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Ferranti Helicopters
I am part of a group working on the development of a website detailing the brief but fascinating history of Ferranti Helicopters.
Any contacts with ex-Ferranti personnel as well as material such as documents, media reports and photograps would be greatly welcome along with verifiable stories of the company's operations (1970-79). Pls blog or PM me. |
maybe you should try in the Italian forum of this website
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This sounds interesting. Is this the electronics supplier Ferranti?
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Nah...Ferranti Helicopters was in the UK ,based at Shoreham ? ,flying a Westland Widgeon at one time I recall and later a Bo105.The chief pilot was Bob Smith ex Bristol Helicopters test pilot who went on to be a naughty boy in South Africa I believe?
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You'll have checked here? Maybe not. Complete history - it seems.
The National Archives | Access to Archives |
Heli1 has some of it straight but the responses, in part, qualify the benefits of posting the site.
Ferranti Helicopters was a short lived operation but one which made quite an impact on shaping the future of the UKs executive helicopter scene. Prior to being bought out by British Caledonian in 1979 they operated a fleet of pristine Bell 206s, a pair of BO105's and managed at least half a dozen additional aircraft. Forget, thank you. This was thoughtful. We are already working with the Museum of Science and Industry in Manchester on this project. |
Mmmm...
Yes .... vaguely remember flying an ex Ferranti Bo105D ... and NO the Ferranti SAS installed did NOT work properly ..... :{ |
It goes back further than that. The Ferranti family home was Kerfield House near Knutsford. Sebastian J Z De Ferranti was an early helicopter user with a Brantley B2A. The Company had the Westland Widgeon and a Bell 47 as mentioned.
See this entry from "Flight" in 1967 www.flightglobal.com The helipad at Kerfield house featured a hangar with a retractable landing pad - very James Bond....... |
Speechless - Prior to its incarnation as G-BFYA, this was a Heliswiss bird known as D-HJET seen in the following link at Bern in Switzerland in August 1977 about a year before being delivered to Ferranti:
http://cdn-www.!!!!!!!!!!!!!!/aviati.../3/0498382.jpg Photos: MBB BO-105DB Aircraft Pictures | !!!!!!!!!!!!!! |
Ferranti
Hey!
Much of that information is correct-ish! Send me a PM. |
We are still keenly searching for images of the following aircraft:
G-APVD G-ATFV G-AVSN G-AWJW G-AZZB G-BAFD G-BAKT G-BATB G-BFYA Everything readily available on the web we already have so its the images stored in lofts, garages and log books they we're keen on. We're also searching for images of those aircraft managed by Ferranti: G-AWGU G-BAKX G-BBBM G-BFAL G-OIML Plus ... any verifiable stories from the Ferranti days. S. |
Are you interested in Hughes 369HM EI-AVN by any chance?
500 Fan. |
500 Hi!
AVN was a 500 C model belonging to Sebastian de Ferranti's brother Dennis (who lived in Ireland). My godfather recalls the story when en-route from visiting Sebastian in Manchester Dennis overflew an army airfield (the name of which escapes my memory) at about 400ft agl without any radio contact. As soon as Dennis landed at Battersea (I think the controller used to be a chap called Ward?) he said there had been a call from an army base telling him he should call them immediately! This he did ... to say that he was despatching a car to come collect them to attend a bash he was throwing that evening in London (and was the reason he gave for being in such a hurry and unavailable by radio). Apparently the entire Army ATC crew attended and, perhaps needless to say, nothing more came of it! What brilliant days they were! Now, to answer your question: Yes, we are collecting all aircraft related to the Ferranti family (including their fixed wing fleet). Regarding AVN specifically we have the IrishAirPics image of this craft at Galway but, it is such a terrible photo and completely out of focus. If you have something better then ... yes please, it would be most welcome. I'm PM'ing you my email address in case you are unable to post the photo onto PPRuNe. Thanks S. |
I haven't seen Bob Smith's name crop up yet he was the first Ferranti chief pilot as I recall...Is he still alive ??
