRuNer Geoffsincornwall!
A little game of snap to match your shot of AVIG:
Bristow Agusta-Bell 206B (upgraded from an 'A' model) and the first 206 delivered to the UK, G-AVIG lands at Gloucester's Staverton Airport on 13th March 1980. This aircraft perished in Antarctica on 5th January 1985 in poor visibility conditions (Photo: Keith C. Wilson courtesy of David Haines)
And another 'snap' to match your shot of G-BFAY which in fact recently cropped-up for the first time on the thread on page 89.
Sloane Aviation Hughes 500D departing Farnborough in 1978
Hughes 500C (369HE) G-BFYJ as seen as Henstridge on 10th April 1988
Another new entry for the thread BFYJ and another new operator for the list of 'lesser known operators' with 'YJ' having been bought by Wilford Aviation in 1978.
Sav
G-AVIG was on the Redhill Flying Training School at the time of the low skid picture above. It was mainly used for Command Course training. I think it was also based at Dalcross when the BO105 was on maintenance. I last flew "IG" in September 1981 according to my logbook.
G-AVIG was on the Redhill Flying Training School at the time of the low skid picture above. It was mainly used for Command Course training. I think it was also based at Dalcross when the BO105 was on maintenance. I last flew "IG" in September 1981 according to my logbook.
Thread Starter
Well done I.I., at least you have the UK's first 206 in your log!
Was told that AVIG and AVII became somewhat 'canine' towards the end but, they seem to have done a great job overall across the years!
BA S61N G-BEWL at Dublin Airport with a USMC VH-3D on 3rd June 1984 (Photo: Ken Meegan)
Helijet S61N C-GBSF at Victoria Harbour Heliport, Canada, on 13th November 2006 (Dan Barnes)
Sikorsky 'Snow' King - somewhere cold!
Was told that AVIG and AVII became somewhat 'canine' towards the end but, they seem to have done a great job overall across the years!
BA S61N G-BEWL at Dublin Airport with a USMC VH-3D on 3rd June 1984 (Photo: Ken Meegan)
Helijet S61N C-GBSF at Victoria Harbour Heliport, Canada, on 13th November 2006 (Dan Barnes)
Sikorsky 'Snow' King - somewhere cold!
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Savoia, interesting to know of 'IGs heritage and the registration of the Long Ranger (looking closely at the original that would be the machine's identity). I've edited my post - the photos of G-BFAY were in 1979.
I'm pleased to know the pictures of interest.
I'm pleased to know the pictures of interest.
Last edited by smarthawke; 28th Dec 2012 at 18:47.
Thread Starter
SmartHawke: Yes your contribution is much appreciated.
As mentioned, this is the first image of G-BFZE on the thread as photos of her have been rarer than red squirrels in Piedmont!
Here is the only shot I have of her:
Valley of Gleneagle Helicopters AS350B G-BFZE as seen at Edinburgh's Turnhouse Airport in 1980 (Photo: Robert Pittuck)
Clearly 'Gleneagle' picked-up a job from Barratt's who (perhaps understandably) did not wish to haul G-BEKH or G-HELY up to WBS (wee bonnie Scotland)!
Some more joining of the dots .. if you can bare it?
You posted a photo of the JetRanger G-BHYW which, as it happens, was bought in 1983 by .. Gleneagle Helicopters.
You also posted a JetRanger photographed at the Lilford Park show near Oundle. This helicopter was G-BAKF. "KF" was (back on page 3 of this thread) one of the 'mystery' helicopters in Speechless Two's photographic journal of his exploits in Rhodesia during their elections of 1980.
G-BAKF was operated by Dollar Helicopters at the time of your photo .. who in turn were the owners of another JetRanger you posted .. G-BALC, which you photographed at the RAF Halton Show in 1984.
Now G-BALC was of interest to us some while back on the thread because before her days with Dollar she was owned by F.W. Farnsworth of Nottingham. Now what (one may ask) was significant about F.W. Farnsworth? Well, not much really, except that they traded as 'Pork Farms' and (according to my godfather) this helicopter at one time used to have the slogan "Pork Farm Sausages" emblazoned across her hide! This was a matter of some buffoonery on the part of my godfather who chided her pilot enquiring if they were going to apply for the call sign "Pork Farms 206" or perhaps even "Sausage 1". All done in good humour of course!
And seeing as I have mentioned the Colonel .. G-BBBM (which you also posted) was at one time (1973-74) operated by my godfather before being sold to Alan Mann. The craft ended-up being purchased by the Daily Express newspaper who owned her for 7 years before selling her to a Belgian buyer.
As mentioned, this is the first image of G-BFZE on the thread as photos of her have been rarer than red squirrels in Piedmont!
Here is the only shot I have of her:
Valley of Gleneagle Helicopters AS350B G-BFZE as seen at Edinburgh's Turnhouse Airport in 1980 (Photo: Robert Pittuck)
Clearly 'Gleneagle' picked-up a job from Barratt's who (perhaps understandably) did not wish to haul G-BEKH or G-HELY up to WBS (wee bonnie Scotland)!
Some more joining of the dots .. if you can bare it?
You posted a photo of the JetRanger G-BHYW which, as it happens, was bought in 1983 by .. Gleneagle Helicopters.
You also posted a JetRanger photographed at the Lilford Park show near Oundle. This helicopter was G-BAKF. "KF" was (back on page 3 of this thread) one of the 'mystery' helicopters in Speechless Two's photographic journal of his exploits in Rhodesia during their elections of 1980.
G-BAKF was operated by Dollar Helicopters at the time of your photo .. who in turn were the owners of another JetRanger you posted .. G-BALC, which you photographed at the RAF Halton Show in 1984.
Now G-BALC was of interest to us some while back on the thread because before her days with Dollar she was owned by F.W. Farnsworth of Nottingham. Now what (one may ask) was significant about F.W. Farnsworth? Well, not much really, except that they traded as 'Pork Farms' and (according to my godfather) this helicopter at one time used to have the slogan "Pork Farm Sausages" emblazoned across her hide! This was a matter of some buffoonery on the part of my godfather who chided her pilot enquiring if they were going to apply for the call sign "Pork Farms 206" or perhaps even "Sausage 1". All done in good humour of course!
And seeing as I have mentioned the Colonel .. G-BBBM (which you also posted) was at one time (1973-74) operated by my godfather before being sold to Alan Mann. The craft ended-up being purchased by the Daily Express newspaper who owned her for 7 years before selling her to a Belgian buyer.
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BA S61N G-BEWL at Dublin Airport with a USMC VH-3D on 3rd June 1984 (Photo: Ken Meegan)
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Dunsborough House 1958
Some shots from family archives if of interest to anyone.
Would love to know a little more about the yellow helicopter on the truck.
Would love to know a little more about the yellow helicopter on the truck.
Fairey Ultra-Light Helicopter G-AOUK, First flight 1955, work abandoned 1959.
Plenty of photos etc on Google.
One to see at the rotorcraft museum, Weston Super Mare
Plenty of photos etc on Google.
One to see at the rotorcraft museum, Weston Super Mare
Last edited by ericferret; 29th Dec 2012 at 18:10.
