The Rotary Nostalgia Thread
Thread Starter
Bob Woolnough had promised us a shot of AZOM wearing NLB titles and which appears below:
Bristow Bo105D G-AZOM at Glasgow's Prestwick Airport on 28th May 1978 (Photo: Bob Woolnough)
And .. a shot of the 'Trinny House' girl:
Bond Bo105DBS G-THLS at Guernsey Airport in April 1990
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Earlier in this thread, studentpilotmcuk asked about the current whereabouts of S-76 G-BMAL.
G-BMAL is now used as a ground training airframe at the ERGT Oil and Gas Safety Traning Centre at Jandakot Airport in Perth, Western Australia - here's a photo I took on 16 Feb 2013:
Another S-76 formerly belonging to CHC, ZS-RPI, is also located there for the same purpose:
Regards,
David
G-BMAL is now used as a ground training airframe at the ERGT Oil and Gas Safety Traning Centre at Jandakot Airport in Perth, Western Australia - here's a photo I took on 16 Feb 2013:
Another S-76 formerly belonging to CHC, ZS-RPI, is also located there for the same purpose:
Regards,
David
Thread Starter
Its always great when someone remembers a request and is able to post something in response, so .. well done David! 
Following the theme (given that BMAL ended-up as a CHC ship) .. a Canadaian S76 from 1981:
Okanagan S76A C-GIMU at St. Jean Airport, Quebec in July 1981 (Photo: Martin Harrison)
In the same vein (of Canada and 76's) we also had someone a while back requesting a photo of a girl lying on the front of an S76! Well I hunted high and low for such a scenario but was unable to source the photo.
I hope however that this may serve as a small consolation:
Canadian Helijet S76A C-GHJW
Griffo: That's a fair number of hours with the same girl! I guess you two must have been quite intimate in the end! I see she was a 'DBS' with the extra wee window at the back and which hopefully meant that the pax had a little more leg room. Word on the web is that she literally "fell off the back of a ship!"
Following the theme (given that BMAL ended-up as a CHC ship) .. a Canadaian S76 from 1981:
Okanagan S76A C-GIMU at St. Jean Airport, Quebec in July 1981 (Photo: Martin Harrison)
In the same vein (of Canada and 76's) we also had someone a while back requesting a photo of a girl lying on the front of an S76! Well I hunted high and low for such a scenario but was unable to source the photo.
I hope however that this may serve as a small consolation:
Canadian Helijet S76A C-GHJW
Griffo: That's a fair number of hours with the same girl! I guess you two must have been quite intimate in the end! I see she was a 'DBS' with the extra wee window at the back and which hopefully meant that the pax had a little more leg room. Word on the web is that she literally "fell off the back of a ship!"
Sav,
I believe it was a "right turn Clyde" during the lunch break by the commander when the crew were dining below on a wet and rainy day and the lady had not been restrained on the deck
She was a DBS with about an 8 inch plug for those pax with longer legs
I have some great pics of times on Trinity duties, but back in the day (1989-96) they were all polaroid or hard copies given to me, but I made them into collages for my toilet walls
Same with the first air ambulance pics circa 1989, but I'm sure my predecessor "Geoffers in Cornwall" could provide a few, but when he started it up in 1987 the aircraft was a D model.
I believe it was a "right turn Clyde" during the lunch break by the commander when the crew were dining below on a wet and rainy day and the lady had not been restrained on the deck
She was a DBS with about an 8 inch plug for those pax with longer legs
I have some great pics of times on Trinity duties, but back in the day (1989-96) they were all polaroid or hard copies given to me, but I made them into collages for my toilet walls
Same with the first air ambulance pics circa 1989, but I'm sure my predecessor "Geoffers in Cornwall" could provide a few, but when he started it up in 1987 the aircraft was a D model.
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S76 and the female form...
Sav, might this be what you are after? Wonderfully politically incorrect early marketing image from Sikorsky.
Capn Plank
http://i39.photobucket.com/albums/e1...psc07ae8ad.jpg
Capn Plank
http://i39.photobucket.com/albums/e1...psc07ae8ad.jpg
Thread Starter
Great stuff Griffo!
Presumably the hangar behind Geoffers Bolkow is sadly coming down (or perhaps has already come down?).
Planko: Well done! I'm trying to find the original request for this photo (I think it may have been a separate thread) - what I do recall is that the poster didn't receive any replies! Hopefully he'll check-out this thread and happen upon your photo. I think it must be the one because if I remember correctly, he made referece to a girl 'lying' on an S76. So, well done!
Summertime continued ..
