Thanks for the memories
 

I made the briefest of contributions to his thread earlier on and have avidly followed its progress. It has brought back many happy childhood memories of watching helicopters flying back and fore across the sky where I lived. The detail in this thread has revealed the reasons why. I lived between Ripley, Fairoaks and Brooklands from the mid-70's and from aged 6 I remember looking skyward every time I heard a helicopter. Almost without exception it would be another Jet Ranger or best of all a Bell 47. Over time I developed a keen interest in helicopters and would often persuade my parents to pay a visit to Fairoaks or to Battersea when we travelled into London. Several years later I was fortunate enough to join the RAF as a pilot and rather than follow my heart and head off to helicopters I followed the stream and was very lucky to fly the Tornado GR1/4 for 14 years. I have now retired from the RAF and like many of my predecessors joined a civilian airline. Perhaps I should have followed Dennis K's path and made the transition to helicopters. I doubt I will ever be able to afford to now, but this thread has definitely re-kindled a childhood passion, long may it continue. With 7 years to age 50, I have half promised myself that I will set aside a little (a lot I think) every month and at the very least try and solo in a helicopter (perhaps even a Jet Ranger) on my fiftieth birthday!!! Thanks for the memories......:ok::D

.
Hofmeister: Welcome back! :ok:

Your previous contribution (post #186 on page 10) may have been brief but .. it was invaluable in that you identified Baron von Furstenberg's 206 as D-HJFF which became G-BTWA.

Without this information we would not have gone on to discuss Charles Hughesdon or his pilot Geoff Cox and neither would we have been likely to mention the other aircraft in Hughesdon's stable. Hughesdon in turn spawned conversations related to Ripley which led to a brief exposé on Ben Turner helicopters.

More recently an enquiry from Estepo regarding Geoff Cox cropped up and we were able to offer an immediate response mainly because of your introduction of G-BTWA and her link to Hugheson. So, your contribution continues to ripple across the pages!

I suppose we all suffer from 'the grass is greener' syndrome to some extent and in this regard I recall an encounter in the right hand seat of a GIII. We launched from a murky Teterboro when my friend stiffened the climb and in just a few seconds we were atop the stratus leaning back heavily bolting skywards and being greeted by the fading glows of a departing sunset. At that moment I remember thinking: "damn, I'm in the wrong job!".

I am fascinated that the Tornado remains as indispensable as it is. In virtually every conflict it is cited as being the primary fighter/bomber despite the fact that commentators keep saying it is going to be replaced! A great aircraft I am sure though.

Regarding your inklings towards the blitterblats .. keep going! I read on another thread the other day that someone had a student in this 70's (I think)! There may even be a generous Rotorhead willing to grant you a pole of their ship to further stir your leanings towards the spinning wings!

Best

Sav

B206 Training
 

For Hofmeister.

Its always great to see a fixed wing airman lust after rotary flight ... but sadly you won't be training on a Jetranger as our dear EASA are disallowing ab-intio tuition on anything with five seats !! Its been on the JAR cards tho' for over ten years! Whither the R66 methinks.

Anyway, welcome back to our wonderful world with whirlybirds. Every man (and woman) of us is totally addicted.

Dennis Kenyon.

G-AWAP John Crewsdon
 

A couple of pictures of G-AWAP

http://farm6.static.flickr.com/5272/...23e29142_b.jpg

with Film Flight titles (Helipixman collection - photographer not known)

http://farm6.static.flickr.com/5182/...93c47cac_z.jpg

with Helicopter Hire titles (Helipixman collection - photographer unknown)

Helipixman

Hofmeister

I'm sure there are many Rotorheads, myself included, who'd like to help you get to a stage where you could solo a helicopter without making a fool of yourself. Most importantly, we need to think about how to organize this in a way which hopefully doesn't cost you anything.

I was talking to my wife the other day, and casually mentioned my cost calculation of financing 1200 odd hours of mostly turbine rotary.

I'm feeling better every day now, and am expected to make a full recovery. Apparently, my new teeth look fine - they say it would have been better if I hadn't swallowed my own when she punched me squarely in the face.

.
Don't be silly Estepo!

One can never annunciate proposed expenditure with one's spouse on the basis of figures alone. They must be contextualised within the framework of female thought and priority!

For example: Frequent day trips must be rationalised against the threat of stagnation in maintaining the status quo to become essential missions during which vision is focussed, new goals set and inspiration rekindled.