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Heli1
Bob Smith ended up becoming a mildly controversial figure in the latter days of his tenure as Ferranti's Managing Director. This was due (in part) to his somewhat unorthodox lifestyle choices and by a certain degree of envy from some of his industry peers. Bob was however held in esteem by Ferranti's loyal clients who revelled in the five star service he created. You need to imagine the impact Ferranti made pretty much everywhere they went in those pioneering days of executive helicopter aviation. As the business of personalised helicopter transport was growing, and newcomers setting up their operations, in would fly a Ferranti helicopter gleaming in its Dijon yellow colours, which were never permitted to dull or fade, replete with hand crafted interiors of leather, wood and wool (bespoke commissions from Rolly Royce's own suppliers Connelly Brothers and Mulliner Park Ward), white seat belts (so that passengers would have no fear of soiling their garments – which had previously been a concern) and with pilots wearing mohair and wool hand tailored uniforms with solid silver be-jewelled cap badges and ... wait for it ... white gloves! In retrospect it was perhaps a cruel infliction upon the crews but ... the passengers loved it and as a result of this, and Ferranti’s obsessive commitment to professionalism, the company was propelled, for a time, to the fore of British executive helicopter aviation and, in many cases set standards which were to become benchmarks for an entire industry. Bob joined Ferranti in 1964 flying their first helicopter, a Westland Widgeon G-APVD, in which he conducted test flying on the various aircraft flight systems being developed by Ferranti and which included the stability augmentation system (SAS) and flight management systems (flight instrument packages, flight director guidance (for all flight phases) and autopilot coupling). These systems were developed by Ferranti’s aircraft equipment division at Moston, Manchester and Bracknell, Berkshire. Bob also doubled up as Sebastian de Ferranti’s personal pilot for though Ferranti had a ppl he wisely understood the limitations of his ability and knew that after visiting four factories in a day that to fight with nav and met while trying to master the wild stallion which was the Widgeon, was probably unwise. It is said that he found his next aircraft, the AgustaBell 47J2A, a more forgiving experience. Bob went on to become Ferranti’s MD when the company was formed in 1971 and remained in this post until it was sold to BCal in April of 1979. Between ’79 and ’85 (when he moved to Africa) he held a number of corporate posts which included being the personal pilot to Vincent O’Brien (Irish racehorse trainer) and John Broome (developer of Alton Towers). From ’83 to ’85 he managed an offshore operation for the Brazilian-Anglo-Italian consortium Montreal Micoperi Worley (MMW) who took delivery of four new S76s which flew on contract to Petrobras. That operation achieved a 98.9% despatch rate during Bob’s tenure as their MD – an achievement acknowledged by Sikorsky’s sub-contractor and technical support firm, Keystone Helicopters (now owned by Sikorsky). Bob concluded his professional days as ops manager of a company based in Tanzania, East Africa (operating 206s and a 105) and from there he retired to South Africa where he currently lives. He’s pushing into his 80s now and, for the most part, is in good health. S. |
Ferranti
Just a few bits & pieces of contacts with Ferrnati in my early days at Shoreham.
How well I recall my first visit to what was a distinct copy of an all-American hangar ... 'Hangar One' (very big and very posh) and the ex-home of Beagle Aircraft of course. The Pup 100/150s were built there and to this day the three weighing plates for the wheels remain by the main hangar doors. I was introduced to the infamous Bob Smith and have to say he was a man you couldn't easily forget. Yes, the white gloves were mandatory for his line pilots and were an item I referred to in my earlier novel, "Appointment on Lake Michigan" where my pilot decides he wants such an executive job ... gloves and all! Bob's helicopters were always spotless in both paint and interior and being something of a new aviation buyer in those days, I marvelled at the condition of G-AWJW. But Bob was something of a stickler for the rules and on the occasion I walked down to the hangar to collect the heli, he insisted that as an aviation trader, I sign a ten-page document drawn up by Ferranti's lawyers waiving all rights of redress against Ferranti for any reason! Knowing so little about the nice legalities of trade purchases, I had to decline. My boss Roy Spooner got on to his lawyer who said there was to be no such signature. I really don't know what happened next other than Roy Spooner walked down to Hangar One to talk to Bob Smith and an hour later I was back collecting the aircraft. I always suspected B-Cal bought the company because in those days Ferranti had the 'Class 7 off shore licence.) I do recall that with the Ferranti SAS fitted, how much smoother and easier it was to touch skids than other 206s I'd flown, especially the earler machines. From memory, I'd say Bob Smith was and hopefully is a true gentleman and I know little of his subsequent oddities in SA. But S ... can I ask you to pass him my sincere and very best wishes, should you be talking. On a side tack .... and for some reason which I cannot recall, around the 1970s, I found myself flying into the Ferranti Pad up near Manchester somewhere. I was with an Enstrom so it may have been a sales demonstration. I landed in the largish garden and walked over to what I thought was the gardener doing the mowing on a large tractor. It turned out to be Sebastian Ferranti himself who greeted me. We talked for perhaps an hour and I left. Savoia, if tit bits like this help you build a bigger picture for your project, let me know and I'll dig out the detail from log books. Best wishes to all. Dennis Kenyon. |
"Warby"
I could not resist drawing attention to this obit. to the late Major Warburton who was the quietly spoken ops manager for Ferranti at Gatwick and subsequently Shoreham.
