The Rotary Nostalgia Thread
Thread Starter
In follow-up to Speedy's post:
More 214 ..
The original development of the Model 214 was announced by Bell in 1970 under the name "Huey Plus". The first prototype was based on a Bell 205 airframe equipped with a Lycoming T53-L-702 engine producing 1,900shp.
The first 214A demonstration prototype followed and was evaluated in Iran during field exercises with the Iranian Armed Forces. The trial was judged successful and an order for 287 214A helicopters followed. The intention was that these aircraft would be constructed by Bell in their Dallas, Fort Worth facility and that a further 50 214A's and 350 Bell 214ST helicopters would then be built in Iran. In the event 296 214A models and 39 214C models were delivered before the Iranian Revolution ended the plans for Iranian production.
Similar in size and appearance to the Bell 205 and Bell 212, the Bell 214 used a single, more powerful Lycoming LTC4B-8 engine 2,930shp/2,185kW and upgraded rotor system giving it a formidable lifting capacity and good performance at high temperatures and high altitudes. It can be identified by its single large exhaust port, wide chord rotor blades and a rotorhub without stabiliser bars.
Bell offered a civilian variant of this aircraft known as the 214B "BigLifter". It received certification in 1976 and was produced until 1981. Powered by a 2,930 shp/2,183kW Lycoming T5508D turboshaft, it has the same rotor drive and transmission system as the 214A. The transmission was rated at 2,050shp/1,528kW for take-off, with a maximum continuous power rating of 1,850shp/1,379kW. The BigLifter featured an advanced rotor hub with elastomeric bearings; an automatic flight control system with stability augmentation; and up-graded (for that time) avionics.
The first production Model 214A (c/n 27004) was taken in charge by the Iran Imperial Army Aviation (IIAA) on 26 April, 1975. Three days later, on 29 April, this aircraft, with Maj. Gen. Manouchehr Khosrowdad (Commander of the IIAA) and Clem Bailey (Bell's Assistant Chief Production Test Pilot) at the controls, established five new world records in the FAI Class E-1e.
The helicopter reached a maximum altitude of 9070m/29,757ft and sustained a horizontal altitude of 9010m/29,560ft for 30 seconds.
It also climbed to 3000m/9,842ft in 1min 58sec; to 6000m/19,685ft in 5min 13.2sec and to 9000m/29,527ft in 15min 05sec.
Some of the more than 300 214's delivered to the Imperial Army Aviation unit of Iran. Chooks also present (Photo: Meghdad Madadi)
Iranian Army 214's coming in to land
Iranian Army Bell 214A 6-4865 landing at Zahedan Airport on 9th June 2009 (Photo A. Mahgoli)
More 214 ..
The original development of the Model 214 was announced by Bell in 1970 under the name "Huey Plus". The first prototype was based on a Bell 205 airframe equipped with a Lycoming T53-L-702 engine producing 1,900shp.
The first 214A demonstration prototype followed and was evaluated in Iran during field exercises with the Iranian Armed Forces. The trial was judged successful and an order for 287 214A helicopters followed. The intention was that these aircraft would be constructed by Bell in their Dallas, Fort Worth facility and that a further 50 214A's and 350 Bell 214ST helicopters would then be built in Iran. In the event 296 214A models and 39 214C models were delivered before the Iranian Revolution ended the plans for Iranian production.
Similar in size and appearance to the Bell 205 and Bell 212, the Bell 214 used a single, more powerful Lycoming LTC4B-8 engine 2,930shp/2,185kW and upgraded rotor system giving it a formidable lifting capacity and good performance at high temperatures and high altitudes. It can be identified by its single large exhaust port, wide chord rotor blades and a rotorhub without stabiliser bars.