Overnight escapades (without the missus) must be explained as possessing the potential to reveal exotic and previously unknown retail outlets laden with all manner of unique and beautiful examples of shoes, handbags and dresses.

Longer excursions usually require 'madam's' presence whereupon her participation as an essential companion must be unequivocally communicated along with assuraces of stops along the way at sufficiently romantic locations with promises of relaxed conversation over lingering reflections of past moments of passion combined with promises of impending encounters of similar if not greater intensity!

Communicated this way I've found is usually good for about half a mil!

:E

Sav

The ladies of our existence!!
 

Oh how I agree :ok: :ok: It's a hard and long road but this exquisitely erudite explanation I shall learn word-perfect for future encounters. Might save me a beating with the handbag (or worse still the interminable silence).

We should respect such wisdom, obviously gained from a full life's experiences :O

VFR

Heli Training
 

For Hofmeister.

Sir, if you can secure a suitable helicopter ... Enstrom, Sikorsky 300 or similar (not R22) ... being semi-retired and wanting to put a few things back into our industry, you have my instructional services on a complementary basis. It would be a priviledge to train a guy with your aviation background ... I'd just ask you to pick up my petrol travel costs. With your experience, I guess I'd have you off safely solo circa 15 hours, say 4-5 days if we worked hard. Obviously need a consenting airfield, but these days we can train at an unlicenced site, subject to the FI being satisfied it broadly meets the CAA criteria. I'm licenced to train on the turbine Enstrom 480, B206 and MD 500 but I'm pretty sure the most recent EASA rule changes say we can no longer use the five-seater type. Good luck. Dennis Kenyon.

Excellent! :ok::E

Dennisimo, what the heck is EASA upto with this five-seat business?

Sav

HUMBLED
 

DennisK

You are a true gent. I have sent you a Private Message.

Best Regards

Hofmeister

estepo. teeth-memories!
 

It must have been mid 78, I was standing on the raised AMH luxury platform (pictured in an early post 431 next to G-BAKU) working on a tail rotor . Our training machine Bell 47 G5A G-BBRI was working away on the other side of the airfield. For some reason the CAA had decided that tax payer’s money would be well spent teaching one of their senior office clerks how to fly a helicopter. Garry was banking the cheques.
Anyway all was peaceful, with Kate Bush gently reverberating around the hanger, when the steady whirring of Romeo India changed to a series of muffled crumps, followed by silence. TRC and I looked at each other, downed tools, and we went over to the door to see what had happened.
Sirens were blaring and the crash truck was on it’s way . The student was practicing sloping ground landings and had touched a blade. When the crash truck arrived the pilot had his chin touching the end of his nose, and was scratching around in the remains of the cockpit. It transpired that he wasn’t badly injured, he was just looking for his teeth !

.
Helipix: Bravo, again, for your sterling contribution. Your range of helicopter images really is most impressive. Well done.

Hof:
Dennis is one of Britain's 'great naturals' in the art of helicopter flying and those to have been schooled by him are privileged indeed.

Sam Manekshaw

I remember Col. Bob telling me about the day he spent with Indian Field Marshall Sam Manekshaw and how impressed he was by the man's character.

Perchance, would anyone have an inkling as to the following:

https://lh4.googleusercontent.com/__...Sandhurst..jpg
The late great Field Marshall Sam Manekshaw photographed at Battersea en route Sandhurst.

Any clues as to the type of craft, the year or perhaps even the driver?

Sav

Hofmeister

We need to get you going, so if you'd like to do an hour or so familiarization flight in G-LEDR, and can make it to Bourne Park near Andover, I'll organize it.

I'm in Spain, but I'll ask John Davis (recently retired Senior Standards pilot for the Army) if he'll take you up.

Should give you a taste of the rotary world, which I'm sure you'll never look back from.

Wonderful offer from Dennis - I hope it works out for you.

.
Well done Estepo! :D That is wonderfully generous of you.

Hof: It would seem as though the rotor-beat of your childhood memory has finally caught up with you. 'Jump in' dear friend!

Estepo's and Dennis' generosity is indicative of the character of so many I have met in the rotary world. Long may it continue.

Lashings of compliments all round!

Sav

The aircraft was a Gazelle and the driver was a Major Scott-Hopkins, probably 1984.

