S-76A G-BYDF
Thread Starter
The Barclaycraft
S76A++ (or thereabouts) G-BYDF (aka the Barclaycraft) at Southampton's Eastleigh Airport as seen on 30th March 2003 (Photo: Courtesy of Colin K. Work)
Eric: I have to agree that the nomination of designations with some of the 76's is less than clear (hence the original post).
OvertHawk: I've experienced the cocoon arrangement on the AS365N (most impressive in terms of cabin noise reduction) but not seen it first hand on the 76. Was the cabin noticeably quieter? Given your description of the Barclaycraft's set-up (ie. 1S1 - modified" and the C MGB being different to the A) perhaps one could refer to is as an A++* with the asterisk being for your original description of A++ modified!
Dave: Very interesting. We've not had many 76's in Italy. One of the first was Eliair's A model (I-EAIR) which came to a tragic end in 1993.
Sanus mentioned that the craft was with Honda while in Japan, is this correct as far as you know, and .. was this a dedicated VIP craft from the factory?I'm beginning to see why she has been referred to as a MkII+ .. for she seems to be a rare hybrid.
86% on both was 'Warranty Torque' on the A model. That was what you set in the cruise, effectively twin engine max continuous. RRpm in the first few year was 100% at all levels but it was found that as one climbed increasing the Rrpm to 107% @ 5,000 ft. increased the airspeed and reduced both vibration and SFC.
Later on in life it was found that beeping up to 107 in the hover and dragging it down to 100% just before you threw it over the side of a helideck gave you a better chance of survival should an engine fold on you.
Later on in life it was found that beeping up to 107 in the hover and dragging it down to 100% just before you threw it over the side of a helideck gave you a better chance of survival should an engine fold on you.
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American to French power
Having started on the Allison powered A model of the '76, and finished on the Turbomeca powered C model, one can certainly say what a fantastic revelation that particular re-engine programme turned out to be.
The dear old C30 was working so hard in the S76 that reliability was certainly an issue in the early days, particularly when the aircraft were airborne for 9+ hours a day flogging around at max continuous cruise power. When the Ariel motors arrived in the A+, life became somewhat more ..... dependable. That said, the further rearward positioning of these French engines in the airframe lead to an even more extreme C of G. In the hover 5-10 degrees nose up was quite common. Made slowing down quite fun when flying the old performance Category A and B landing profiles...... happy days!
Planko.
The dear old C30 was working so hard in the S76 that reliability was certainly an issue in the early days, particularly when the aircraft were airborne for 9+ hours a day flogging around at max continuous cruise power. When the Ariel motors arrived in the A+, life became somewhat more ..... dependable. That said, the further rearward positioning of these French engines in the airframe lead to an even more extreme C of G. In the hover 5-10 degrees nose up was quite common. Made slowing down quite fun when flying the old performance Category A and B landing profiles...... happy days!
Planko.
Last edited by Plank Cap; 16th Oct 2013 at 23:35.
Thread Starter
Ciao Planko!
As you say .. Sikorsky got there in the end (engine wise). Not that they 'perfected' it however for even the C++ has been accused of being short on power in certain scenarios.
Noses High
A trait shared with the 139 ..
Note the 139's main gear hasn't even left the ground .. while it's nosewheel is 2-3ft in the air!
As you say .. Sikorsky got there in the end (engine wise). Not that they 'perfected' it however for even the C++ has been accused of being short on power in certain scenarios.
Made slowing down quite fun ..
A trait shared with the 139 ..
Note the 139's main gear hasn't even left the ground .. while it's nosewheel is 2-3ft in the air!
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Just to correct one thing, without wishing to be pedantic, the original tail boom heat shield, as designed by CTGM the French company who must have made a fortune by fitting the first arriels as a private venture, was metal bolted over a thermal heat blanket, which was bonded to the tail boom.
Sikorsky mandated that this be removed at set hours for a tail boom inspection, this of course would have destroyed the bonded blanket. All the operators said,"you must be joking", so Sikorsky bowed to pressure and removed this requirement.
Sikorsky mandated that this be removed at set hours for a tail boom inspection, this of course would have destroyed the bonded blanket. All the operators said,"you must be joking", so Sikorsky bowed to pressure and removed this requirement.
Er reason for the high nose attitude in the hover is for flat attitude in the cruise and to offload mast/head forces or have I missed something?
Last edited by RVDT; 17th Oct 2013 at 17:36.
When the S76A started the procedure was to start both engines with the rotor brake on and then release it. This causes two things. A peculiar low frequency vibration caused by two C30s running together and then a GODalmighty whizz up by the rotors. This was especially interesting if the tarmac was either very wet or frosty. The S76 fitted with C30s had two bifilars; a 4R for the airframe and a 5R for the engines. When CTBM fitted the Arriels they found that the 5R bifilar wasn't necessary so we went down to the single bifilar of the present.