Bell offered a civilian variant of this aircraft known as the 214B "BigLifter". It received certification in 1976 and was produced until 1981. Powered by a 2,930 shp/2,183kW Lycoming T5508D turboshaft, it has the same rotor drive and transmission system as the 214A. The transmission was rated at 2,050shp/1,528kW for take-off, with a maximum continuous power rating of 1,850shp/1,379kW. The BigLifter featured an advanced rotor hub with elastomeric bearings; an automatic flight control system with stability augmentation; and up-graded (for that time) avionics.
The first production Model 214A (c/n 27004) was taken in charge by the Iran Imperial Army Aviation (IIAA) on 26 April, 1975. Three days later, on 29 April, this aircraft, with Maj. Gen. Manouchehr Khosrowdad (Commander of the IIAA) and Clem Bailey (Bell's Assistant Chief Production Test Pilot) at the controls, established five new world records in the FAI Class E-1e.
The helicopter reached a maximum altitude of 9070m/29,757ft and sustained a horizontal altitude of 9010m/29,560ft for 30 seconds.
It also climbed to 3000m/9,842ft in 1min 58sec; to 6000m/19,685ft in 5min 13.2sec and to 9000m/29,527ft in 15min 05sec.
Some of the more than 300 214's delivered to the Imperial Army Aviation unit of Iran. Chooks also present (Photo: Meghdad Madadi)
Iranian Army 214's coming in to land
Iranian Army Bell 214A 6-4865 landing at Zahedan Airport on 9th June 2009 (Photo A. Mahgoli)
Those are some impressive and rare photos you have managed to find, Sav. That ramp full to the brim with 214s and Chinooks is a sight to behold.
500 Fan.
500 Fan.
Last edited by 500 Fan; 11th Dec 2013 at 18:30.
That photo does not do the actual situation justice.
At Isfahan, the 214's were lined up in long lines side by side....hundreds of them.
The Iranians had a crew or two that spent their full day each day...pulling one after another out into the clear...running it up....and then putting it back into the stack.
They had far more aircraft than they did qualified Flight and Ground Crews to Man them.
Bell Helicopters had Fort Rucker East....all the IP's wore their sand colored Military Style Flight Suits, Ray Bans, flew empty aircraft all day, and bragged of their flying at night in the Kohrush Hotel Bar. Bristow crews came into the Bar looking less than spic and span, having been up in the mountains living at at higher elevations than the Bell guys flew. Was many a good fuss heard in that Bar....until most of us got banned from the place for being "Bristow".
At Isfahan, the 214's were lined up in long lines side by side....hundreds of them.
The Iranians had a crew or two that spent their full day each day...pulling one after another out into the clear...running it up....and then putting it back into the stack.
They had far more aircraft than they did qualified Flight and Ground Crews to Man them.
Bell Helicopters had Fort Rucker East....all the IP's wore their sand colored Military Style Flight Suits, Ray Bans, flew empty aircraft all day, and bragged of their flying at night in the Kohrush Hotel Bar. Bristow crews came into the Bar looking less than spic and span, having been up in the mountains living at at higher elevations than the Bell guys flew. Was many a good fuss heard in that Bar....until most of us got banned from the place for being "Bristow".
Thread Starter
I'm certain you are right SAS!
A fellow photo collector told me that there are images (presumably aerial) in which 200+ 214's are depicted!
Nearly 5,000fpm roc in the 'A' model. Must have been enjoyable to fly.
A sampling of 214's lined-up at Isfahan
A fellow photo collector told me that there are images (presumably aerial) in which 200+ 214's are depicted!
Nearly 5,000fpm roc in the 'A' model. Must have been enjoyable to fly.
A sampling of 214's lined-up at Isfahan
Thread Starter
Was going to ask if they ever had enough crew/ back up for such a huge fleet,
Newly recruited Iranian helicopter pilots during their initial training
At present they are confined to performing ground runs as a result of an instructor shortage!
additionally are they still flying today?
With such a large fleet they can't afford not to!We're talking about Iran and SAS is on-board .. but he hasn't mentioned Chooks once .. so .. this is for you SAS!