We looked (briefly) at the operations of Somerton-Rayner Helicopters on the previous page and how in 1975 one of the 'Rayner Rangers' went swimming in the Thames. As mentioned before, there seems to be no open-source record of the ditching by G-BCCZ.
I also hunted high and low for an image of "CZ" (other than the media clippings I posted) but, alas, there was also nothing.
But .. as has so often been the case on this thread .. there was one source which came-up trumps .. enter 'Elipix' !!
And this is what he sent:
Somerton Rayner Helicopters Bell 206A JetRanger G-BCCZ (Photo: The Helipixman Collection)
As this is a Vera Lynn photograph any help in guessing the location would be most appreciated.
Regarding the date, I am assuming this is pre-ditching and which would place the timeframe between April 1974 and August 1975.
I sound unsure because CAA records show the craft on their books up until 1983 (which is when Summertime wound down most of his operations) .. perhaps 'CZ' was made airworthy after her ditching?
Note Summertime's penchant for one-piece rear windows and missing tail beacons!
Presumably the hangar behind Geoffers Bolkow is sadly coming down (or perhaps has already come down?).
Planko: Well done! I'm trying to find the original request for this photo (I think it may have been a separate thread) - what I do recall is that the poster didn't receive any replies! Hopefully he'll check-out this thread and happen upon your photo. I think it must be the one because if I remember correctly, he made referece to a girl 'lying' on an S76. So, well done!
Summertime continued ..
We looked (briefly) at the operations of Somerton-Rayner Helicopters on the previous page and how in 1975 one of the 'Rayner Rangers' went swimming in the Thames. As mentioned before, there seems to be no open-source record of the ditching by G-BCCZ.
I also hunted high and low for an image of "CZ" (other than the media clippings I posted) but, alas, there was also nothing.
But .. as has so often been the case on this thread .. there was one source which came-up trumps .. enter 'Elipix' !!
And this is what he sent:
Somerton Rayner Helicopters Bell 206A JetRanger G-BCCZ (Photo: The Helipixman Collection)
As this is a Vera Lynn photograph any help in guessing the location would be most appreciated.
Regarding the date, I am assuming this is pre-ditching and which would place the timeframe between April 1974 and August 1975.
I sound unsure because CAA records show the craft on their books up until 1983 (which is when Summertime wound down most of his operations) .. perhaps 'CZ' was made airworthy after her ditching?
Note Summertime's penchant for one-piece rear windows and missing tail beacons!
Thread Starter
On page '47' (as it happens) of the 'Nepal' thread, there were some admirers of a stone-wall helipad upon which Vertical Freedom's B3 was perched.
This is to demonstate than the UK has its own take on such arrangements ..
Bell 47G-5 G-BAXS at a private pad near Huddersfield in Yorkshire as seen on 17th May 1992 (Photo: John Black)
Originally imported to the UK in 1973 having previously flown as N4098G, this craft went on to fly in Cyprus as 5B-CFB before returning to Blighty.
Of walls and the north of England .. I am reminded that some from this side (Italy) went over to that side (Britain) .. oh I don't know, some 1,891 years ago .. and built a stone wall between Carlisle and Newcastle .. bits of which are apparently still standing!
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Summer in the City?
Hi all ... just a wee morsel to add to the thread.
When Mike Somerton-Rayner closed his busines it co-incided with my starting up Skyline Helicopters at WAP. Needing a bowser for the new business, I visited Mike's dusty Hangar at the west end of Thuxton Airfield to agree a deal on one of his Bedford TK Bowsers. I think the figure agreed was cicra £800 and on discovering the vehicle contained some 1000 gallons of AVTUR, Mike SM still insisted "That's all part of the deal"
I met Jim Thirsk shortly after he dumped the AB 206 in the Thames. 'Twas an A model I believe and wouldn't take kindly to a sudden loss of ground cushion with four up. I always get a smile when I picture four Saville Row suited posh-gents standing in the Thames up to their waists with the usual trickle of Coca Cola cans drifting by. But a lovely guy I recall. Dennis K.
When Mike Somerton-Rayner closed his busines it co-incided with my starting up Skyline Helicopters at WAP. Needing a bowser for the new business, I visited Mike's dusty Hangar at the west end of Thuxton Airfield to agree a deal on one of his Bedford TK Bowsers. I think the figure agreed was cicra £800 and on discovering the vehicle contained some 1000 gallons of AVTUR, Mike SM still insisted "That's all part of the deal"
I met Jim Thirsk shortly after he dumped the AB 206 in the Thames. 'Twas an A model I believe and wouldn't take kindly to a sudden loss of ground cushion with four up. I always get a smile when I picture four Saville Row suited posh-gents standing in the Thames up to their waists with the usual trickle of Coca Cola cans drifting by. But a lovely guy I recall. Dennis K.