Tam

The individual on the left is the legendary (some might say infamous) Johnny Johnson, manager of the then Westland Heliport.

Many thanks
 

Estepo

I have sent you a Private Message, but I would also like to thank you publically as well for your extremely kind and generous offer.:D

Hofmeister

.
Hof: 'Another one bites the dust' springs to mind! I'm sure you will love it though.

Tam/TRC .. many thanks. :ok: I shall add the image (with your much valued information) to the Colonel's digital scrapbook to join the legion of characters he encountered during his career.

Johnny Johnson is a name I've read about a number of times across the threads - I think Dennis mentioned him at least once. Never knew him or even recognise the name. The chap I was familiar with was someone called Ward who I think was a controller.

He didn't much care for people loitering in his cab (other than to pay their fees and be off) but, he had a female colleague who was slightly more tolerant of youngsters and it was with her collaboration that I got to 'hang out' in the cab for many an hour while Bob was across the other side of the river at Ferranti's head offices.

On most occasions he would leave a collection of notes (whatever he had in his pocket, which usually wasn't much, he was Scottish remember) with Battersea's ground handlers with the charge "Look after the wee lad would you."

Back to Johnson; how did he gain his notoriety - there must be some stories there TRC?

The Crewdson Files .. continued ..

Dennisimo mentioned John's daughter (whom he taught to fly) and Helicopter Hire's WG30 G-KATE (below).

https://lh3.googleusercontent.com/__...England%29.jpg
Helicopter Hire's WG30 G-KATE (so named after John's daughter) seen at Plymouth on 2nd June 1984. John Crewdson's name appearing beneath the forward door. (Photo: Chris England).

If I have my facts straight the craft was leased from Westland before being sold to British International in 1989. Check out the curvature on the main rotor blades compared say with an S76!

As a project the WG30 was however an unmitigated disaster!

Sav

Does anyone have any information of an operation that worked out of Rainton North Yorkshire in the late 1970s and early 80s? Rainton is just North of RAF Dishforth.

I believe one of the a/c they operated was Hiller G-BEFY, if that is any help.

G-INFO tells me -BEFY was registered to Farm Supply Company (Thirsk) Limited from October 76 - 0ctober 80.

Planemike

http://%5CRotor-396d023%5CUser%20Dat...oster%20PhotosJust wanted to say great thread.

My father flew the Ferranti and BCal Jetrangers from Cranfield in the late 70's before moving on to fly the BO105, Bell 222's and AS355N for the Met Police.

Has brought back some great child hood memories!

.
Whirly551, welcome.

Would you care to elaborate on who your father was?

As you may have read, I am involved in sponsoring a website detailing the history of Ferranti Helicopters (and a number of additional operations including Alan Mann and BCalH) and so your father's reminiscences would be most welcome!

At this stage we are still collecting material with the view to launching the site 'sometime' this year.

Rgds

S.

Savoia,

Of course! My father is John Austen and was based at Cranfield during the late 70's with the jetranger.

The majority of the time was with BCal and when they got the contract for the Met Police he moved to Lippits Hill until the late 90's when he retired.

I am sure he would be more than keen to assist you and i know there are a number of photos knocking around from then.

Rgds

.
Whirly

Your father's name is not immediately obvious to me but, there could be several reasons for this. First he could have been on short-term (ad hoc) assignment to Ferranti, or he could perhaps have joined after Ferranti became BCalH. Alternatively your father might have been flying for one of the other operators ex-Cranfield, such as Trent, who I believe bought one of the Ferranti 206's.

Either way, any memorabilia, stories and alike shall be warmly welcome. :ok:

If your father has any interesting stories from his time with Metpol we'd love to hear about that too!

Best

Sav

Johnny Johnson
 

I remember Johnny Johnson mentioned in post 555 very well and it was nice to see him in the pic on post 549.

As a young lad of 16 I wrote to ATC at Battersea Heliport to arrange a visit to see some helicopters. A Mr Johnson replied and invited myself and brother to come along.

We travelled down by bus from North London and spent a fantastic day in the tower and lounge area chatting to him and the great staff. As the day progressed he pulled out our letter and asked how far away Leavesden was from our home.

