50 Years of the Fabulous 500.
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500s.
Ah thanks Eric ... yes the cogs are turning better after a sherry or two. Now I recall the Gee Oh bit!
Mike was surely involved with the March guys ... as was Mike Smith and Archie McKenzie. Hence the March name. BW. Dennis K.
Mike was surely involved with the March guys ... as was Mike Smith and Archie McKenzie. Hence the March name. BW. Dennis K.
Fijdor: More great shots! 
This same cargo pod was fitted to many of the Hughes 500's operating in Brazil in the early 80's.
Did you ever hear about a detachment of aircraft (500's and a 205) which were sent by Viking to East Africa, Madagascar and Tanzania, probably '79 or '80? I think all the craft were still painted-up in black and yellow?
In 1978 Viking Helicopters of Canada ordered 12 'D' models. They already operated a number of 'C' models
Fijdor - did you ever hear of a firm called Rotor-Ways Helicopters? Either way here is one of their 500's fitted with the same cargo pod. (I think they may have become Provincial Helicopters, not sure):
Rotor-Ways Hughes 500D C-GTNM at Lake Giraffe in Manitoba, Canada
Oh .. and I was lucky enough to find a photo of Fijdor taking a nap between sorties!
Viking Hughes 500D (and pilot) resting between sorties
This same cargo pod was fitted to many of the Hughes 500's operating in Brazil in the early 80's.Did you ever hear about a detachment of aircraft (500's and a 205) which were sent by Viking to East Africa, Madagascar and Tanzania, probably '79 or '80? I think all the craft were still painted-up in black and yellow?
In 1978 Viking Helicopters of Canada ordered 12 'D' models. They already operated a number of 'C' models
Fijdor - did you ever hear of a firm called Rotor-Ways Helicopters? Either way here is one of their 500's fitted with the same cargo pod. (I think they may have become Provincial Helicopters, not sure):
Rotor-Ways Hughes 500D C-GTNM at Lake Giraffe in Manitoba, Canada
Oh .. and I was lucky enough to find a photo of Fijdor taking a nap between sorties!
Viking Hughes 500D (and pilot) resting between sorties
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Yes I have heard of 500's going to Africa but never heard of 205's. I was asked at the time to go but refused, had no interest. if I recall it was in Gabon and the job was to spray some chemicals in the water or something like that, some of my friends went.
Never heard of Rotor-ways Heli but I do know about Provincial Heli, they bought a B205 2 years ago from the Company I am working for now.
Here are 2 more pics 1) is to show the hole in the pod for the cargo hook, not me flying but still we were young and athletic back then
The other one is in winter 1988, that 500 is going back home on a flat bed truck. The back end was destroying itself in flight, the drive-shaft damper (something like that) in the tailboom broke and the drive-shaft was bouncing up and down and hitting everything that could be hit in the tailboom. Scary sounds and vibrations. The Company was called Nordic Helicopters, not in business anymore
JD
Forgot, I prefer the Bell Hotel, simply more comfy.
Never heard of Rotor-ways Heli but I do know about Provincial Heli, they bought a B205 2 years ago from the Company I am working for now.
Here are 2 more pics 1) is to show the hole in the pod for the cargo hook, not me flying but still we were young and athletic back then
The other one is in winter 1988, that 500 is going back home on a flat bed truck. The back end was destroying itself in flight, the drive-shaft damper (something like that) in the tailboom broke and the drive-shaft was bouncing up and down and hitting everything that could be hit in the tailboom. Scary sounds and vibrations. The Company was called Nordic Helicopters, not in business anymore
JD
Forgot, I prefer the Bell Hotel, simply more comfy.
Last edited by fijdor; 23rd Oct 2013 at 15:45.
Dont think so Dennis. I think Mike and Archie bought the assets of Sloane from Mike Hughes
and then set up March Helicopters. Sloane Aviation on the Friday, March Helicopters on the Monday. A seamless transition.
I think Mike and Archie were employed by Sloane, obviously they both worked there. but I am not 100% sure about that.,
and then set up March Helicopters. Sloane Aviation on the Friday, March Helicopters on the Monday. A seamless transition.
I think Mike and Archie were employed by Sloane, obviously they both worked there. but I am not 100% sure about that.,
Last edited by ericferret; 24th Oct 2013 at 10:58.
Wiggins61: Thank you for posting the link to the article on John Schultz.
Leanne Schmidt (the interviewer) refers to an extensive collection of photos and I was thinking how wonderful it would be if a member of his family could scan some of these and put them online as an ongoing tribute to John's life and career. I am sure there are many who would find such memorabilia of interest.
