The Rotary Nostalgia Thread
Thread Starter
Osborn's Wessex
Nigel Osborn wrote: That Farnborough video reminded me of 1964 when 848 Squadron flew in the airshow with the Wessex 5.
However, 1964 was supposedly the year when two Wessex demonstrated their in-flight refuelling capability (below):
Presumably Nigel remembers seeing this demonstration?
Another Wessex from '64 would have been this Mk 5 at Yeovilton:
RN Wessex HU5 at Yeovilton air base on 25th May 1964 (Photo: Alex Christie)
Of the 848, just two images, one of which is likely to be of greater relevance to Nigel than the other:
Westland Wessex HU5 XT471 of 848 Squadron attached to HMS Bulwark visiting Edinburgh during the Summer of 1973 (Photo: Peter Nicholson)
Westland Wessex Mk 5 of 848's 'C' flight in Nanga Gaat in 1965
Some of the narrative associated with the above image reads: "On arrival in Singapore we disembarked for the RM barracks Sembawang and NAS Simbang where we prepared the helicopters for operations in the jungles of Borneo swapping the sand and green camouflage for the jungle green colouring that now denoted us a jungle bunnies.
After the period of preparation we once more embarked on the Albion and proceeded to Borneo. On arrival off Kuching 'B' and 'C' flights flew off to their respective areas of operation. We had now exchanged our Navy blue for the green uniforms of our Royal Marine brothers but we did not seem to convey the same outwardly appearance that the 'Bootniks' achieved and I suppose most of them were a little weary of 'Jack' with a rifle in his grasp.
'B' flight was to operate from our rear base at Sibu and 'C' flight was on its way up country to Nanga Gaat which was a few miles from the Indonesian border where the Gaat and barley rivers met. As we flew down the river it became apparent on just how much 845 Squadron had suffered whilst operating here. In the trees was a wreck of a Wessex 1, one of two that had collided as they approached the forward airbase. This was more compelling as Scouse Rothwell, a Naval Air Mechanic who had been in my class at Ganges and Condor had perished in the incident.
It was as it we had entered another world. We had all heard about the head hunters of Borneo but never in my wildest dreams did I ever imagine I would live amongst them. The Iban tribesmen were used by the British forces as border scouts and one of my first sightings of them was as they disembarked from one of the Wessex."
Another Wessex character from this period was W.H. Sear:
'Slim' Sear climbs aboard the Wessex
W.H. "Slim" Sear, OBE, AFRAes, was Chief test pilot of Westland Aircraft from 1952 until 1967. "Slim" Sear went to Westland after flying with the RAF and the Royal Navy and graduating from the ETPS and was responsible for the development and production flight testing of all the company's rotary-wing aircraft during his tenure. He played a prominent part in developing the all-weather and anti-submarine capabilities of the Wessex and was closely associated with the development of turbine types.
He was responsible for flight development on the Westminster which was, at that time, the UK's largest helicopter and, latterly, the anti-submarine Wessex Mk 3. He received an OBE in 1963 in recognition of his flight test work.
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Thread Starter
848 SQN
Following on from the mentionings relating to Nigel's Wessex days; Roi Wilson who was a senior pilot with 848 when they formed:
Capt. Roi 'Tug' Wilson ex-848 Sqn
"Wilson was already an experienced fixed-wing pilot when he converted to helicopters. He was not discouraged when engine failure forced him to ditch a Dragonfly in the Solent in March 1953.
He commanded the search-and-rescue flights in the carrier Eagle between 1953 and 1955, making nine aircrew rescues, most of them in the icy waters of the Denmark Strait.
The Royal Navy was quick to recognise the potential of the helicopter as a commando carrier, putting it to work in the Malayan conflict. From 1955 to 1957 Wilson was senior pilot of the newly-formed 848 naval air squadron, which flew the Whirlwind, ferrying troops deep into the jungle where they were taking on communist insurgents.