To our surprise he then arranged for us to fly up to Leavesden in Gazelle G-BAGJ and even phoned my astonished parents to collect us. A true gent. I then became a regular at Battersea and flew in various Jetrangers on empty legs back to Fairoaks (AM), Redhill (Bristow) and Gatwick Beehive (Ferranti).... great days and I'm sure it would'nt be allowed today.

This was the day I got hooked on helicopters, now live, eat and breathe anything to do with helicopters and have photographed them ever since building up one of the largest collections in the UK. Sadly never learnt to fly helicopters but still hope to.

Helipixman

Austen.
 

For Whirly551 ... Would your Dad be the 'Bunny Austen' who flew for the old firm of CSE at Oxford, Kidlington in the 1970s. I met him on quite a few occasions when CSE was the Bell distributor and one of my Enstrom Agents.

Dennis Kenyon.

No five seat tuition
 

Hallo Savoia ... sorry to be so late with a response.

In the early 2000s, the first new rules from JAR arrived and among many other items regarding training types that could be approved such as ... 'no swing-over' dual controls (whither the Robinson breed!) an additional stipulation was 'no helicopters with more than four seats! It seems to have been largely ignored by the CAA but I understand now that EASA are holding the reins, the requirement is to become law. Anyone out there in Belgrano land who can quote the latest position?

If that IS the new situation as I am assured .. for ab initio training, we can kiss goodbye to AS350, B206, MD369, Enstrom 480 and of course the new R66! Ain 't this all good fun!

Fly safe out there.

Dennis Kenyon.

.
Ciao amico Dennisimo!

While nothing to emerge from Euroland or the UK in terms of senseless legislation astonishes me anymore, I am at a loss to understand the rationale behind this 'four seat or more' ban on training aircraft! :confused:

Elipix: Your photographic pile is genuinely impressive and has certainly illuminated this thread in a wonderful way. :D

Regarding your aspirations aloft .. you never know, just sometimes life can surprise us and the way forward in the pursuit of our goals becomes a little clearer but, it does seem as though we may need to start a 'Nostalgia Flying Fund' lol!

On the previous page Planemike wrote:

Is there anyone with knowledge of Yorkshire heliops from the 70's-80's who can respond?

Sav

A coat of paint.
 

I took the photo of Burnthill's G-WOSP, in her wasp colours doing pleasure flights at a caravan show,

http://farm6.static.flickr.com/5110/...45d5516f_z.jpg
the artistic shot, looking more like a toy.
http://farm3.static.flickr.com/2628/...ef084590_z.jpg
and a couple of years later, she was painted brown - or should I say coffee - colour for the Maxwell House sponsored, 'Eye in the Sky' traffic reports for Radio Clyde.http://farm3.static.flickr.com/2503/...4d8f91a8_z.jpg

http://farm3.static.flickr.com/2764/...b8dce5ef_z.jpg

.
Wigan: The first image made a previous appearance on page 6.

WOSP (a Bell) was originally delivered to 'Wasp Helicopter Hire' of Glasgow and was one of the first 206 III's in the country (November 1978). She was however preceded (though just by days) by the delivery of G-OIML (an AgustaBell) to Ferranti.

WOSP was one of PPRuNer Paco's former mounts.

Sav

A coat of paint.
 

Thanks SAV , replaced the photo.

G-NEWS s/n 2547,was sister ship to WOSP s/n 2545, came in about the same time, restored to the UK register last year, after a time away in the USA.

WA

Just recieved an old photo album after an AIDS episode ( Aviation Induced Divorce Syndrome) a couple of old photo's, one of a Hughes 500 with red/white and blue stripes, with nth reg G-BEJY, and another of a Bell 47 which I re-built in 1977, and I seem to remember 'Old LAE' did the paperwork, G-BER-, can't make out if it's J as the last letter on the reg or not, seem to remember the aircraft came from South Africa to Bristow's where I was employed at the time and then resold?
I'll try and scan the pics later and post

S

Stace

G-BERJ rings a very tiny bell.
Regards.

G-BERJ was a Bell 47 G4A reg 1966, crashed during crop spraying in 1987 (not me!) and written orf.......:ok:

.
Stacey: Sorry about the AIDS issue. However, being in the Middle East you should have picked-up on a rather handy habit they have of collecting wives. Once into the multiples the dynamics change considerably allowing one to migrate between the warmer climes in terms of spousal attitude! :E

BERJ, well, most interesting. Helipix posted a photo of AZAG on page 22. This was the persoanl mount of Lord Dulverton (he of the cigarettes). BERJ would appear to have been the predecessor to AZAG!