It gives a good idea of the calibre of personnel Bob Smith had in his team. (The outfit positively reeked quality ) It is poached from here Untitled Document and I sincerely hope they do not mind me using it to draw attention to the memory of this modest and kind English Gentleman. RIP Sir. Major Herbert `Warby' Warburton M.B.E. D.F.C. CdeG Army pilot who directed artillery fire in North Africa from a slow and unarmed spotter aircraft MAJOR HERBERT "WARBY" WARBURTON, who has died aged 82, distinguished himself during the Second World War as an Army observation pilot in North Africa, Italy and Burma. After the Operation Torch landings at Algiers in French North Africa in 1942, "Warby" - a nickname which reflected his warm and colourful personality - was quickly in action spotting artillery with 651 Squadron. It was a perilous occupation, pottering about over enemy positions in an a fragile, unarmed, single-engined Auster that seemed more suited to a flying club than to the hazards of war. Derived from the American Taylorcraft, this light monoplane cruised no faster than 100mph, and was restricted to a range of 250 miles. As the First Army made its bold but unsuccessful dash for Tunis, there was a constant demand from Air Observation Post (Air O.P.) crews for tactical information. Careless of the risk, Warburton circled enemy positions and directed artillery fire. Constantly attacked by enemy fighters, he was also highly vulnerable to ground fire. But Warburton became known as "The Artful Dodger", so canny was he in manoeuvring his Auster until German pilots were forced to break off their attacks for lack of fuel. He was awarded the Croix de Guerre in recognition of the operations he had flown in support of the Free French 19 Corps around d'Oum El Abouab, where his courageous observation in the face of enemy fire made possible the destruction of an ammunition dump and artillery battery. Herbert Bradley Warburton was born at Amersham, Buckinghamshire, on July 26 1916, and educated at Hymers College, Hull. While still at school he learned to fly with the Hull Flying Club. Afterwards he joined the Civil Air Guard and the Blackburn Aircraft Company. On the outbreak of the Second World War, Warburton enlisted in the Royal Artillery, and in 1940 was commissioned as a second lieutenant in the 52nd Anti-Tank Regiment. He volunteered as an Air Observation Post pilot. Awarded his Army flying badge in 1942, he was posted in the rank of captain to 651 Squadron. The next year, after the end of the Tunisian campaign, Warburton, by now a flight commander, moved to Sicily and Italy. Posted home from Italy in 1944, Warburton qualified as a flying instructor at the Central Flying School. The next year he joined No 656, a sister Air O.P. Squadron, taking part both in its support of the 14th Army in Burma and in Operation Zipper, the liberation of Malaya and Singapore. Following a brief spell as an instructor at the RAF Staff College, Warburton returned to the Far East, where he commanded 656 Squadron in the messy attempt to help the Dutch recover their East Indies colonies, much against the wishes of the Indonesian people. He was awarded the D.F.C. in 1947. Amid the chaos and general sense of frustration, Warburton raised spirits by declaring a weekly "Swiss Navy Day", when officers were encouraged to wear caps back to front and to drive their jeeps in reverse. While sharing an airfield with a Spitfire squadron, he was piqued by a young RAF pilot who bragged that soldiers flying Austers would stand no chance against a well-handled fighter aircraft. Warburton challenged the young blood to a dogfight, and in a dazzling display of evasive flying made a complete ass of him in front of spectators from the station. That night he ostentatiously wore his spectacles, and fumbled his way to the bar, where the drinks were on the RAF. On his way home to be demobilised, Warburton served briefly in Palestine with his former squadron, 651. Back at home, he ran Warby's Wine Store, the family shop, for a while, but fretted to return to the service. His opportunity came with the outbreak of the Korean War, when he was posted to No 1903 Air O.P. Flight. He returned to Malaya in command of 656 Squadron, where his experience and unconventional command - especially with his flight's Austers - contributed crucially to the defeat of jungle guerrillas. He was appointed M.B.E. At much the same time, his Auster floatplane trials off Singapore, which involved take-off runs of up to a mile, indicated his potential as an experimental pilot. Much of Warburton's operational success was due to his gift for bringing on new pilots. They might find him forbidding at first, but they soon recognised his incomparable experience and innate kindness and generosity of spirit. Warburton returned home as a major to command No 663 Air O.P. Squadron of the Royal Artillery (sic) Air Force at Liverpool, before training in America in 1957 as a helicopter pilot. Subsequently he joined the Joint Experimental Helicopter Unit at Middle Wallop as a trials pilot, flying Whirlwinds and Sycamores, and became a founder member of the Army Air Corps. As part of his work with the development of Army helicopters, he helped introduce the troubled Scout helicopter into service. While second-in-command of the helicopter test squadron at Boscombe