On one occasion he conducted a daring mountainside rescue of a critically-injured soldier by flying into a makeshift jungle clearing barely wide enough for the rotors and with no room to turn. Having hoisted up the casualty, he had to change from hover to horizontal flight while reversing out of the clearing in the fading light, drawing power at the limit of its performance from his machine.
The next morning, whilst flying over dense jungle, he again suffered engine failure, but successfully conducted an engine-off autorotation and managed to land in a tiny clearing, preserving both aircraft and crew.
For his conduct during these two incidents he was awarded the DFC.
Next, whilst serving on exchange with the US Marine Corps from 1957 to 1960, Wilson flight-tested a two-bladed Hiller helicopter, a type which had suffered a number of unexplained fatal crashes after the rotor hub had snapped off. He survived, and his work helped explain the potentially fatal consequences of zero gravity manoeuvres in helicopters.
Wilson volunteered for the Navy as a naval airman 2nd Class in 1941, learning to fly at Kingston, Ontario. By 1943 he was employed ferrying aircraft over North Africa, and on September 23 – while flying a Supermarine Walrus amphibian from Nairobi to Alexandria – his undercarriage collapsed on landing at Juba, Sudan. The aircraft was badly damaged, and Wilson enjoyed his first near-fatal incident.
On December 18 1950 Wilson suffered yet another engine failure in his Fairey Firefly of 812 naval air squadron, having to ditch in rough seas eight miles east of Comino Island, Malta. Caught by his straps, Wilson sank with the aircraft but managed to cut himself free; he shot to the surface, injured and minus his one-man dinghy. His observer, Lieutenant James Hawker, was already in his, and Wilson climbed in with him. Both men were rescued after a two-hour search by the submarine Tabard.
From 1966 to 1968 Wilson was commander (air) in the carrier Albion, involved in the withdrawal from Aden and in the Confrontation to prevent the Indonesian takeover of Borneo. In 1971 he became Chief of Staff to Commander British Forces Malta during the withdrawal from the island. In 1974 he was appointed CBE.
His last appointment was as Captain of the Royal Naval College, Greenwich. As director of the lieutenants' course, one of his students was the Prince of Wales.
In a flying career spanning 64 years, he flew 3,000 hours on more than 40 aircraft types in the Fleet Air Arm. He flew a total of 6,000 hours from his first solo in a Miles Master in 1941 to his last logbook entry in 2005, when he piloted an Enstrom helicopter."
(Excerpts from Wilson's obituary in the Telegraph)
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Capt. Roi 'Tug' Wilson ex-848 Sqn
"Wilson was already an experienced fixed-wing pilot when he converted to helicopters. He was not discouraged when engine failure forced him to ditch a Dragonfly in the Solent in March 1953.
He commanded the search-and-rescue flights in the carrier Eagle between 1953 and 1955, making nine aircrew rescues, most of them in the icy waters of the Denmark Strait.
The Royal Navy was quick to recognise the potential of the helicopter as a commando carrier, putting it to work in the Malayan conflict. From 1955 to 1957 Wilson was senior pilot of the newly-formed 848 naval air squadron, which flew the Whirlwind, ferrying troops deep into the jungle where they were taking on communist insurgents.
On one occasion he conducted a daring mountainside rescue of a critically-injured soldier by flying into a makeshift jungle clearing barely wide enough for the rotors and with no room to turn. Having hoisted up the casualty, he had to change from hover to horizontal flight while reversing out of the clearing in the fading light, drawing power at the limit of its performance from his machine.
The next morning, whilst flying over dense jungle, he again suffered engine failure, but successfully conducted an engine-off autorotation and managed to land in a tiny clearing, preserving both aircraft and crew.
For his conduct during these two incidents he was awarded the DFC.
Next, whilst serving on exchange with the US Marine Corps from 1957 to 1960, Wilson flight-tested a two-bladed Hiller helicopter, a type which had suffered a number of unexplained fatal crashes after the rotor hub had snapped off. He survived, and his work helped explain the potentially fatal consequences of zero gravity manoeuvres in helicopters.