There was a thread posted (by PPRuNer Albatross) at the time of John's passing (see below).
http://www.pprune.org/where-they-now...er-pilots.html
Leanne Schmidt (the interviewer) refers to an extensive collection of photos and I was thinking how wonderful it would be if a member of his family could scan some of these and put them online as an ongoing tribute to John's life and career. I am sure there are many who would find such memorabilia of interest.
There was a thread posted (by PPRuNer Albatross) at the time of John's passing (see below).
http://www.pprune.org/where-they-now...er-pilots.html
Surely David George was in at the beginning of Sloane .....and of course still is....ahh memories. I first met him at Sywell flogging Hillers in a sheep or was it goat skin coat and long hair !
ps: For purposes of discretion and by reason of his initials, I usually refer to the said flyer as Dolce & Gabbana!
Scusa Davide!
I am sure David George was involved with Sloane Aviation in the Hiller days. There is a nice story a friend of mine tells about trying to get the loan of a million pounds from David for a couple of weeks as he was sure David wouldn't miss a bit of interest on the money!!!!!
I thought David had dropped out of Sloane Aviation by the early 80's, but then formed Sloane Helicopters for the Robinson distributorship. Since then then two brands appear to have been reunited.
I thought David had dropped out of Sloane Aviation by the early 80's, but then formed Sloane Helicopters for the Robinson distributorship. Since then then two brands appear to have been reunited.
Hi Sav. It was indeed a nice day for a bit of flying, at least until the afternoon rain rolled in!
As regards the helicopter that did a little roof-top shopping in Athlone a few years ago, that was the similarly-registered N239MW, a Hughes 500C (C-20 engined). I was a passenger in N239MW whilst closely following N239MY one day a few years ago. Much confusion ensued with the controller at Baldonnel as he received calls from both ships from similar locations!
500 Fan.
As regards the helicopter that did a little roof-top shopping in Athlone a few years ago, that was the similarly-registered N239MW, a Hughes 500C (C-20 engined). I was a passenger in N239MW whilst closely following N239MY one day a few years ago. Much confusion ensued with the controller at Baldonnel as he received calls from both ships from similar locations!
500 Fan.
This wee Cutie is living up near Blackpool.....next to Huey 509!
500 fan
Be careful with that OH6 they are banned from flying in UK and possibly European airspace. The OH6 at Blackpool was grounded after 2 months as it didn't have a C of A. It now has a permit to fly only in UK airspace. I know for a fact the any other flying in UK airspace would be grounded by our CAA !!!!!
Be careful with that OH6 they are banned from flying in UK and possibly European airspace. The OH6 at Blackpool was grounded after 2 months as it didn't have a C of A. It now has a permit to fly only in UK airspace. I know for a fact the any other flying in UK airspace would be grounded by our CAA !!!!!
The CAA does have some very odd rules and policies.
Sas
It took us 2 years of arguing with UK caa to convince them it was a mil version of a 500.
Needed to have all safety data for the 1400 made . US army gave us info 844 crashed in Vietnam CAA turned round and said no obviously unsafe., even when pointed out they were shot down !!!!
It took us 2 years of arguing with UK caa to convince them it was a mil version of a 500.
Needed to have all safety data for the 1400 made . US army gave us info 844 crashed in Vietnam CAA turned round and said no obviously unsafe., even when pointed out they were shot down !!!!
"844 Loaches crashed in Vietnam? "
Read this book by Hugh Mills... you can see why.
Great read BTW.
Low Level Hell: A Scout Pilot in the Big Red One by Hugh L. Mills Jr. | NOOK Book (eBook), Paperback | Barnes & Noble
The Kiwi's crashed a few 500's in the deer recovery days too apparently....
Read this book by Hugh Mills... you can see why.
Great read BTW.
Low Level Hell: A Scout Pilot in the Big Red One by Hugh L. Mills Jr. | NOOK Book (eBook), Paperback | Barnes & Noble
The Kiwi's crashed a few 500's in the deer recovery days too apparently....
Hughes500, are the Confederation Against Aviation actually that thick?
Of the total number of OH-6As lost in Viet Nam, 654 were lost due to hostile fire while 293 are listed as operational losses. Compare that with the ratio for the Huey, 1,211 versus 1,379, and, combined with the OH-6A's higher rate of availability, the Loach looks like a very safe aircraft indeed. Did the CAA not realise that the Hughes 500 and Hughes 500C is nothing more than a civilian OH-6A and they were happy to certify those two helicopters? The LOH contract also made it a requirement that the OH-6A be FAA-certified from the very start.