Down, he tested an open seated Wallis-Benson auto gyro for altitude, wearing an Irvine jacket, muffler and thick boots. An astonished Boeing 707 pilot called the Wiltshire experimental station and reported he had just passed under a teddy bear flying a curious motorcycle at 11,000 feet. Warburton also undertook high-risk icing trials with the Wessex helicopter at Fort Churchill, Hudson Bay. He was attached to the Royal Norwegian Air Force to advise on icing trials. After a spell working on the Lynx helicopter and other projects at Army Aviation HQ, Warburton retired in 1971 as the second-longest serving Army pilot. But there was no break from helicopters. Warburton immediately joined Ferranti Helicopters as flight operations manager at Gatwick, and held similar posts with British Caledonian and British Airways. When he finally retired, his career had embraced 42 fixed-wing and 24 rotary types, involving respectively 4,075 and 2,200 hours flying. Latterly, Warburton enjoyed trout fishing on the Wiltshire Avon, though his activities were restricted by bronchial problems deriving from his time in the desert. In 1974 he was elected Freeman of the Guild of Air Pilots and Air Navigators, and the next year he received a Ministry of Defence award for his work on the Scout and the invention of the Warby Weight Computer. Warburton was also a Fellow of the Royal Aeronautical Society. In addition to his wartime medals, he was thrice mentioned in dispatches. He is survived by his wife Joan. © Daily Telegraph (London) 14/7/99 W |
Col. Bob Smith & Ferranti
Dennisimo!
Didn’t realise you had already authored some books (I did suspect you may have some interesting stories to tell). Will definitely get copies of your work next time I’m in the UK. If there is a special distributor perhaps you would let me know the details. Well done! I will certainly pass on your regards to Bob. He was, without doubt, a gentleman. Moreover, those who knew him personally will readily remark on his congenial, generous and loyal nature. He is one of the kindest people I have encountered over the years. In the days when we he was flying for the race horse trainer Vincent O’Brien (collecting Lester Piggott or Pat Eddery from either Cork, Shannon or Dublin was a regular occurrence) he lived for some months at the Cashel Rock Hotel in County Tipperary (owned by Vincent) where a dear old lady had been resident for almost 10 years. One evening during his ‘wee snifter’ at the bar Bob discovered that the dear woman was unable to attend the wake of her recently departed sister (who had been her only remaining relative) and which was to take place in Galway the following day. Bob arranged with Vincent’s manager (a chap called McCarthy) to charter the aircraft for himself and then promptly collected the old dear and flew her to the Church in Galway. Vincent got to hear of this (Cashel was a small place) and had his manager reimburse Bob’s money and made a point of telling him that it was one of the kindest things he had seen anyone do. But, I have to say, this was utterly in keeping with Bob’s generous nature. By the time Ferranti had moved to Shoreham you will have found Bob in a different place and I’m not speaking of geography here. The day I first met you was the date of the photo I posted of you in BENO. It was Saturday May 14th 1977. The following day Ferranti suffered the worst incident in the company’s history when a radio-less Tiger Moth flew into the main rotors of G-AVSN killing Ferranti pilot Hugh Lovett and his 4 passengers. Sadly, throughout the remainder of his professional career, Bob never overcame this tragedy and bemoaned the loss of Hugh and his passengers until his retirement. At that point in British executive helicopter aviation there had been remarkably few dramatic fatalities of this nature (probably the closest incident was three years earlier when G-AXAY (on contract to Plessey) came apart above Inkpen Hill near Hungerford). Needless to say, the resulting publicity and general demoralisation within the company were things that Bob felt strongly. Less than a year later one of Ferranti’s Bo105’s (G-BATB) was struck by a freak wave while on the pad at Skerryvore lighthouse. Thankfully there were no fatalities but, the incident attracted additional and unwelcome publicity which ran contrary to the image that Bob and his team were working so hard to build. In the background the Ferranti electronics group were going through their own challenges and from around ’76 Bob found himself becoming somewhat isolated in that Sebastian de Ferranti (his strongest ally and constant supporter) became increasingly indisposed as he attempted to manage the financial storms that the parent were facing. On top of this, Ferranti were booted out of the Beehive facility (Gatwick had been a mildly prestigious location for the company) and so by the time you found Bob at Shoreham, both he and the company, had seen better days. Regarding Bob’s somewhat fastidious devotion to detail (such as that which you encountered when purchasing AWJW) one need’s to appreciate the distinction Bob made between his personal nature and his commitment to Ferranti which was, for all intents and purposes, his ‘baby’. Sebastian’s strong advocacy of Bob’s guidance of the company was met by Bob’s fiercely loyal commitment which