Wilson volunteered for the Navy as a naval airman 2nd Class in 1941, learning to fly at Kingston, Ontario. By 1943 he was employed ferrying aircraft over North Africa, and on September 23 – while flying a Supermarine Walrus amphibian from Nairobi to Alexandria – his undercarriage collapsed on landing at Juba, Sudan. The aircraft was badly damaged, and Wilson enjoyed his first near-fatal incident.
On December 18 1950 Wilson suffered yet another engine failure in his Fairey Firefly of 812 naval air squadron, having to ditch in rough seas eight miles east of Comino Island, Malta. Caught by his straps, Wilson sank with the aircraft but managed to cut himself free; he shot to the surface, injured and minus his one-man dinghy. His observer, Lieutenant James Hawker, was already in his, and Wilson climbed in with him. Both men were rescued after a two-hour search by the submarine Tabard.
From 1966 to 1968 Wilson was commander (air) in the carrier Albion, involved in the withdrawal from Aden and in the Confrontation to prevent the Indonesian takeover of Borneo. In 1971 he became Chief of Staff to Commander British Forces Malta during the withdrawal from the island. In 1974 he was appointed CBE.
His last appointment was as Captain of the Royal Naval College, Greenwich. As director of the lieutenants' course, one of his students was the Prince of Wales.
In a flying career spanning 64 years, he flew 3,000 hours on more than 40 aircraft types in the Fleet Air Arm. He flew a total of 6,000 hours from his first solo in a Miles Master in 1941 to his last logbook entry in 2005, when he piloted an Enstrom helicopter."
(Excerpts from Wilson's obituary in the Telegraph)
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Thread Starter
The Kenyon Files:
Yes I heard about that! Perhaps your signwriter was suffering from dyslexia or something because on The Dancer he managed to paint another 'typo' this time Skyliine (with two ii's too!) and yes .. I didn't notice it until The Clarke had me standing directly in front it specifically quizzing me as to whether I noticed anything unusual and to which my initial reply was - no! "The mind sees .." and all that! I think Antonio's response was "bloody useless" or words to that effect, lol!
Dennisimo, you've enquired a couple of times about this. Would it be worth quizzing old man Spooner as to its whereabouts? Sincerely speaking I'm not sure where to begin on this one. Do you recall who the artist was?
More Kenyon-copters:
G-BBPO would have been another Kenyon-copter; bought by Spooner in 1973 she moved up to Wigan's world (Glasgow) where she flew for Airgo for about a year. After a couple of years back with Spooner she was sold to one of Dennis' longstanding clients, Flair Soft Drinks who, from my count, must have bought something in the order of a half dozen aircraft from the Maestro!
Enstrom F-28A G-BBPO at Shoreham in December 1980 (Photo: Keith Sowter)
lemonchiffon
Dennis wrote: My Skyline engineering division re-built her for AOC work until she was sold. Note the famous G-WIIZZ registration on one side which few spotted, apparently not even you for a while!
Does anyone have a pic of the cartoon painted and displayed inside the Spoonair tent at the Cranfield show. The cartoon featured myself as a uniformed CP with a dozen rings and wings, my boss Roy Spooner with loads of pound notes tumbling from his pocket, and our Chief Engineer Bob Myatt dangling beneath a 1920 type helicopter spannering up the 'Jesus nuts' all while airborne.
More Kenyon-copters:
G-BBPO would have been another Kenyon-copter; bought by Spooner in 1973 she moved up to Wigan's world (Glasgow) where she flew for Airgo for about a year. After a couple of years back with Spooner she was sold to one of Dennis' longstanding clients, Flair Soft Drinks who, from my count, must have bought something in the order of a half dozen aircraft from the Maestro!
