Nigel Osborn

Oh dear, my memory isn't what I remembered it to be! I've found my old log book & for some reason I haven't entered the 3 flights I did on the 47. However I did enter the 1179 check I did on Bell 206 g-awol on 31/8/77, the signing off signature looks like K. Kendall, not too sure of the initial. The office/hangar was just to the north of Perth, fairly well surrounded by businesses who complained at the noise sufficiently to have them move on. I believe the company was owned by a wealthy car dealer who I don't think I met. I've no idea where they moved to but I think they picked up a small offshore contract.
So it wasn't Kestrel but was it Kendall Helicopters, not to be confused with Dennis?

Looking back many pages I see G-AWOL was owned by Terry Drury(?) Racing, he must be the car dealer I was told about.

paddyboy

Dennis,

The incident was with G-BLZN.

AAIB report here.

vfr440

Nigel
The Company to which you refer was Gleneagles H/Cs was it not? I seem to recall Kenneth Kendall was the Chief Pilot, and the CE was John Skipper who subsequently moved to Bristow when the Company closed down.

And no, I too cannot remeber the name of the car dealer, other than I think he had a plethora of Mercedes and similar (for which I lusted , but couldn't afford! - VFR

Savoia

.
Picking up on PaddyBoy's report on BLZN in response to Dennisimo's request for further details on the BLZN/BUZZ blade swapping incident:

BUZZ was turning and burning on the pad when BLZN was coming in to land and it would appear as if the driver of BLZN mis-judged the landing by setting down too close to BUZZ. There may well have been extenuating circumstances however (such as BLZN carrying a front seat passenger wearing a 5" skirt).

In the report there is reference to the ground crew having located BUZZ off-centre to the landing spot markings but, markings or no markings, one would normally imagine the set down to be based on the driver's assessment of the approximal separation between the craft.


BLZN also seems to have been part of the Kenyon stable, seen here donning a Skyline sticker on her for'ard door


BUZZ would most likely have been wearing her Virgin livery at the time of the incident. Seen here at Booker on 14th June 1997 (Photo: Charlie Verrall)

Back to bonnie Scotland:

So, some of the Scottish operators were:

Burnthills
Fras-Air
Gleneagles
Kendall?
Kestrel
McAlpine
Peregrine
PLM
Sagil


G-AYCM seen at Southend on 26th June 1976 having been bought from Fras-Air (Hugh [House of] Fraser) by Express Helicopters of Southminster

Vittorio; we need to talk. Being an engineer I understand your appreciation for mechanical reliability and perhaps even 'chassial practicality' but, I would like to encourage you to consider the mertis of quality and style. For the latter you might cast your eye towards Bugatti, Lamborghini, Maserati or even Ferrari. The pleasure these will bring you and the resultant smile on your face derived either directly from their performance or the associated circumstances which these marques tend to create will, I promise, satisfy!

Nigel Osborn

VFR440

Many thanks for getting my memory up to speed. Yes it was Gleneagles, I knew it sounded like Kestrel! Ken was the chief pilot but I've no idea where he went to when they closed down.
How come they had G-AWOL for me to fly when they didn't buy it till a few years later according to your list?

CharlieOneSix

Ken Kendall - if it's the same KK - at some point went to BP at Dyce and was their aviation department guru in the early/mid 1980's. Wasn't John Pinkerton CP at Gleneagles towards the end?

wiganairways

AWOL was acquired by Valley of Gleneagles Helicopters Ltd., Perth 9/77,ex Express Helicopters Ltd., then to name change, Gleneagle Helicopter Services Ltd., Edinburgh 10/81 to 12/82, so it looks like it had just been acquired, they also had AWLL, Valley of Gleneagles got it 11/77, from Dickson Motors Perth Ltd ,- the wealthy car dealer ? -, Valley of Gleneagles also had a Bell 212 , G-GLEN, 3/79 to 11/80, maybe a bit of offshore work with this one?

Wigan



G-AWOL with Gleneagle 1981

vfr440

Wigan
Thx the name jog, I believe the car dealer was one Tommy Dickson - am I right? - VFR

wiganairways

vfr440

Yes, Tommy Dickson, don't know if he had anything to do with the start up of Gleneagles?, seeing as both were in Perth.