sought at all times to ensure that Ferranti was protected from risk while pursuing the very highest standards of professionalism attainable. Regarding Ferranti’s Class 7 licence, yes, BCal’s only interest in Ferranti was to use it as a platform from which to compete (especially against BAH) in the offshore sector. Re: The Ferranti SAS system, sadly I never got the chance to experience this for myself. Speechless Two could doubtless be able to offer valid comment about its usefulness. I do know that people such as the late John ‘Chalky’ White (ex-JCB) swore by the system. If your conversation with Sebastian threw up any interesting remarks about the Ferranti days then yes I’d be keen to receive any details – thanks. Through the Ferranti tribute website we are developing we hope to capture those aspects of Ferranti’s operations which went on to inspire an entire industry and in this regard, and as previously posted by Speechless Two, were are still keenly seeking information, details, photos and stories relating to the following ex-Ferranti personnel: Paul Blackiston Peter Cox Tony Dando John Grandy Dick Hansen Chris Hunt Hugh Lovett Paddy McLaughlin Chris Powell Des Sadler Sqn Ldr Ron Salt Lt Col Bob Smith Maj Herbert Warburton With equal enthusiasm are we wishing to obtain details of Ferranti’s engineering and admin staff. Any leads are most welcome. http://www.gl-co.com/info/lt_col_bob_smith.jpg Lt Col Bob Smith
https://lh4.googleusercontent.com/__...ham%201981.jpg Ex-Ferranti AgustaBell 206B JetRanger II G-AWJW at Shoreham on 12th August 1981 Clearly no longer a Ferranti 206 as the closest thing that Ferranti had to a logo (the Royal Mail cipher) is missing from the baggage door area and, crucially, the skid fearing cuff is also missing. Ferranti JetRangers working VIP assignments had a number of non-technical (cosmetic) criteria to meet before they could be considered serviceable, Bob was pretty adamant about this and left Ferranti’s ground staff in no uncertainty as to what was required. The criteria included a freshly detailed interior with checks to ensure that the white passenger lap straps were thoroughly clean and that newly laundered white covers were applied to all headsets. All windows were to be spotless. The exterior was not permitted to display any evidence of oil leaks or exhaust emissions. The areas of the fuselage exposed when opening the doors and baggage compartment (as well as the inside of the doors themselves) were to be completely clean and Bob’s pet hate … landing gear not covered by fairings including .. specifically .. fairing cuffs (the oval fibreglass cuff that linked the fuselage to the skid fairing!). S. |
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Wunper: Thank you for mentioning the Major. Warby was such a vital element of what was Ferranti Helicopters that I can scarcely consider the company without bringing him to mind. He was at the heart of the management trinity which included Bob Smith and Sebastian de Ferranti. Indeed, when Bob was off flying Warby was the one Sebastian would most often seek out. Warby not only personified the dignity and character of personnel that Sebastian and Bob cultivated at Ferranti but was, in his own right (and as the obituary so aptly demonstrates), one of Britain's most accomplished pioneers in both fixed and rotary wing aviation. His contribution as an essential member of the Ferranti team could never be over estimated. He was, on all counts, an impeccable gentleman aviator and manager. The tribute site we are working on (anticipated launch around Easter 2011 - there is much to do and few to do it) shall include an 'In Memorium' page where, among other things, Warby's obituary shall appear with the permission of the Daily Telegraph). In the meantime, and as previously posted, we are keenly seeking any information about aircraft and personnel from the Ferranti days. My regards S. http://www.gl-co.com/info/warby.jpg Major Herbert 'Warby' Warburton at Ferranti's Beehive Operations Office, London Gatwick Airport with Ferranti Bell 206 G-AZZB in the Background Major Herbert Warburton MBE DFC CdeG (1916-1998) Former Operations Manager, Ferranti Helicopters |
I'm just back from 3 days operating onto Skerryvore and would love to know a bit more about the incident involving G-BATB - very few people left in the lighthouse 'world' who were around at the time. Was the aircraft washed off the helipad, and if so how did the crew/pax escape? Couldn't see any sign of wreckage although after all this time I would imagine anything not recovered immediately post-incident would be more than half-way to Mull along the ocean floor by now.
I believe one of Ferranti's other Bolkows did make its way into the Bond fleet, where I'm told it was admired for the very high standard of maintenance and husbandry it had obviously enjoyed in its previous employment. |
Interesting comments about Ferranti Helicopters. They must have been a smart company because when I approached them in 1976ish, they didn't offer me a job! However I did fly for Denis, the eldest brother, who was 68 at the time & incredibly fit despite having lost an eye racing in the IOM TT! He had a 500 to take him to Scotland for the shooting season & a 206 to take to the south of France. He traded in his DH 125 for a MU2 as it was STOL & pressurised.