Enstrom F-28A G-BBPO at Shoreham in December 1980 (Photo: Keith Sowter)
lemonchiffon
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Max roll rate,
I was a fixed wing instructor at Oxford between 1986 and 1988, Hugh used to give me the odd flight in the helicopters as he knew I was very interested in them, I well remember him teaching me to hover a Jetranger before putting it away for the night. In return I revalidated his fixed wing licence.
I'm afraid to say that I'm fairly sure he was killed some years back in a Jetranger crash whilst lifting from a confined area at the owners house. The Jetranger belonged to European Aviation.
I was a fixed wing instructor at Oxford between 1986 and 1988, Hugh used to give me the odd flight in the helicopters as he knew I was very interested in them, I well remember him teaching me to hover a Jetranger before putting it away for the night. In return I revalidated his fixed wing licence.
I'm afraid to say that I'm fairly sure he was killed some years back in a Jetranger crash whilst lifting from a confined area at the owners house. The Jetranger belonged to European Aviation.
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Hi Jetranger111
Yes I thought that was the case with Hugh , real shame as you say he was a top chap , so were you on the commercial side or with the GAC at Oxford? .
Just looking at the pics of the enstrom and wondered if any of the Oxford ones are still about , I remember G-BBPN and G-BBXO but I’m sure there was at least one more on the fleet ,
After the Enstrom’s came a few R22 ‘s G-RACH is the only one that springs to mind.
and then a long list of SCHWEIZER 269C they broke a few of those in my time
but no one ever got badly hurt an extremely strong helicopter .
I will try and dig out any pictures’ I can find from my dad’s albums and post them at a later date
Regards Chris
Yes I thought that was the case with Hugh , real shame as you say he was a top chap , so were you on the commercial side or with the GAC at Oxford? .
Just looking at the pics of the enstrom and wondered if any of the Oxford ones are still about , I remember G-BBPN and G-BBXO but I’m sure there was at least one more on the fleet ,
After the Enstrom’s came a few R22 ‘s G-RACH is the only one that springs to mind.
and then a long list of SCHWEIZER 269C they broke a few of those in my time
but no one ever got badly hurt an extremely strong helicopter .
I will try and dig out any pictures’ I can find from my dad’s albums and post them at a later date
Regards Chris
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Wessex at Edinburgh
Just a couple of minor corrections to the caption for Westland Wessex HU5 XT471 visiting Edinburgh during the Summer of 1973 (Photo: Peter Nicholson).
The a/c was with 846 Squadron not 848 Squadron, note the crest behind the cockpit. Secondly 846 Squadron wasn't attached to HMS Bulwark at that date.
In May 1972, the squadron was relocated to RNAS Yeovilton as the Wessex Headquarters and Trials Squadron (hence the "VF" on the fuselage side). It was only in February 1979 that the squadron was deployed aboard the commando carrier HMS Bulwark.
The a/c was with 846 Squadron not 848 Squadron, note the crest behind the cockpit. Secondly 846 Squadron wasn't attached to HMS Bulwark at that date.
In May 1972, the squadron was relocated to RNAS Yeovilton as the Wessex Headquarters and Trials Squadron (hence the "VF" on the fuselage side). It was only in February 1979 that the squadron was deployed aboard the commando carrier HMS Bulwark.
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I looked up the details of the crash in which Hugh Cahoon was killed.
The JetRanger was G-BFJW of European Aviation and the crash was on 16 Dec 1996 at Parkway, Herefordshire, details as follows:
On take off in poor visibility, a/c drifted backwards from hover, main rotor struck tree & separated. A/c destroyed. 3 fatalities.