Thread Starter
Atinas: You can read about Pope Benedict's valedictory flight here: http://www.pprune.org/rotorheads/507...benedetto.html
"Summer in the City" Lol Denissimo - well put!
I had never really considered this but, now that you mention it .. and given that they were all safely rescued .. yes, it is an amusing scenario!
The 'suits' by the way, were all from the Union Cold Storage Company who had chartered the craft on that eventful day.
More Canadian 76 ..
Sealand Helicopters S76-A C-GSLE at Saglek Base, Labrador, Canada on 20th August 1981 (Photo: Steve Aubury)
"Summer in the City" Lol Denissimo - well put!
I always get a smile when I picture four Saville Row suited posh-gents standing in the Thames up to their waists with the usual trickle of Coca Cola cans drifting by.
The 'suits' by the way, were all from the Union Cold Storage Company who had chartered the craft on that eventful day.
More Canadian 76 ..
Sealand Helicopters S76-A C-GSLE at Saglek Base, Labrador, Canada on 20th August 1981 (Photo: Steve Aubury)
Thread Starter
Lt. Col. William 'Johnny' Moss RIP
Lt. Col. 'Johnny' Moss in the Westland Scout helicopter he so admired
Moss was taught to fly privately in 1965 while waiting for an Army posting to Aden. He later qualified on both fixed-wing aircraft and helicopters on the Army pilots’ course at Middle Wallop, and in 1974 was awarded his wings.
After serving at Netheravon he was sent to Northern Ireland, where the need to avoid small-arms fire and surface-to-air missiles meant having to fly very low and fast over the sparsely inhabited countryside. Once, on a flight from Crossmaglen, Moss was convinced he was being shot at, although the shooting went on for rather a long time. On landing, he found that he had left the rear seat-belt hanging out of the door and the buckle had clattered on the fuselage all the way home.
He would later speak with relish of his time in Ireland. The Scout helicopter, he said, was like a “flying Land Rover – strong, heavy and a wonderfully reliable friend”.
In 1979 he moved to the border area as DAQMG, the chief administrative officer of the brigade. Many soldiers’ lives were being lost to ambushes because the light pattern on the Land Rovers transporting them from place to place at night was too easily recognisable. With characteristic energy and determination, Moss oversaw a major shift in tactics whereby troops were moved by furniture vans or private vehicles which were frequently changed. He was appointed MBE at the end of his tour.
After transferring to the Army Air Corps, Moss commanded 656 Squadron at Farnborough, and a helicopter regiment in Germany from 1982 to 1985.
William John Hodsoll Moss (always known as Johnny) was born on April 5 1943 near Godalming, Surrey. He could not remember his father, who was killed by a V-2 flying bomb at Sandown Park racecourse.
After Charterhouse, in 1961 he joined the Army and served in the Welsh Guards for the next 18 years. He was an excellent shot and represented the regiment at Bisley.
After two years as an instructor at the Staff College he resigned from the Army, and made the transition from military to civilian life with great deftness. Appointed to a relatively humble job at JP Morgan dealing with security and facilities management, he showed his inventiveness, perseverance and charm, ending up as Secretary to the London Management Committee, running corporate events and entertainment.
Once, needing to install generators on the roof of the 19-storey JP Morgan building to provide backup power for a new trading floor, he was appalled to see a quotation from a crane company for £100,000. He persuaded the police to clear the streets around the building on a Saturday morning, chartered a Puma helicopter and had the equipment flown into position for a total cost of £16,000.
Moss worked for two years at Merrill Lynch as part of a JP Morgan team before moving to UBS to develop the UK private client market. This was followed by seven years in the private investment office of Lord North Street Ltd.
He was a congenial man whose toughness as a soldier went hand in hand with intelligence and good humour. Above all, however, his enthusiasm was infectious.
His talents made him a natural in the world of corporate hospitality — concerts at the Royal Albert Hall and St Paul’s Cathedral, shooting parties and racing at Goodwood. His skills in charitable fundraising were a byword; in the early 1990s, he raised £1 million for Macmillan Cancer Support.
As a non-executive director at Goodwood, he advised on motorsport and aviation while also looking after clients at major events. He was a member of The Queen’s Bodyguard of The Yeomen of The Guard and for five years he was a popular chief executive of St Moritz Tobogganing Club.