I flew him & his attractive daughter to a nudist beach for a swim; very strange to have your boss & daughter standing next to you stark naked! Not to mention the 100s of naked tourists who wanted to inspect the 206! Good days & he paid me well!!:ok: |
Regarding the request for photos of G-BAKT. If you google G-WOSP, it will list a Fliker site that has photos of the Clyde helicopters/ Burnthills machines working around Glasgow in the 1980/90's. There is also a photo of G-BFYA when it was being used as the Strathclyde Police Machine when Clyde had the contract.
Sorry I don't know how to link to them, but there a a few good shots of them. Tarman http://farm5.static.flickr.com/4142/...91c04437_b.jpg |
photo's of G-BAKT,G-WOSP and Clyde Helicopters
The photo's mentioned can be seen at Clyde Helicopter set :ok:
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Thud & Blunder: Ferranti's aircraft were maintained in near pristine condition, both mechanically and cosmetically, and so your comments would not be unreasonable regarding the ex-Ferranti Bo105D (G-BAFD) which joined the Bond fleet via Gleneagle Helicopters.
The person who can answer your question with regard to the Skerryvore incident is ex-Ferranti pilot (and PPRuNeR) Speechless Two and, I'm sure that once he sees your post, will provide satisfying answers. Speechless also has an interesting history with BAFD. Nigel: In the mid 70's Ferranti were at their busiest and may well have recruited someone prior to your interview but, at least you ended up with the Ferranti family for a season! I mean where else could you find a boss willing to let you see his daughter naked! Tarman: Thanks for the information on BAKT/BFYA. Senior Pilot thanks for posting them and WiganAirways thanks for the link to them. You are all such gentlemen. S. |
G-BAKT
I flew KT loads in 1987-8 for Gleneagles and have a few pics which I will try to dig out....
Also flew FD with Bond in the early 90's as a spare air ambulance when the 105 was on maintenance in Cornwall. Great thread guy's, keep em coming.. :ok: |
http://cdn-www.!!!!!!!!!!!!!!/aviati.../3/0058389.jpg
BN2 Islander G-FANS at Shoreham 19th June 1977 Dennis: Not sure if this will evoke any memories. The Ferranti Helicopters sign just visible on the Western wall of the Miles hangar. Of course Ferranti's move to Shoreham is probably how you met the Colonel but, for me, the move has become a point of sadness as it represented an era of change which was to eventually extinguish the vision of Ferranti's founders. It was at the 'Beehive' that the company experienced the pinnacle of its popularity and which are by far my fondest memories of what was a remarkable chapter in Britain's helicopter history. http://s0.geograph.org.uk/photos/02/...0_ba70c638.jpg Gatwick's 'Beehive' complex where Ferranti's management offices were in the early 70's S. |
I spent about ten days at Dennis' hunting lodge in Scotland.
Had to change the fuel tank in the 206 he had there. It took that long because the 206 was a Bell and the tank was for an Agusta/Bell (or the other way around, can't remember), and the bolts for all the fittings were too short. An interesting time..... |
For 'S' ... Yes I sure remember the ducted fan BN2. The Dufon part of the business was run by a Canadian I seem to recall, but the brain cells won't part with the name. My party piece was to hold both hands to my ears as the Islander taxied by! But fitted with those two huge ducts, the two Lycomings 540s were supposed to be especially quiet ... and they weren't!
A small side titbit ... circa 1972/1973, I used to fly the all red Islander (G-AXDH?) for the 'Red Devils' display team. On one flight, a colleague who had flown the type more, showed me that the aircraft would fly faster in the cruise with three degrees of flap down ... accomplished by selecting flap 'down' and pulling the CB after a couple of seconds. Later I discussed this oddity with Des Norman on the I of W. He told me they knew about the problem ... caused by the incorrect rigged angle of the main plane. Assembly line changes weren't possible so all future production aircraft simply had the flaps welded down at the three degree position! Don't believe me ... just check the next time you see one up close. I remember visiting Mr George Miles in his office there at Number One Hangar, (then Premier hangar) Along with my old mate, Mike Woodley, we were trying to buy the specially prepared and streamlined Miles Gemini twin which we wanted as a Kings Cup contender. No luck tho' In those days the Miles Dufon hangar was the most westerly on the airfield. At least another half a dozen have sprung up since. 'Twas about that time that Neville Duke was doing some flight testing with the Miles Student along the old grass runway. So many memories (mostly pleasant) that these threads evoke. Best Christmas wishes 'S' and to all our readers. Dennis Kenyon. |
Thud
I don't know the exact details but having done the job you describe I know that it was an incident with the blow hole on Skerryvore which can be quite surprising in a SW swell. I think whilst on the pad the blow hole blew deluging the 105 rendering it unserviceable. I think it was there for quite some time before Ferranti managed to recover it. Speechless can fill in the gaps. |
Dennis Ferranti
Savoia.