We flew it offshore single pilot so we would shut down one engine and stop the rotors during the crew change. The deck crew did everything as the pilot stayed in his seat. We sometimes, if only a small fuel lift was required, put it all in the starboard tank and use the crossfeed to balance the fuel when airborne. However, someone, somewhere had an engine stop doing that so we had to take fuel in both tanks.
Initial the blade spindles had one slight larger (yellow) to counteract the weight of the rotating scissors. After Jerry Hardy's blade separation they replaced three with a yellow spec. spindle and an even bigger one for the yellow blade. One of the causes was believed to be the spindle bearings migrating out of the sleeve so they were retained with tie wraps. Two of them would, apparently, keep the bearings in.
In the winter of 1981 the snow clearing in Bristow's dispersal was practically non existent and the were ridges of snow all over the apron. The 76' nosewheel doors kept colliding with these so we removed the doors and flew without them. The C30 also developed a habit of lobbing turbine blades around so in order to stop them interfering with the other engine there were armoured wraps around the engines. This was good practice for the Arriel because they weighed a ton and we now had to have two pilots to keep the C of G within limits.
I never did like flying the S76 offshore. Its performance in icing conditions was appalling. The best flights were the British Grand Prix circuses and going down to Redhill and flying the old man to various mansions and chateaus for lunch.
We flew it offshore single pilot so we would shut down one engine and stop the rotors during the crew change. The deck crew did everything as the pilot stayed in his seat. We sometimes, if only a small fuel lift was required, put it all in the starboard tank and use the crossfeed to balance the fuel when airborne. However, someone, somewhere had an engine stop doing that so we had to take fuel in both tanks.
Initial the blade spindles had one slight larger (yellow) to counteract the weight of the rotating scissors. After Jerry Hardy's blade separation they replaced three with a yellow spec. spindle and an even bigger one for the yellow blade. One of the causes was believed to be the spindle bearings migrating out of the sleeve so they were retained with tie wraps. Two of them would, apparently, keep the bearings in.
In the winter of 1981 the snow clearing in Bristow's dispersal was practically non existent and the were ridges of snow all over the apron. The 76' nosewheel doors kept colliding with these so we removed the doors and flew without them. The C30 also developed a habit of lobbing turbine blades around so in order to stop them interfering with the other engine there were armoured wraps around the engines. This was good practice for the Arriel because they weighed a ton and we now had to have two pilots to keep the C of G within limits.
I never did like flying the S76 offshore. Its performance in icing conditions was appalling. The best flights were the British Grand Prix circuses and going down to Redhill and flying the old man to various mansions and chateaus for lunch.
Last edited by Fareastdriver; 17th Oct 2013 at 19:08.
Thread Starter
RV: It is the degree of nose-high attitude that is being commented on - not the fact that it exists! 
FED: I remember witnessing Pat McHaffey and the late Colin Bates starting-up G-OHTL in just the way you mention. 'Twas always interesting to watch!
Sounds like just a little too much excitement what with the C30 breaking apart and the resultant safety measures!
G-BGXY was a sorry tale indeed, preceded by an even sadder one some months earlier in Brasil. I hope we begin to see an end to pilots and pax having to pay with their lives for developmental work which should have been performed by the manufacturer.
Dave: You mentioned helping-out with a Helitalia ship and which I am guessing must have been the one below .. for her serial number is close to that of DF's:
Helitalia S76A++ I-HBAS at the Aeroporto di Ancona Falconara 'Raffaello Sanzio' near Ancona on 22nd May 1998 (Photo: Courtesy of Oscar Bernardi)
HBAS became G-BZAN at some point after Bristows bought into Helitalia.
Some more Bristow/Helitalia reflections:
The photo of that S76 was taken in Brindisi shortly after the aircraft was converted to an A+. I was engineer on the flight with Bob Winter. Was a nice job, around an hour a day at worst. After I left, Kev Smith took over and completed the detachment.
We did several detachments with Helitalia using a BHL S76, a Helitalia AB412 with 3B's in it and an ex HKAAF S76A+ in Ancona.
FED: I remember witnessing Pat McHaffey and the late Colin Bates starting-up G-OHTL in just the way you mention. 'Twas always interesting to watch!
Sounds like just a little too much excitement what with the C30 breaking apart and the resultant safety measures!
G-BGXY was a sorry tale indeed, preceded by an even sadder one some months earlier in Brasil. I hope we begin to see an end to pilots and pax having to pay with their lives for developmental work which should have been performed by the manufacturer.