Awaiting your scanned photo!

Sav

Disasterous 80's Geo Job in Turkey
 

.
Herewith an article I recently read highlighting a geo op in Turkey in 1985 which seems to have gone horribly wrong. Written by the 'helicopter coordinator' for GSI (GeoSolutions International) on the project.

The photos are !!!!!e and without description and for which I apologise.

Sav

* * *

"I was given the Helicopter Coodinator's job because I had worked extensively with helicopters in Indonesia and in the Far East we used them for moving equipment and supplies. This operation was to be a long-line job, like is used in Colorado and places like that. I'd never seen anything quite like it before, not that it would have made any difference.

The contract arrangements were also strange. We were working for ESSO (Exxon), who picked Viking Helicopters out of Montreal, Quebec, and told us to hire them. We paid Viking, and ESSO paid us. But ESSO told us how and what to do with the helicopters. I suppose it was done this way to shelter them from any potential liability.

My job was to arrange for the fuelling, liaise with the Viking people, schedule the day's flying activities, keep up with the billable flying hours, keep up with the radio logs, and spend all day in the field as Loadmaster. This wasn't a very good deal. Eventually, they got Basil Warr, another ex-Far East hand and a Gravity Party Chief to help me. The only good that came out of it was that Basil and I both lost a lot of excess lard that summer. Of course the poor food helped.

Viking helicopters supplied three machines. They were Lamas, which are good for high altitude work. Two of the machines were shipped from the Sudan. The other was leased from Dollar Helicopters Ltd., in Coventry, England, and flown to Turkey. Viking's two machines were clapped out pieces of junk. The HF radios didn't work and they were constantly in the shop. Dollar's machine was fairly new, with working radios, and an engineer who came with it. He was a Frenchman, married to an English woman, who had lived in England for about ten years. He kept his beautiful red ellicoptre in good shape.

In most charter operations there is a chief pilot and a managing pilot. On this job, the manager was the Viking engineer. He was a slick talking Englishman who spent most of his time in the mess tent drinking tea, making the Frenchman do all the work. There was a lot of playing and not a very professional manner among the Viking guys. The chief pilot was a Canadian who came up from Sudan. He was a hot dog. While practicing using the long line, he banged the 55 gallon drum full of jet fuel into the ground a couple of times on the first day. Just as I began to think it was just one of those things that could happen to anybody, he hit a power line while sightseeing down a river. Fortunately, he didn't do much damage, and was able to fly back to camp.

The other original pilot, Mario, was Portuguese. He also came from Sudan. Viking sent in a third pilot, a Japanese named Tony. He was there a few days, and walked around in his Fruit of the Looms because of the heat. After watching his workmates, he told me that they were dangerous and we had better take care. Viking's manager ran him off, but he got the word to GSI in Ankara before he left. It's hard to take a guy seriously who walks around in his drawers , but as it turned out, he was right. By then, I'd been there 7 weeks, and headed for Singapore for 3 weeks of well earned R&R.

While I was enjoying my time off, the first helicopter accident occurred. A new pilot, sent to replace Tony, made a hard landing at a helipad in the mountains, a very hard landing indeed. It was hard enough to destroy the helicopter, though no one was seriously injured--unless you call a broken arm serious. By the time I returned to the crew, the safety brass from ESSO and GSI were there to see what was going on. They mostly bought the BS from Viking's manager and Project Manager, though the ESSO guy gave me a hard time because he didn't like the way Viking was running their operation. With no backup from either GSI or ESSO, I really didn't have much to say about things. I began to see why ESSO had insisted on a GSI Helicopter Coordinator.

The second day back, I was ordered by our Party Chief to stay in camp and run the radio, since the radio operator was out sick. About ten in the morning the helicopter was moving cables and geophones from the back of the line to the front. I couldn't get Mario on the radio. Finally a young turk came on and said there was a problem with the helicopter. He said , "helicopter go boom!" Things got pretty hectic after that. We sent some expats and vehicles out to the staging area where the call came from and found the wreckage of the helicopter and Mario dead.