Wigan

Ahh de Havilland

Just to add a bit more to the story. Valley of Gleneagles Helis started operations in April 77 with JR G-AWLL + B47Gs G-BCYY & BCYZ - both registered to Fife & Kinross Motor Auctions (perhaps another part of the Dickson empire?). Incidentally both B47Gs were purchased from Freemans Helicopters that were mentioned earlier in the thread. One or both of these must be Nigel's B47G

G-AWOL joined in Sept 77 and a pair of AS350's G-BFZE & G-BGCV arrived in 78. The Bell 212 G-GLEN was acquired for an attempt to break into the Offshore market. I think this is what brought down Gleneagles Mk1.

The company reformed as Gleneagles Helicopter Services in Feb 81 with BGCV, WLL, WOL later followed by more Jetrangers (BHYW, ZZB, BAKT/FLYR, WOSP) Bo105 (BAFD). BHYW and ZZB were both wr off - the former unfortunately fatally after a mid air with a Tornado. BAKT and WOSP both came from Burnthills when they ceased ops.

The Gleneagles Mk2 seems have ceased ops in 1989 - but I may be wrong.

There is also reports of an Enstrom Shark and a Hughes 500 but I don't have any ID's

Ahh de Havilland

Interesting that Gleneagles first JR came from McAlpine's. This was before they became big boys in the industry as Aerospatiale Helicopter distributors. At that stage McAlpine's had a much smaller helicopter operation.

It began with G-AWLL operated from 68-75 presumably for the use of the parent construction group then added Gazelles G-BBHW & G-BBSI. These were all registered to McAlpine Aviation their fixed wing operation. McAlpine Helicopters wasn't created until 1974.

The first of the Gazelles carried McAlpine Aviation colours whilst G-BBSI was in a white and green colour scheme with a gold logo on the tail. so was probably a client's ac. Anyone know whose?

Finally there was JR G-BFGT that was only regn to McAlpine Helicopters between 29 may and 6 July 79. Could this be a trade in for a AS350? Otherwise it was a real cuckoo in McAlpine's Aerospatiale nest!

I wondered if it could have been Lord Glendyne's old ac traded in for G-BGIM but this is just a guess

Prior to joining McHelis it had been with Alan Mann and painted in their full yellow and black livery complete with gold logos.

Anyone know better about these?

wiganairways

Checking WOSP's registration history and found she has only been registered to companies in Scotland,

Western Air (Scotland) Partners, t/a Wasp Helicopter Hire, Glasgow
29-11-78 to 14-09-81

Burnthills Aviation Ltd., Glasgow Airport
14-09-81 to 25-10-84

Burnthills Plant Hire Ltd., Johnstone
25-10-84 to 22-05-85

Gleneagle Helicopter Services (Scotland) Ltd., Edinburgh Airport
22-05-85 to 04-04-91

Lakeside Helicopters Ltd., Edinburgh Airport
04-04-91 to 14-06-94

Grampian Helicopter Charter Ltd., Inverurie
14-06-94 to 05-05-95

to Spain 5/95

G-BHYW

Gleneagle had her 25-01-83 to 17-04-91

to Lakeside Helicopters 17-04-91 to 18-11-93 cancelled as destroyed
accident date 23-06-93.

It would seem that Gleneagle mk 2 ceased trading in 1991.

Wigan

brantlyb2b

I just thought I would clarify as people seem to be making up stuff about Freemans Aviation .It was owned by three brothers Barry ,Howard and John.They were at one time the second biggest plant hire company in europe.The Auster G-ARLP was actually brought in for plant servicing.A helicopter then became avaliable G-ASXE (Brantly B2b).Most companies hiring large compressors at the time had a sports ground so the helicopter was used for emergency repair and maintainance of large equipment in the field.Alot of requests for use of the helicopter in a commercial capacity prompted the set up in 1968 of Freemans of Bewdley Aviation limited and the aquisition of four Bell 47 3b1 G-BBVP G-BBZL G-BCYZ BCYY.Later also the aquisition of Brantly 305 G-ATLO.They ran a charter company ,pipeline patrol.Flying school ,Police contact and numerous other activities TV crop spraying etc.The company finally sold the last helicopter in 1986 when my Father retired.So not the short daliance suggested by someone.Im the current owner of G-AWDU the Brantly mentioned also in this thread.Im aware that things get forgotten in the mists of time but please dont guess if you dont know the facts,and give a little credit to some of the first pioneers of Helicopter use in this country.

Savoia

.
B2B; a warm welcome to the Nostalgia Thread and many thanks for clarifying some of the history relating to Freemans.