500 Fan.
Of the total number of OH-6As lost in Viet Nam, 654 were lost due to hostile fire while 293 are listed as operational losses. Compare that with the ratio for the Huey, 1,211 versus 1,379, and, combined with the OH-6A's higher rate of availability, the Loach looks like a very safe aircraft indeed. Did the CAA not realise that the Hughes 500 and Hughes 500C is nothing more than a civilian OH-6A and they were happy to certify those two helicopters? The LOH contract also made it a requirement that the OH-6A be FAA-certified from the very start.
500 Fan.
500N,
That is exactly the position the CAA took.....no OH-6A had ever flown in UK Airspace and is not a Hughes 500C.
It took more than Two and a Half Year long effort to gain acceptance of the OH-6A by the CAA.....and only after the US Army had done a very involved bit of research and compilation of its own historical data and providing that to the Owner for his use....did the CAA deem the Aircraft acceptable for flight in the UK. The US Army was very helpful and did all that at no cost to the Owner as they fully support what he doing with his Huey and the Loach. They want to see those Vintage Aircraft up and flying instead of mounted on a Pole somewhere.
It is not so much the CAA being mean spirited.....but more about obeying their rules and policies which to the not knowing come across as being simply bloodymindedness. That what they require is completely preposterous does not enter into the argument however.....although it should but then the CAA is a very large and very bureaucratic organization now isn't it?
The OH-6A (Hughes 500C) is a very safe helicopter. The military specs add to that safety and the basic design itself adds to its crash worthiness. When compared to its rival....the OH-58A Kiowa......the Cayuse is far ahead of the Kiowa in performance, design, and utility.
If one compares the Loss Records of both aircraft....the Cayuse comes out ahead of the Kiowa by far.
The Loss rate in Vietnam for the Cayuse is very high....for simple reasons....the very mission it flew. Scouting is a very dangerous business, done down low and slow, and resulted in the Cayuse Crews engaging in gunfights with the NVA and VC at very close distances.....and very frequently.
Despite this....a great number of people survived the crashes that resulted when the Aircraft were shot down and landed in amongst the people that shot them down. The Cayuse is a rugged airframe and designed to protect the occupants.
I personally saw one take a hit from an RPG (Rocket Propelled Grenade), when it hit it appeared to simply explode, then it smashed into the ground doing about fifty knots maybe....and all three Crew members survived and were rescued. They were injured.....but returned to duty in a few weeks time.
Add to all that the fact they are so much to fly.....and it is very good news the Loach is still flying. Phil Connolly deserves a lot of credit for what he has done to get it into the air in the UK.
That is exactly the position the CAA took.....no OH-6A had ever flown in UK Airspace and is not a Hughes 500C.
It took more than Two and a Half Year long effort to gain acceptance of the OH-6A by the CAA.....and only after the US Army had done a very involved bit of research and compilation of its own historical data and providing that to the Owner for his use....did the CAA deem the Aircraft acceptable for flight in the UK. The US Army was very helpful and did all that at no cost to the Owner as they fully support what he doing with his Huey and the Loach. They want to see those Vintage Aircraft up and flying instead of mounted on a Pole somewhere.
It is not so much the CAA being mean spirited.....but more about obeying their rules and policies which to the not knowing come across as being simply bloodymindedness. That what they require is completely preposterous does not enter into the argument however.....although it should but then the CAA is a very large and very bureaucratic organization now isn't it?
The OH-6A (Hughes 500C) is a very safe helicopter. The military specs add to that safety and the basic design itself adds to its crash worthiness. When compared to its rival....the OH-58A Kiowa......the Cayuse is far ahead of the Kiowa in performance, design, and utility.
If one compares the Loss Records of both aircraft....the Cayuse comes out ahead of the Kiowa by far.
The Loss rate in Vietnam for the Cayuse is very high....for simple reasons....the very mission it flew. Scouting is a very dangerous business, done down low and slow, and resulted in the Cayuse Crews engaging in gunfights with the NVA and VC at very close distances.....and very frequently.
Despite this....a great number of people survived the crashes that resulted when the Aircraft were shot down and landed in amongst the people that shot them down. The Cayuse is a rugged airframe and designed to protect the occupants.
I personally saw one take a hit from an RPG (Rocket Propelled Grenade), when it hit it appeared to simply explode, then it smashed into the ground doing about fifty knots maybe....and all three Crew members survived and were rescued. They were injured.....but returned to duty in a few weeks time.
Add to all that the fact they are so much to fly.....and it is very good news the Loach is still flying. Phil Connolly deserves a lot of credit for what he has done to get it into the air in the UK.
Last edited by SASless; 10th Nov 2013 at 11:25.