AAIB Field investigation: The helicopter was seen to climb in the hover to a height of about 20 ft. It then moved slowly backwards and upwards until one of the main rotor blades hit a tree. The force of this collision caused the rotor to detach itself and the helicopter was turned and thrown rearwards. The helicopter was flown in a controlled manner up to the time of the accident and the pilot had commenced a transition to forward flight by tilting the rotor disc forwards. Apparently, this was not done sufficiently to prevent the helicopter drifting backwards until it hit the trees. It was a dark night with considerable cloud cover and the lights of the adjacent house would at that time have been positioned below the helicopter and on the side away from the pilot and therefore out of his field of view. The effect of such a lack of visual clues would be to exacerbate the difficulty the pilot would have had in appreciating the rearward drift of the helicopter, possibly caused by the wind, in what was a very confined area. Safety Recommendation 97-22 made regarding minimum safety standards for corporate operators.
The JetRanger was G-BFJW of European Aviation and the crash was on 16 Dec 1996 at Parkway, Herefordshire, details as follows:
On take off in poor visibility, a/c drifted backwards from hover, main rotor struck tree & separated. A/c destroyed. 3 fatalities.
AAIB Field investigation: The helicopter was seen to climb in the hover to a height of about 20 ft. It then moved slowly backwards and upwards until one of the main rotor blades hit a tree. The force of this collision caused the rotor to detach itself and the helicopter was turned and thrown rearwards. The helicopter was flown in a controlled manner up to the time of the accident and the pilot had commenced a transition to forward flight by tilting the rotor disc forwards. Apparently, this was not done sufficiently to prevent the helicopter drifting backwards until it hit the trees. It was a dark night with considerable cloud cover and the lights of the adjacent house would at that time have been positioned below the helicopter and on the side away from the pilot and therefore out of his field of view. The effect of such a lack of visual clues would be to exacerbate the difficulty the pilot would have had in appreciating the rearward drift of the helicopter, possibly caused by the wind, in what was a very confined area. Safety Recommendation 97-22 made regarding minimum safety standards for corporate operators.
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Also from Lee Howard's excellent new book "Fleet Air Arm Helicopters since 1943", XT471 was allocated to 848 in May 1971 with side letters VF/A when on Albion and VF/B when on Bulwark. There were several incidents whilst on 848 from that time until XT471 was allocated to RNAY Fleetlands on 17/12/75 including damage to blade folding mechanism on Albion on 5/8/71 and a starboard engine failure on deck of Bulwark on 7/6/73. So this helo was definitely allocated to 848 on Bulwark in summer 1973 as indicated in the text alongside the photo taken on 24/7/73 in Savoia's post #835.
XT471 was reallocated to 848 in June 1982 for the Falklands conflict and after that went to various other units before dumped at Dishforth by June 1994. There is no record of the airframe ever being allocated to 846 Squadron.
Last edited by CharlieOneSix; 17th Aug 2011 at 13:19.
Twyford Moors
My daddy worked for them before joining Bristow about 1968-69 I believe flying a H269A. No other info I'm afraid 
Ref above, anybody else have anything moors on them?
Ref above, anybody else have anything moors on them?
Last edited by griffothefog; 22nd Aug 2011 at 04:33.
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G-BBPO Etc
Hi Savoia,
Apologies for the absence (but even we 'olduns' still have to work now & then) ... The artist who dreamed up the DRK/Roy Spooner/Bob Myatt cartoon was the inimitable Wreford Fisher of Embassy Aviation, Sandown. A lovely character and a fine cartoonist.
Now G-BBPO (Serial No 176 - I'm an anorak at heart!) was sold by our sales division no less than six times. Graham Miller of the LONS country club, Derek Chandler of Flair Air, then Airgo up at Edinburgh, later Guy Moreton who farmed in potatoes, (hope you are well guy) and next a couple my brain wont recall. Oddly the heli was crashed on its original delivery flight when the engine quit on take off after a rainy night out with water in the fuel. The pilot reported that on the EOL landing run a small helicopter overtook him. (the T/R assembly!)
PO was originally fitted with Air Cruiser floats, hence the pitot tube above the nose ... in fact I was flying her just a couple of months ago at Shoreham training the owner's 16 year old son. I also flew her in the the 2008 WHC 'freestyle' event at Eisenach in Germany, but not having the turbo I didn't put on much of a show.