CH-47 Chinook of the Iranian Army Aviation unit
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Nearly 5,000fpm roc in the 'A' model. Must have been enjoyable to fly.
JD
The Chinook.....Queen of the Skies!
Thread Starter
It pleases me to introduce a new photographer to Nostalgia .. Tony Maris.
Tony served with the Fleet Air Arm from 1962-1971 where one of his assignments was aerial photography (mainly from helicopters). He also has a number of photos of helicopters and which he has kindly agreed to share with us.
Westland Wessex XS875 recovers a casualty from HMS Dark Gladiator (Photo: Tony Maris)
Westland Wasp XT434 overflying HMS Aurora (Photo: Tony Maris)
Our photographer .. Tony (Antonio!)
Tony served with the Fleet Air Arm from 1962-1971 where one of his assignments was aerial photography (mainly from helicopters). He also has a number of photos of helicopters and which he has kindly agreed to share with us.
Westland Wessex XS875 recovers a casualty from HMS Dark Gladiator (Photo: Tony Maris)
Westland Wasp XT434 overflying HMS Aurora (Photo: Tony Maris)
Our photographer .. Tony (Antonio!)
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Wessex XS875 ended its flying days on the SAR Flight on Ark Royal in September 1974 when it suffered an engine surge on take off, crashed on the port waist catapult bridle arrest ramp and fell into the sea when the tail broke off.
Wasp XT434 had a happier life and is still extant as G-CGGK.
Source: Lee Howard's book "Fleet Air Arm Helicopters Since 1943"
Wasp XT434 had a happier life and is still extant as G-CGGK.
Source: Lee Howard's book "Fleet Air Arm Helicopters Since 1943"
Note the undamaged blades, and the inflated flot bag!
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Ah, I stand corrected - re-reading Lee's book I misinterpreted what I saw. The direct quote is "crashed on port waist catapult bridle arrest ramp, tail broke off and fell into the sea".
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Memorabilia
I wonder how many others received this telegram back in 1976. I should explain that back in the summer of '76 Helikopter Service of Norway was desperate for pilots and hearing about the discontent that was manifest amongst the workforce in Aberdeen they began a recruiting initiative that saw a few move across later that year then a veritable flood of Bristow strikers found their way across the North Sea the following year. Anyone else get one of these?
Last edited by Geoffersincornwall; 20th Dec 2013 at 12:22.
I wish I had......History would be much different than it is!
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Here's a scan of a creased postcard from the mid 1970's showing a KLM S61, S58T and a Bo105 at Schipol East:
Last edited by CharlieOneSix; 23rd Dec 2013 at 16:14. Reason: Removed now irrelevant text
Here's an interesting one; just up the Junglie's alley.
I took a photo back about 1973 on Bulwark of a crab Harrier, and in the shot was a Steyr Puch Hafflinger which the junglies use as a tug for their Wessex V plus other odd things. There is an enthusiast chappy who is interested in all things to do with the RN Hafflingers and he has a website here.
The request is for any photos or anecdotes relating to these things:
I took a photo back about 1973 on Bulwark of a crab Harrier, and in the shot was a Steyr Puch Hafflinger which the junglies use as a tug for their Wessex V plus other odd things. There is an enthusiast chappy who is interested in all things to do with the RN Hafflingers and he has a website here.
The request is for any photos or anecdotes relating to these things:
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Here is a photo on Atlantic Conveyor 2 days before she was sunk.
All sizes | Onboard Atlantic Conveyor | Flickr - Photo Sharing!
Hope this works.
All sizes | Onboard Atlantic Conveyor | Flickr - Photo Sharing!
Hope this works.
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As you say, a very sad occasion. I was fortunate to cross deck the day before she sank. I gather that after, with all the claims for lost possessions, Atlantic Conveyor was so heavy she should have sunk before. I am just grateful I continued on Norland.