I have just seen your post dated 18th July 2010. I believe that Dennis Ferrantis's Hughes 500 was actually a 500M and was flown from the right hand seat. I think that Dennis had an eye problem. It had two mesh seats in the font - just like the OH-6A. He also had an HS 125 and a Brantley, or two, before the Hughes 500. In those days, Battersea was run by "Jonny" Johnson (I believe RIP) and Dave Ward. Dave was responsible for running the Silverstone heliport during the British Grand Prix - in the busy years! |
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TRC: I can't recall Dennis having owned a 206 but I shall check up on it as I am in contact with his son. I'm wondering whether he may have borrowed one of his brother's 206's from the Ferranti fleet and in which case it would certainly have been an Agusta Bell. I'm wondering what necessitated a fuel tank change? Dennisimo!: Incredible story about the wing alignment on the Islander! The BN2 evokes only sad memories for me though - an horrific recovery operation I was involved in where one had crashed killing all on board. The military in the country I was working in had no operational helicopters so me and my team were tasked to recover the bodies. The army were kind enough to assist us with body bags which I grimly distributed to my pilots and then joined them in this gruesome task. The craft had impacted the ground at high speed and caught fire. My lasting memory of that exercise was of a mother and child 'welded' together in a charred statue of horror. Me and my team received a commendation from the government for this effort but it is not something I would wish to experience again. I can still remember the smell of the bodies as we heaved them aboard our aircraft. Palma: First of all congratulations on your own accomplishments which of course by now have substantially eclipsed anything my godfather achieved. I do recall meeting you here and there as a young lad while accompanying Bob and a couple of times with Mike Smith and I remember you showing me one of your 500's (a D model) at the '79 Cranfield show! http://cdn-www.!!!!!!!!!!!!!!/aviati.../4/0430403.jpg I believe this was one of your first 500's appaently appearing in an episode of 'The Persuaders' starring Roger Moore and Tony Curtis? Re: Dennis de Ferranti, PPRuNer 500 Fan has a photo of EI-AVN which was Dennis' and there is a possibility that EI-ATY may also have been his. Concerning the craft's military origin - I seem to recall someone telling me the same thing. In addition to Dennis' 500 Sebastian's Bell 47J2A G-ATFV was also an ex-military craft (MM80417 of the Italian Army) seen below in 1978 at Newcastle Airport while in the service of Air Anglia. http://farm4.static.flickr.com/3498/...10d5d124f7.jpg Anyone with any details, information or photos of anything to do with any members of the Ferranti family and their aircraft or Ferranti Helicopters specifically, please contact me. S. |
Denis Ferranti
I flew for Denis from 1977 to 1983. At that time he had a Hughes 500M (EI-AVN) and a B206 (EI-AWA). The 500 was, as already posted, the basic miltary model flown from the right hand seat. Most remarkable was the ship's compass mounted on the floor between the seats. Denis's one eye made it the only instrument he could read clearly! He also had an MU2, based at Castlebar Airport (which he owned), which he changed for a Citation 1 during my tenure. The story of his "infrigement" of an Army airfield and his way of dealing with the incident are typical of the man; a great caracter, not easy to work for, but I had a great time there. If you're interested in pics I'll look them up and send them if you let me know your details by PM.
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Uncle Ian, I think you must have replaced me as I flew the 206 for Dennis in France in 1976. Did you leave Bristows to join Dennis? He also phoned me in Scotland when I was with North Scottish to ask me to come back as his pilot had resigned but I see from your dates that you were there to 83.
I only flew for him as a stop gap measure as his pilot had gone to the Gulf & he needed a pilot for a few months in France. My family & I had a great time there! I even managed to get Mrs F to do a few solo circuits in the 206. He flew me back to his Irish 'manor' to show me his fantastic set up & then to his house in North Wales in case his new pilot didn't turn up to take the 500M to Scotland. He was extremely fit & flew very well for some one with only one eye, having lost his left eye in the 1929 Isle of Man TT. |
I remember reading a book about a ex Navy fixed wing pilot who then transferred to Wessex and after leaving the Navy worked for a private individual covering Wales Scotland and France with a 206 and 500, and I think his name was Mike something or other (Can't check book is upstairs in the child's bedroom). Could he be the new pilot?
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I think that would have been Lt Cdr Mike T who I replaced at Dennis' & by coincidence he replaced me at Gulf.
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Identity Parade!