Lt. Col. 'Johnny' Moss in the Westland Scout helicopter he so admired
Moss was taught to fly privately in 1965 while waiting for an Army posting to Aden. He later qualified on both fixed-wing aircraft and helicopters on the Army pilots’ course at Middle Wallop, and in 1974 was awarded his wings.
After serving at Netheravon he was sent to Northern Ireland, where the need to avoid small-arms fire and surface-to-air missiles meant having to fly very low and fast over the sparsely inhabited countryside. Once, on a flight from Crossmaglen, Moss was convinced he was being shot at, although the shooting went on for rather a long time. On landing, he found that he had left the rear seat-belt hanging out of the door and the buckle had clattered on the fuselage all the way home.
He would later speak with relish of his time in Ireland. The Scout helicopter, he said, was like a “flying Land Rover – strong, heavy and a wonderfully reliable friend”.
In 1979 he moved to the border area as DAQMG, the chief administrative officer of the brigade. Many soldiers’ lives were being lost to ambushes because the light pattern on the Land Rovers transporting them from place to place at night was too easily recognisable. With characteristic energy and determination, Moss oversaw a major shift in tactics whereby troops were moved by furniture vans or private vehicles which were frequently changed. He was appointed MBE at the end of his tour.
After transferring to the Army Air Corps, Moss commanded 656 Squadron at Farnborough, and a helicopter regiment in Germany from 1982 to 1985.
William John Hodsoll Moss (always known as Johnny) was born on April 5 1943 near Godalming, Surrey. He could not remember his father, who was killed by a V-2 flying bomb at Sandown Park racecourse.
After Charterhouse, in 1961 he joined the Army and served in the Welsh Guards for the next 18 years. He was an excellent shot and represented the regiment at Bisley.
After two years as an instructor at the Staff College he resigned from the Army, and made the transition from military to civilian life with great deftness. Appointed to a relatively humble job at JP Morgan dealing with security and facilities management, he showed his inventiveness, perseverance and charm, ending up as Secretary to the London Management Committee, running corporate events and entertainment.
Once, needing to install generators on the roof of the 19-storey JP Morgan building to provide backup power for a new trading floor, he was appalled to see a quotation from a crane company for £100,000. He persuaded the police to clear the streets around the building on a Saturday morning, chartered a Puma helicopter and had the equipment flown into position for a total cost of £16,000.
Moss worked for two years at Merrill Lynch as part of a JP Morgan team before moving to UBS to develop the UK private client market. This was followed by seven years in the private investment office of Lord North Street Ltd.
He was a congenial man whose toughness as a soldier went hand in hand with intelligence and good humour. Above all, however, his enthusiasm was infectious.
His talents made him a natural in the world of corporate hospitality — concerts at the Royal Albert Hall and St Paul’s Cathedral, shooting parties and racing at Goodwood. His skills in charitable fundraising were a byword; in the early 1990s, he raised £1 million for Macmillan Cancer Support.
As a non-executive director at Goodwood, he advised on motorsport and aviation while also looking after clients at major events. He was a member of The Queen’s Bodyguard of The Yeomen of The Guard and for five years he was a popular chief executive of St Moritz Tobogganing Club.
Thread Starter
Continuing the Army theme in the wake of Johnny's passing ..
British Army Westland Sioux AH1 XT498 as seen at Middle Wallop on 14th June 1968 (Photo: RA Scholefield)
British Army Westland Sioux AH1 XT498 as seen at Middle Wallop on 14th June 1968 (Photo: RA Scholefield)
Thread Starter
Caledon Helicopters S-55B CF-JTB at Toronto's Malton Airport in June 1971 (Photo: Mike Ody courtesy of George Trussell)
CFRB Radio FH-1100 CF-KHJ at Toronto's Malton Airport on 17th April 1968 (Photo: Mike Ody courtesy of George Trussell)
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FH-1100
Good day Savoia,
You continue to pitch up with some good shots of 1970s helicopters.
I always felt the Hiller 1100 machine was a much underated type. I know the early C-18 had the usual power defficiencies but I liked the handling, the cabin comfort and the overall design simpllicity. I first got to fly the type when a short trip was arranged by the Enstrom Chief Engineer, Herb Moseley. (God bless him) 'Twas out of an HAI event at LV to Henderson Airfield where the 1100 awaited. Nothing to do with the handling but I guess you know the engine compartment boasted a neat 'pull-down' platform for servicing & working tools. I seem to recall that in the 1980s the type was being advertised in USA for not much over $100,000. In those days £100k sterling bought nearly $200k US dollars. Anyone on here still flying the 1100on a daily basis? Regards to all. Dennis K.