In the 1970s, we sold CSE ... and the two 'Lordships' - Iveagh and Waterpark, no less than six Enstrom 28A models. Registrations from my log book on request. And by the way the CSE school put 5,000 hours on G-BBXO ! Earlier the school had used the B2 Brantley until one shed a blade in the hover with Graham Meyrick on board who was sadly lost. Cy Rose's (he of Enstrom G-BAWI) son Greg was on board at the time and happily unhurt.
Oh such happy days days ... am I getting too old! But to perk myself up, I'm still displaying and scheduled to perform at Duxford Heli-Tech next month, probably the Sikorsky/Schweizer 269C, G-BWAV. Maybe an Enstrom 480.
Keep the 'nostalgia' stories coming lads. Dennis Kenyon.
Apologies for the absence (but even we 'olduns' still have to work now & then) ... The artist who dreamed up the DRK/Roy Spooner/Bob Myatt cartoon was the inimitable Wreford Fisher of Embassy Aviation, Sandown. A lovely character and a fine cartoonist.
Now G-BBPO (Serial No 176 - I'm an anorak at heart!) was sold by our sales division no less than six times. Graham Miller of the LONS country club, Derek Chandler of Flair Air, then Airgo up at Edinburgh, later Guy Moreton who farmed in potatoes, (hope you are well guy) and next a couple my brain wont recall. Oddly the heli was crashed on its original delivery flight when the engine quit on take off after a rainy night out with water in the fuel. The pilot reported that on the EOL landing run a small helicopter overtook him. (the T/R assembly!)
PO was originally fitted with Air Cruiser floats, hence the pitot tube above the nose ... in fact I was flying her just a couple of months ago at Shoreham training the owner's 16 year old son. I also flew her in the the 2008 WHC 'freestyle' event at Eisenach in Germany, but not having the turbo I didn't put on much of a show.
In the 1970s, we sold CSE ... and the two 'Lordships' - Iveagh and Waterpark, no less than six Enstrom 28A models. Registrations from my log book on request. And by the way the CSE school put 5,000 hours on G-BBXO ! Earlier the school had used the B2 Brantley until one shed a blade in the hover with Graham Meyrick on board who was sadly lost. Cy Rose's (he of Enstrom G-BAWI) son Greg was on board at the time and happily unhurt.
Oh such happy days days ... am I getting too old! But to perk myself up, I'm still displaying and scheduled to perform at Duxford Heli-Tech next month, probably the Sikorsky/Schweizer 269C, G-BWAV. Maybe an Enstrom 480.
Keep the 'nostalgia' stories coming lads. Dennis Kenyon.
Thread Starter
Yes indeed Nigel. I received a PM just yesterday from a well-known Rotorhead urging me to keep-up posting on the Nostalgia Thread so there's still a keen desire from some to continue reminiscing!
I've no objection to continue dropping images and notes from times past but I am mindful that there are Rotorheads who possess interesting images which remain stashed away in attics, cellars, log books and all manner of dubious locations! It would be great if some of those to whom this applies could make the effort to retrieve them, get them scanned and posted onto PPRuNe - for the sake of posterity!
If its too much like hard work then may I recommend the exploitation of your children or grandchildren for this purpose remembering always .. that this is for a good cause!
Finally, there are numerous drivers and mechanics reading PPRuNe who possess a mental library full of amusing, engaging and oft times humorous anecdotes from their aviation career. It could be your former CO performing a 'blooper', a CP trying to start-up with the tie-downs on or some entertaining story about the shenanigans of various clients and owners etc.
I've relayed a number of such incidents relating mainly to my godfather but I know there's a veritable ocean of additional information and stories out there so, please, nostalgia readers, dip in and tell us your experiences whether grand or modest!