For reasons known only to Mario--there probably weren't any, he flew into a 110kv high tension line which was overhead the pad where he had been flying in and out of all morning. This line was over 100' above the ground, so it was no problem to miss it. He was likely thinking of something else and forgot about the cable until he struck it with his main rotor. He must have been moving forward fairly fast because he snapped the cable, which was quite thick. It in turn, snapped back on both sides, and caused two grass fires. The wreckage hit the ground not far from where Mario took off. Mario had his head bashed in and was probably killed by the rotor while the helicopter was coming apart. It was a non-survivable crash so we were told.

Our GSI Safety officer just happened to be sober that morning, so he went out with several of the guys who normally worked in camp, and picked up the body. It was packed in ice, and sent to Diyarbakir for whatever the authorities wanted to do with it. They shipped it to Portugal, back to his family. The French helicopter engineer was in a state, so we sent him too. Since his helicopter was finished, his job was too.

It wasn't long until ESSO grounded the remaining helicopter, and converted the operation from a helicopter crew to a mule crew. With no need for a mule coordinator, it was time for me to go."

https://lh6.googleusercontent.com/__...I/lama_flt.jpg

https://lh5.googleusercontent.com/__...GE/lamared.jpg

https://lh6.googleusercontent.com/__...Bg5M/lamaw.jpg

https://lh5.googleusercontent.com/__...W0k/crash1.jpg

https://lh3.googleusercontent.com/__...ge4/crash2.jpg

Of Dollar exploits
 

S
Michel is still around, and accorded the respect as probably the best Al 2/Lama engineer who I ever worked with, that's for sure. Think he's retired now of course. It's a sorry tale you relate from GSI but it rings bells............

Didn't Dollar lose an Al 2/Lama on a geosurvey job in S America somewhere? Right on the top of a mountain but no casualties (I hope) I seem to recall.

But then a 2nd Lama sent to sling out the first one, also 'arrived heavily'. And then there were two............:sad:

Or is my recall all screwed up. I know, why don't we ask TRC - he'll remember if I am talking b****x or not...:ok:

Al II Camera Ships
 

This is a somewhat belated response but I believe that if referring to the 60's and 70's the answer could be yes.

Recently there has been discussion involving a couple of Alouette II's which were assoicated with filming. Specifically, Helicopter Hire's G-AWAP (previous page) and Alan Mann's G-FILM on the Mann thread. Tragically, both ships were lost while engaged in filming sorties.

On the Mann thread TRC wrote:

It would seem as though a fair few of the commercial Al II's in the UK during the 60's and 70's were indeed engaged in filmwork:

When HeliSDW made his comment above on page 9 he posted a clip from the BBC archives which featured a Heli-Union Al II, G-AWLC, performing filmwork in 1969.

On page 27 an image appears of another Heli-Union Al II, G-AWFY, which was sold to BEAS and then Dollar. One wonders whether this may also have been engaged in filming assignments?

Another Al II appears on page 14, G-AVEE, being an 'Air Gregorius' craft - one which I encountered at Shoreham in the early 70's and, herewith, another Al II belonging to Air Gregory:

https://lh3.googleusercontent.com/__...0Barber%29.jpg
SA318C G-BBJE operated by Air Gregory as seen at Biggin Hill on 18th May 1974. The craft was registered in 1973 to 'Medminster' of Putney then sold to Switzerland in 1978. (Photo: Ray Barber)

Anyone with evidence of additional Al II's or Lama's used in filmwork, please do chip in.

Sav

Savoia,

Many thanks for taking the time to respond, however belatedly, to my original question!

With the 1960s/1970s being a bit before my time, I wasn't sure whether the Al II had been a prominent UK camera ship - I certainly hadn't come across references to it before. Your research would suggest that I perhaps hadn't looked thoroughly enough!

The cynic in me suspected that Francophobia may have played a part in limiting its success/prominence in the UK - of course such attitudes would never prevail today...!

Simon

G-AVEE
 

I'm pretty sure that airframe was bought by RBA helicopters in 1967 before Air Gregory and did a fair amount of tv and series work as a camera ship.
I know it was meant to work on the prisoner series in Wales but went tit's up and a french AII came in for a few of the episodes. :ok:

http://i807.photobucket.com/albums/y...lcirca1977.jpg

Sloanes 500?? Redhill Circa 1977

http://i807.photobucket.com/albums/y...hairyyouth.jpg

S you were right, jogged the memory straight away, the Cigarrette person it was, have to excuse the 'Hairy Youth!' well we were all young once.

Stacey