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Firstly, new year's greetings to Heliport, Senior Pilot and the entire Rotorheads community. Secondly, our work on the Ferranti Helicopters tribute site continues in earnest and we expect to go live 'sometime' between now and June. The timing has much to do with my personal schedule plus the fact that there is much material to sort through and information to collate. The site will dip into other areas of helicopter activity beyond Ferranti including snapshots from the operations of BCal Helicopters (Ferranti's successor). We need help! Can you identify any (or all) of the following BCalH crew (pilots and hostesses) from the visit of Pope John Paul II in May 1982? Any assistance will be gratefully appreciated. http://lh6.ggpht.com/__dRpfF8qlVM/TR...air%20crew.jpg http://lh5.ggpht.com/__dRpfF8qlVM/TR...w%20member.jpg http://lh5.ggpht.com/__dRpfF8qlVM/TR...w%20member.jpg http://lh4.ggpht.com/__dRpfF8qlVM/TR...bin%20crew.jpg http://lh5.ggpht.com/__dRpfF8qlVM/TR...w%20member.jpg http://lh6.ggpht.com/__dRpfF8qlVM/TR...bin%20crew.jpg S. ps: This enquiry has also gone out to the BCal 'Tribute' and 'Reunited' sites. |
For Savoia. Having just tuned in after a week or so, I haven't responded to an earlier item.
Eric, I'll e-mail a copy of the relevent page of "Appointment on Lake michigan" where I write about 'pilots in white gloves' and an executive heli operation - which you might like to see. Reference the Biggin Hill B206 accident ... that year I was parked in the Enstrom G-BENO 'rotors running' on the grass adjacent to the 03 threshold (in those days) waiting for the ATC call to display. The Ferranti Jetranger lifted off fifty yards ahead of me and climbed into the underside of a short final Tiger Moth removing both wheels from the Moth. Sadly the M/R head detached and the Jetranger crashed ten yards from the crowd line with the loss of all on board although there were no spectator fatals. The Tiger Moth completed a sucessful 'no wheels' landing without injury. The pic of G-AWJW was taken parked on the Spooner Aviation parking area at Shoreham. The landing gear 'cuff' was missing because I removed it due to cracking of the GRP. The marking forward of the registration was the temporary logo of Southernair. The adjacent Enstrom G-BHAX ... was the first F28 'Dash Two' model in Europe. It was owned by Derek Chandler of Flair Soft Drinks ... later Flair Air at Goodwood. Derek's son Wayne became MD of the Southernair business. Next heli was Enstrom 280C G-PALS, which I sold to Property Associates Limited and subsequently displayed at the 1981 Biggin Hill event. It was also flown in "To the Manor Born" TV series by that super blonde lady Gay Absolom. Looking at the pics of Ferranti pilots meeting the Pope, I feel sure the third pic is of Bob Baff, but I wasn't aware that he was ever associated with Ferranti' Since Bob and I were both ex Meteor pilots, we spent many an hour at Fairoaks chatting about the old times. Happy and safe flying to all in 2011. Dennis Kenyon. |
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Dennis thanks for the info on Bob Baff, we shall keep searching for the identity of the remaining crew. Denis de Ferranti Update We've managed to secure the following images of aircraft which belonged to Denis: http://lh3.ggpht.com/__dRpfF8qlVM/TT...way%20City.jpg EI-AVN visiting Galway. This is presumably the 500M to which Palma refers. (Photo courtesy of 500 Fan) http://lh4.ggpht.com/__dRpfF8qlVM/TT...eBI/EI-AWA.jpg EI-AWA (date/location unknown). This 'might' be the 206 on which TRC performed a fuel tank change. Marc de Ferranti We have a number of images relating to an operation called 'HoverKnights' based in Wales and which used to operate Ecureuils, evidently under the direction of Marc de Ferranti. Anyone with any information about this or any of the Ferranti operations - please contact me. . |
EI-AWA
The Jet Ranger EI-AWA, is still on the British register as G-COIN, S/N 897, still going strong.
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Great to hear she's still flying. Seems to have been built in '72 and entered the Irish register as the third 206 in the country. When she became G-COIN it would appear as though Denis sold her to Roger Woodward at about the time Roger sold his 206 G-ROGR to Rodney Crook who re-registered ROGR as G-RODY. COIN on the other hand seems to have kept the same mark since going onto the G reg. Another take courtesy of Martin Pole. http://lh6.ggpht.com/__dRpfF8qlVM/TT...%20Pole%7D.jpg Bell 206B EI-AWA at Luton on 6th June 1982 For TRC: She was a Bell as opposed to AgustaBell. Unusual for the Ferranti family. Denis' brother Sebastian would only accept Agusta-built versions in his fleet. S. |
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