Dave: You mentioned helping-out with a Helitalia ship and which I am guessing must have been the one below .. for her serial number is close to that of DF's:
Helitalia S76A++ I-HBAS at the Aeroporto di Ancona Falconara 'Raffaello Sanzio' near Ancona on 22nd May 1998 (Photo: Courtesy of Oscar Bernardi)
HBAS became G-BZAN at some point after Bristows bought into Helitalia.
Some more Bristow/Helitalia reflections:
The photo of that S76 was taken in Brindisi shortly after the aircraft was converted to an A+. I was engineer on the flight with Bob Winter. Was a nice job, around an hour a day at worst. After I left, Kev Smith took over and completed the detachment.
We did several detachments with Helitalia using a BHL S76, a Helitalia AB412 with 3B's in it and an ex HKAAF S76A+ in Ancona.
Thread Starter
Aye aye I.I. Its been a while!
Indeed she did and still sported the sliding door.
I-HBAS first flew as HKG-16, came to Helitalia, then in the late 90's (after Bristows bought Helitalia) became G-BZAN.
Brgds
Indeed she did and still sported the sliding door.
I-HBAS first flew as HKG-16, came to Helitalia, then in the late 90's (after Bristows bought Helitalia) became G-BZAN.
Brgds
I thought so.
I remember the day I had the phone call from GFB, "would I go at look at an S-76A++ for Helitalia" while I was at the Singapore Airshow.
I remember it had no seats in it, it was dark grey in colour. It was being sold through Sikorsky if I remember, my old Sikorsky friend CW was "marketing" it.
It must have been 1999 or 2000 if my memory serves me. I negotiated the purchase deal up to a handshake with CW. The rest was up to Bristow and Helitalia since I didn't work for Bristow or Helitalia at the time. They were keen to do a deal as A++s were hot property at the time. I still run into GFB at various OGP functions. He has been a great friend for so many years.
I remember the day I had the phone call from GFB, "would I go at look at an S-76A++ for Helitalia" while I was at the Singapore Airshow.
I remember it had no seats in it, it was dark grey in colour. It was being sold through Sikorsky if I remember, my old Sikorsky friend CW was "marketing" it.
It must have been 1999 or 2000 if my memory serves me. I negotiated the purchase deal up to a handshake with CW. The rest was up to Bristow and Helitalia since I didn't work for Bristow or Helitalia at the time. They were keen to do a deal as A++s were hot property at the time. I still run into GFB at various OGP functions. He has been a great friend for so many years.
Last edited by industry insider; 18th Oct 2013 at 11:33.
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Savoia
That looks like the one, as it had a sliding door on rails, instead of the normal 76 plug door, it also had its drive shaft cover secured with Dzues fasteners, instead of screw, which everyone thought was a good idea, until they rattled loose. We also sent one of the ex Jordanian 76s to Helitalia, Three more to Australia, and One to Aberdeen.
That looks like the one, as it had a sliding door on rails, instead of the normal 76 plug door, it also had its drive shaft cover secured with Dzues fasteners, instead of screw, which everyone thought was a good idea, until they rattled loose. We also sent one of the ex Jordanian 76s to Helitalia, Three more to Australia, and One to Aberdeen.
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Sav, did I-HBAS once belong to the HKGFS?
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I.I. Great stuff .. and well done on negotiating a 'quality ship' for Helitalia!
Dave: The ex-Jordanian craft you sent down is the one in Dave Ed's photo (G-BVKP, see photo below where, presumably, she appears in more familiar surroundings):
Bristow S76A+ G-BVKP at Aberdeen on 31st July 1996 (Photo: Richard Taylor)
ShyTorque: Sė, VR-HZC. (See her sister ship below):
Hong Kong Government Flying Service S76A++ HKG-15 landing at the Central Heliport in Hong Kong on 13th November 1990 (Photo: Rolf Wallner)
This was the sister ship to HKG-16 and became VR-HZB before being sold to Canada.
Dave: The ex-Jordanian craft you sent down is the one in Dave Ed's photo (G-BVKP, see photo below where, presumably, she appears in more familiar surroundings):
Bristow S76A+ G-BVKP at Aberdeen on 31st July 1996 (Photo: Richard Taylor)
ShyTorque: Sė, VR-HZC. (See her sister ship below):
Hong Kong Government Flying Service S76A++ HKG-15 landing at the Central Heliport in Hong Kong on 13th November 1990 (Photo: Rolf Wallner)
This was the sister ship to HKG-16 and became VR-HZB before being sold to Canada.
Had a couple of great weekends out in the Channel islands fixing BYDF.