If there have been any misrepresentations then, I am sure, (based on my interaction with members of Rotorheads over the past year) that such inaccuracies were unintentional and most likely the product of myself and others attempting to strain one's memory beyond its normal reach!

The contributors and readers of the Nostalgia Thread do, I believe, share one thing in common - an appreciation of rotary-wing history and what those before us have achieved and which attitude I trust will become self-evident as you (hopefully) 'join the club'.

Moving on; renown helicopter personality and former World Freestyle Champion Dennis Kenyon (aka Dennisimo) is one of the former owners of your current craft and may well have a story or two to tell regarding her own history.

Regarding Freemans do you have any more stories or photos you could share with us?

Rgds

Sav

Savoia

G-AWLL would seem to have been McAlpine's first helicopter and, as suggested, may have begun life as a communications craft for the family. However, there is always the possibility that McAlpine's had a piston ship prior to the arrival of AWLL!


AgustaBell 206B G-AWLL in Gleneagles livery [Perth c. late 70's?] (no additional details)

AWLL was delivered to Sir Robert in July 1968. She was the 21st 206 on the UK register and the 20th AgustaBell variant. From McAlpine's she went to Gleneagles (as mentioned). After Gleneagles she remained a Celtic Ranger for a while longer having been sold in 1983 to F. Lloyd of Clwyd, Wales. As an aside, McAlpine's also owned an HS 125 G-AWWL.

Gleneagle's sister-ship AWOL seen in the post at the top of this page (originally sold to David Brown Tractors in August 1968) was the 24th overall 206 delivered to the UK and the third Bell variant.

Perhaps not so much of a Celtic Ranger as a Ranger in a Celtic province was G-BAUN (below) which, unlike most of her 'indigenous' contemporaries, wore the Saltire (albeit a fairly small one!).


AgustaBell 206B G-BAUN at Inverness c. late 70's (no additional details)

Jed A1

I remember Freemans of Bewdley well and can still remember their phone number - Stourport 2222! What a thoroughly nice group of people who obviously had a great passion for what they were doing. I chartered their B47's several times in preference to machines based nearer to my location.

Seeing some of the recent pictures has prompted me to delve into the depths of my memory regarding some of my local operators in the N. W. of England.

I will try this chronologically:

First at Liverpool was Pool Helicopters. They only lasted a couple of months at Liverpool in 1981 using three Enstroms for training. G-BAWI, G-BBBZ, G-BHTF, all I believe leased from Spooner Aviation. I'm sure Dennis would know more.

As an aside, Dennis, I ended up buying Enstrom 280C G-SHNN from Surrey in 2002 and shipping it to the Caribbean as 9Y-HHA. We used it well, putting the best part of 1,000 hours on the machine in one year.

Back to the NW.

Second came Heli-Care at Liverpool in 1982, using three ex Bristow (/Bristish Army) B47G's, G-AXKL, G-AXKR, G-AXLA. These were mainly used for agricultural work. These were eventually replaced by Jetrangers G-BCWM and G-BEPP in '83 & '84. Other JR's were hired from time to time including G-AWLL, G-BAKF, G-BAKS, G-BKDA and my bosses own machine G-TKHM. I'm sure Paco would remember this outfit run by John Ridings (where are you?).

Kilroe Helicopter's used AB206B sn 8557 G-TKHM at Manchester from 81-84. The machine subsequently went to red Rose Helicopters before ending up in Switzerland.

Heli-Care's connection with Dollar matured when Dollar took over their business in 1986 changing the name to Dollar North West. AS350 G-BFNC was virtually permanently based at Liverpool, augmented by a rotation of Dollar's Coventry fleet. This operation I believe was run by Ian Durston.

Around the same time Airward Helicopters (or Wardell Group) were using ex PLM B206LI G-CINE from their Warrington haulage yard (ex Stretton Airfield) for general charter work. They also had an Enstrom but I forget which one.

Manchester Helicopter Charter Co. started with H269B G-AVZC in '87 to be supplemented with B206B G-MHCC in '89. When G-MHCC went for a swim in the Irish Sea it was replaced with ex Laura / Bernard Ashley' B47G, G-BPAI mainly doing pleasure flying.

Pennine Helicopters then effectively took over the pleasure flying market and still operate today with B206L1 G-LEEZ.

Savoia

.
Great info Jed A!

Below: A list of display pilots at Farnborough '76. About half way down can be found the esteemed Dennisimo scheduled to display the Enstrom Shark G-BDIB.