You continue to pitch up with some good shots of 1970s helicopters.
I always felt the Hiller 1100 machine was a much underated type. I know the early C-18 had the usual power defficiencies but I liked the handling, the cabin comfort and the overall design simpllicity. I first got to fly the type when a short trip was arranged by the Enstrom Chief Engineer, Herb Moseley. (God bless him) 'Twas out of an HAI event at LV to Henderson Airfield where the 1100 awaited. Nothing to do with the handling but I guess you know the engine compartment boasted a neat 'pull-down' platform for servicing & working tools. I seem to recall that in the 1980s the type was being advertised in USA for not much over $100,000. In those days £100k sterling bought nearly $200k US dollars. Anyone on here still flying the 1100on a daily basis? Regards to all. Dennis K.
Thread Starter
Ciao Denissimio! Yes, its I've always found her an 'interesting' craft and have simply assumed that after the US Army competition there wasn't enough capacity in the civilian market for both the 206 and the 1100 but, perhaps with better marketing and some technical 'tweaks', it could have fared a little differently!
The 1100 engine bay is certainly something to behold compared say to the 500 - you've basically got this tiny Allison sitting in the middle of 'nowhere' - fascinating!
RAF Westland Whirlwind 55-3 HAR10 XP360 as seen at Middle Wallop on 27th July 1973 (Photo: Mike Freer)
The 1100 engine bay is certainly something to behold compared say to the 500 - you've basically got this tiny Allison sitting in the middle of 'nowhere' - fascinating!
RAF Westland Whirlwind 55-3 HAR10 XP360 as seen at Middle Wallop on 27th July 1973 (Photo: Mike Freer)
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I spent some 250 hours flying the 1100 in PNG with all landings between 5000 & 14000 ft. Unlike the 206, the C18 engine was derated to 270 hp, so it still had good power at altitude with an excellent rate of climb unlike the 47. The 206 started to lose power from take off & so was useless at altitude until they had C20 fitted.
Tragically my first instructor was killed in a 1100 at a Paris airshow.
Tragically my first instructor was killed in a 1100 at a Paris airshow.
Thread Starter
Nigel: This is intriguing as I never knew that an FH1100 had operated in PNG. Hiller 12's yes, I believe there had been a handful in the early days and I recall that the SIL mission had one at their Eastern Highlands base located in the unlikely sounding village of Ukarumpa! Was the craft on the PNG register?
What was the 1100 like to fly (handling wise)? I am supposing it was similar to the 206? Yes I remember your previous comments about the tragedy of your former instructor. Very sad.
Condor Helicopters Fairchild-Hiller FH1100 N379FH (cn 115) at Oxnard Airport, Oxnard, California, in November 1975 (Photo: Doug Duncan)
The pull-down platform referred to by Denissimo being visible in the above photo.
The FH1100's spacious engine bay
What was the 1100 like to fly (handling wise)? I am supposing it was similar to the 206? Yes I remember your previous comments about the tragedy of your former instructor. Very sad.
.. the engine compartment boasted a neat 'pull-down' platform for servicing & working tools.
Condor Helicopters Fairchild-Hiller FH1100 N379FH (cn 115) at Oxnard Airport, Oxnard, California, in November 1975 (Photo: Doug Duncan)
The pull-down platform referred to by Denissimo being visible in the above photo.
The 1100 engine bay is certainly something to behold compared say to the 500 - you've basically got this tiny Allison sitting in the middle of 'nowhere' - fascinating!
The FH1100's spacious engine bay
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Sav
The 1100 was based in Goroka & Mount Hagen on a P & T contract & operated to all the mountain tops in the Highlands. It replaced the 47 & the difference in performance was huge, more payload, faster & a great ROC. It handled much like a 206 which did have better auto capability. In those days of HUPL, all helicopters were on the aussie register.
After my last flight in Goroka, my relief pilot with 2 top P & T managers on board for reasons unknown flew into the side of Mount Otto killing all 3. It was suggested that the bendix coupling broke on short final.
It was great to fly & maintain & handled PNG conditions very well.
The 1100 was based in Goroka & Mount Hagen on a P & T contract & operated to all the mountain tops in the Highlands. It replaced the 47 & the difference in performance was huge, more payload, faster & a great ROC. It handled much like a 206 which did have better auto capability. In those days of HUPL, all helicopters were on the aussie register.
After my last flight in Goroka, my relief pilot with 2 top P & T managers on board for reasons unknown flew into the side of Mount Otto killing all 3. It was suggested that the bendix coupling broke on short final.
It was great to fly & maintain & handled PNG conditions very well.