One was a T5 snag. Picked up from Bristows Redhill by the Harrods 76, dropped off at the BYDF hangar on the Barclay Bros island, a landing pad blasted out of the cliffs I was told.
Twenty minute fix, over night in the visitors accommodation and a great flight back IFR into Battersea in BYDF, ILS into London City and breaking off for low level, along the Thames....one of my best trips sitting in co-pilot seat watching Ex Bristow (Avionic?? Steve Hogarth??) pilot working single pilot IFR through busy London Airspace......impressive. Nice to see all the avionics/autopilot I normally look after being used to the full.
Second trip was to change the weather radar scanner, on a Saturday, whilst DF was hangared on Guernsey. Again a quick fix. No flight available back to UK until Sunday evening. Had a whole weekend on Guernsey courtesy of Bristow/Barclay staying at the Idle Rocks hotel with bar bill "looked after"
Loads of overtime
Loved the hotel, so took Jan there a few months later.......shortly after, it burnt down
Dave B....Didn't a team from Redhill have to travel by boat from Guernsey to do the regular servicing?
One was a T5 snag. Picked up from Bristows Redhill by the Harrods 76, dropped off at the BYDF hangar on the Barclay Bros island, a landing pad blasted out of the cliffs I was told.
Twenty minute fix, over night in the visitors accommodation and a great flight back IFR into Battersea in BYDF, ILS into London City and breaking off for low level, along the Thames....one of my best trips sitting in co-pilot seat watching Ex Bristow (Avionic?? Steve Hogarth??) pilot working single pilot IFR through busy London Airspace......impressive. Nice to see all the avionics/autopilot I normally look after being used to the full.
Second trip was to change the weather radar scanner, on a Saturday, whilst DF was hangared on Guernsey. Again a quick fix. No flight available back to UK until Sunday evening. Had a whole weekend on Guernsey courtesy of Bristow/Barclay staying at the Idle Rocks hotel with bar bill "looked after"
Loads of overtime Loved the hotel, so took Jan there a few months later.......shortly after, it burnt down
Dave B....Didn't a team from Redhill have to travel by boat from Guernsey to do the regular servicing?
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ShyTorque: Sė, VR-HZC. (See her sister ship below):
Hong Kong Government Flying Service S76A++ HKG-15 landing at the Central Heliport in Hong Kong on 13th November 1990 (Photo: Rolf Wallner)
This was the sister ship to HKG-16 and became VR-HZB before being sold to Canada.
Hong Kong Government Flying Service S76A++ HKG-15 landing at the Central Heliport in Hong Kong on 13th November 1990 (Photo: Rolf Wallner)
This was the sister ship to HKG-16 and became VR-HZB before being sold to Canada.
I flew VR-HZB last on Sept 27th 1995, obviously a less interesting flight because I can't remember anything of it!
Neither aircraft appears in my logbook after those dates, although I was there for a few years longer. Were those two aircraft sold before the other GFS S-76s? A vague memory says they were.
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Lol .. between the Barclaycraft and I-HBAS there seems to have been quite a bit of involvement from various members of Rotorheads, great stuff!
ShyTorque: Having whetted our appetite, is there anything more you can say about your final sortie with HZC?
Also, how did this aircraft perform in the SAR role? I know the 76 is still used for SAR in Scandinavia.
ShyTorque: Having whetted our appetite, is there anything more you can say about your final sortie with HZC?
Also, how did this aircraft perform in the SAR role? I know the 76 is still used for SAR in Scandinavia.
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Dave Ed
Yes I believe people used to fly down to the Channel Islands to service DF, I believe the trip out by boat was quite pleasant.
My greatest memory of DF was flying round the Emperors palace in Tokyo, we had finished the air test, and got all the figures, when my little Japanese pilot said "have you ever seen the Emperors palace", "so I said no", so we circled the green roof tops of the palace.
Later that night we had a Chinese meal in Yokohama, (my guide did not like Japanese food, having lived for some time in Hong Kong). We returned on a night sightseeing flight over Tokyo by AS355. Talk about global warming, try Tokyo at night from a Helicopter.
Yes I believe people used to fly down to the Channel Islands to service DF, I believe the trip out by boat was quite pleasant.
My greatest memory of DF was flying round the Emperors palace in Tokyo, we had finished the air test, and got all the figures, when my little Japanese pilot said "have you ever seen the Emperors palace", "so I said no", so we circled the green roof tops of the palace.
Later that night we had a Chinese meal in Yokohama, (my guide did not like Japanese food, having lived for some time in Hong Kong). We returned on a night sightseeing flight over Tokyo by AS355. Talk about global warming, try Tokyo at night from a Helicopter.