Italian readers may recall Agusta's Luciano Forzani as well as the team from Aermacchi.


The Bristol 173 'Rotorcoach' replete with (well I was going to say winglets but I think these can confidently get away with being referred to as wings). c. 1953

The 173 was the predecessor to the type 191 (Naval) and 192 'Belvedere' and was a civilian 10 seat (later 16 seat) aircraft. The 173 was cancelled in favour of development of the 192. The first 173 flew in January 1952.


The unmistakabe type 192 Belvedere XG461 (which first flew in July 1958) carrying a 'Bloodhound' SAM. Beneath the 'Belvederian Behemoth' are Bristol's ground crew - although their resemblance to the occasional 'Bristol Company Cricket Team' is uncanny.

To bring the post full circle; a clip from a former Farnborough where another multi-rotored beast is debuted:


Featured in this clip is the Cierva W11 'Air Horse' - a tri-rotored contraption (seen flying with its door open) powered by a single Rolls-Royce Merlin 1620hp liquid-cooled V12

When the Air Horse first flew in December 1948 it was (apparently) the world's largest helicopter. It was one of the world's first tri-rotor helicopters with all three rotors turning in the same direction - torque control being effected by individual rotor tilt to apply corrective thrust.

The Air Horse's blades were resin-impregnanted wood providing them with (for the day) enormous strength and were manufactured (maintaining association with recent posts) by Glasgow-based H. Morris & Co.

vfr440

S
I remember Cdte Forzani (Luciano) from teh days when at Manns we chased obscure vibrations on the first two A109Ms ex-Falklands. Tremendous pilot and great all round guy; happy memories. Also the late Rafael (Longobardi) with whom I actually enormously enjoyed doing acceptance test-flights at Gallarate - and then the inevitable long lunch if between us we found some insignificant non-compliance!

For JedA1.
To add to your list of NW operators c1976 -78 there was a smart JetRanger operated by a trucking company out of Leigh/Warrington I think, Can't remember the name but the pilot was a real gentleman named Alex xxxx (can't remember his name either, but someone here will)

VFR

Nigel Osborn

That Farnborough video reminded me of 1964 when 848 Squadron flew in the airshow in the Wessex 5. We put on a simulated commando assault complete with jets & numerous explosions....great fun! The surprising thing was how we still managed to fly after a week of fabulous hospitality from the various firms! Not forgetting the Triumph Tina scooters we were loaned which seemed to cause more casualties than flying!

Savoia

.
VFR: The chaps from Agusta, for the most part, were always (according to my recollections) super friendly and thoroughly enjoyable to be with. When I would trawl the Farnborough chalets as a youngster with the Colonel there were two groups of people I made a beeline for; the chefs (for obvious reasons) and the test pilots, because surprisingly, spending most of the time discussing performance-related 'shop' with existing and prospective clients they seemed to find it refreshing to humour a young boy's whimsical curiosity. "But why can't a helicopter go upside down" followed by the test pilot's cackle and something like "well, in fact, they can". Most of all do I remember the Agusta pilots handing-over their precious model helicopters, much to the consternation of the sales staff who had them carefully preserved for specific clients and which objection was met with [in broad Italian accent] "But hees child, beea nice anda let heem enjoy. De customer he have already airacrafta - why need modela?" Regarding Luciano, Col. Bob knew him pretty well and I met him a number of times.

Nigel: Farnborough '64, would love to have seen your display! The best I can come up with is the footage (below) from '66 with Wessex fleetingly visible at 0:34 & 1:57.



Cigarette Copters ..

The Lord Dulverton (Michael Hamilton Wills) of Batsford Park, Moreton-in-Marsh, Gloucestershire (discussed previously in this thread) and the former owner of JetRangers G-AZAG and G-BAKS; was closely associated with Imperial Tobaccos who, through various channels were behind the sponsorship of a number of helicopters (and other aircraft) in the early 80's:


G-BBBM sporting Rothmans in 1980 at Biggin Hill


G-AYTF (the Dancer) wearing the John Player livery during the early 80's (DK at Elstree)


Noel Edmonds (through his manager) secured sponsorship from Philip Morris (owned by Imperial) until such time as Edmonds' association with cigarettes was no longer deemed tenable. (I think the complaints started rolling in from day one in fact - children's TV presenter promoting cigarettes etc.).

There may be more 'Cigarette Copters' out there and, if so, please do chip in.