A message from Maggs:
I've no objection to continue dropping images and notes from times past but I am mindful that there are Rotorheads who possess interesting images which remain stashed away in attics, cellars, log books and all manner of dubious locations! It would be great if some of those to whom this applies could make the effort to retrieve them, get them scanned and posted onto PPRuNe - for the sake of posterity!
If its too much like hard work then may I recommend the exploitation of your children or grandchildren for this purpose remembering always .. that this is for a good cause!
Finally, there are numerous drivers and mechanics reading PPRuNe who possess a mental library full of amusing, engaging and oft times humorous anecdotes from their aviation career. It could be your former CO performing a 'blooper', a CP trying to start-up with the tie-downs on or some entertaining story about the shenanigans of various clients and owners etc.
I've relayed a number of such incidents relating mainly to my godfather but I know there's a veritable ocean of additional information and stories out there so, please, nostalgia readers, dip in and tell us your experiences whether grand or modest!
A message from Maggs:
My Dear PPRuNes:
I'm with Savoia on this one. Those of you with memorabilia from your rotary days really should allow the next generation to benefit from your wealth of experience, not only from an operational point of view but also in your humour and indulgences.
I very much enjoy reading the Rotorheads pages although I remain perturbed by Britain's inability to lead the field in this industry. I never wanted Alan to sell-off his interests in Bristow but to keep it among a consortium of exclusively British owners - now look where it is! Most disappointing.
Nevertheless, there's always this forum to reflect upon Britain's (and other nations) rotary triumphs and either myself or my son Mark (who knows the Kenyon well) will be keeping an eye on your ramblings.
Best of luck,
Maggs
Maggs & Co. with one of Alan's 76's on 30th May 1987
I'm with Savoia on this one. Those of you with memorabilia from your rotary days really should allow the next generation to benefit from your wealth of experience, not only from an operational point of view but also in your humour and indulgences.
I very much enjoy reading the Rotorheads pages although I remain perturbed by Britain's inability to lead the field in this industry. I never wanted Alan to sell-off his interests in Bristow but to keep it among a consortium of exclusively British owners - now look where it is! Most disappointing.
Nevertheless, there's always this forum to reflect upon Britain's (and other nations) rotary triumphs and either myself or my son Mark (who knows the Kenyon well) will be keeping an eye on your ramblings.
Best of luck,
Maggs
Maggs & Co. with one of Alan's 76's on 30th May 1987
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Magg's delight.
Well well ... now we COFs have the blessing and a green light from past 'Royalty' ... I'd better dig out the log books and post some of my dafter pics. Any one want to see me in 1970s flairs, posing masterfully astride Enstrom's Air Cruiser floats while sinking slowly into Brighton's marina? And there's more! Dennis Kenyon.
Sunday Express Bell 206B
Does anyone remember the Bell 206 used by the Sunday Express flown by ex SK pilot who supposedly challenged a Tonka crew to climb to 10,000 ft and supposedly beat them in his yellow bird?? 
My very first ride in a chopper which inspired me to be what i do to this day...back in summer 93 at North Weald Airshow
My very first ride in a chopper which inspired me to be what i do to this day...back in summer 93 at North Weald Airshow
Thread Starter
Ahh .. 'Bravo Mike'!
G-BBBM was a Bell-built 206B (1973 model) and was one of Ferranti's managed aircraft. The records have the owner as 'Firstcliff Ltd' but what I remember is the name 'Bob Woods' who, I assume was the registered owner of Firstcliff. Bob was one of the clients for whom my godfather continued to provide helicopter services after the demise of Ferranti and as a result I got to meet him, on several occasions, one of which was a trip to Cheltenham to bet on the gee gees.
As mentioned many times, both here on Nostalgia and on the Ferranti thread, my godfather had names for everything and everyone (you would have to have known him to understand) and 'BM' was the 'Brave Brave Black Man' and which used to be communicated in the Colonel's best African accent (if there is such a thing). I have no clue as to how he came up with that name but that is how I always remember him referring to this craft.
From being managed by Ferranti she was sold to Manfred Mann and then to Carl Beaman's show at Battersea later being bought by the Express in 1989. She was finally sold to Belgium in 1996.
G-BBBM was a Bell-built 206B (1973 model) and was one of Ferranti's managed aircraft. The records have the owner as 'Firstcliff Ltd' but what I remember is the name 'Bob Woods' who, I assume was the registered owner of Firstcliff. Bob was one of the clients for whom my godfather continued to provide helicopter services after the demise of Ferranti and as a result I got to meet him, on several occasions, one of which was a trip to Cheltenham to bet on the gee gees.
As mentioned many times, both here on Nostalgia and on the Ferranti thread, my godfather had names for everything and everyone (you would have to have known him to understand) and 'BM' was the 'Brave Brave Black Man' and which used to be communicated in the Colonel's best African accent (if there is such a thing). I have no clue as to how he came up with that name but that is how I always remember him referring to this craft.
From being managed by Ferranti she was sold to Manfred Mann and then to Carl Beaman's show at Battersea later being bought by the Express in 1989. She was finally sold to Belgium in 1996.
Thread Starter
An Italian in Glasgow and another Aussie Sycamore!
In 1958 this Italian Air Force Agusta-Bell 47J Ranger MM80131 was seconded to Agusta for the purpose of a sales tour of the UK. Among her various stops was Glasgow's Renfrew Airport where this photo was taken on 10th April. Agusta were conducting a demonstration for BEA but that's about all I know. Any further info greatly welcome. (Photo: Iain MacKay)
On page 41 there are some images of Aussie Sycamores and this is an addition to that collection. Capt HM Burrell RAN (right) with aircrew on board the aircraft carrier HMAS Vengeance c. 1954
Thread Starter
This image just in today from the acclaimed black and white collection of RA Scholefield and which I simply couldn't resist posting ..
Sud Aviation SA 321F Super Frelon F-BMHC attending the Paris Air Salon at Le Bourget on 3rd June 1967 (Photo: RA Scholefield)
Developed from the initial SE-3200 Frelon testbed this triple-engine design first flew on 7th December 1962 as was one of the largest Western helicopters of its day. On 23rd July 1963 a Super Frelon broke the FAI helicopter world speed record achieving a speed of 217.7 mph.
The Super Frelon enjoyed elements of international collaboration with the design of its six-bladed main rotor and five-bladed tail rotor being outsourced to America's Sikorsky Aircraft and its main transmission being designed by Itlay's Fiat SpA. But, this was typical of Sud Aviation's forward-thinking approach to aviation. The company was, in my view, one of France's greatest 'modern' aircraft developers who gave us the likes of the Caravelle and Concorde. Other Sud-inspired rotorcraft include the Alouette family, Gazelle and Puma.
The Frelon still flies-on of course in the form of the Chinese Z8.
Sud Aviation SA 321F Super Frelon F-BMHC attending the Paris Air Salon at Le Bourget on 3rd June 1967 (Photo: RA Scholefield)
Developed from the initial SE-3200 Frelon testbed this triple-engine design first flew on 7th December 1962 as was one of the largest Western helicopters of its day. On 23rd July 1963 a Super Frelon broke the FAI helicopter world speed record achieving a speed of 217.7 mph.
The Super Frelon enjoyed elements of international collaboration with the design of its six-bladed main rotor and five-bladed tail rotor being outsourced to America's Sikorsky Aircraft and its main transmission being designed by Itlay's Fiat SpA. But, this was typical of Sud Aviation's forward-thinking approach to aviation. The company was, in my view, one of France's greatest 'modern' aircraft developers who gave us the likes of the Caravelle and Concorde. Other Sud-inspired rotorcraft include the Alouette family, Gazelle and Puma.
The Frelon still flies-on of course in the form of the Chinese Z8.