Helicopters In Tow
 

https://lh6.googleusercontent.com/__...lberghs%29.jpg
Agusta Bell 206B JR III OO-FVR on the outskirts of Brussels in July 1996 (Photo: Eric Coeckelberghs)

This 206 autorotated into a field on the outskirts of Brussels during the summer of '96 as a result of fuel starvation! In concluding the auto the tail was severed. The craft was evidently repaired but went on to suffer a further crash resulting in a total write-off. :(

https://lh6.googleusercontent.com/__...20Howat%29.jpg
Westland SeaKing HAR3 XZ597 Mt. Pleasant, Falkland Islands, January 1991 (Photo: Ian Howat)

This RAF-king was towed from Mt. Pleasant Airport to Mare Harbour where she was loaded aboard a ship to be returned to the UK for servicing.

Sav

Enstrom 280L
 

Sorry to be away but just completed a pleasant four days oop north with Bill (Norman) Bailey DFM at Barton ... type rating three guys from Hamburg who have decided to start a heli school on the Enstrom!

So now the Enstrom 280L turns up. And funny enough while I was at Barton I was looking at a photo I took of the blue four-seat Enstrom mock-up while it was parked with my Spooner firm at Shoreham. I cheekily put the G-HAWK reg on the side for an exhibition and got no end of complaints from the reggie spotters!

I flew the real Hawk at the 1980 HAI at San Diego. I asked the boss, F Lee Bailey to just add an 'L' to the new four-seat model to help with CAA certification (silly boy!) ... so she initially became known as the 280L Hawk. When I flew her from the exhibition site with the Enstrom CP Bill Taylor, she was just a stretched 280C Shark using the same HIO 360 EAD series turbo Lycoming which wasn't quite enough puff to lift four pax. So all demos were made with just one in the back. In all respects the type was just a heavy 205BHP 280C Shark as the 225 BHP F models hadn't arrived then. I actually sold the first two off the specification ... one to the MD of Northair and the second to a guy in Scotland (he actually commenced legal proceedings later for failing to deliver). To solve the power situation, I suggested to Enstrom engineering they just used the IO 540 'Aztec' six-cylinder 250 BHP engine, but FLB said they didn't intend to put the 280L Hawk into production as they were planning an Allison 250 turbine 480 model! And that is what arrived.

On this tack and when loads of Enstrom Sharks were hanging about in hangars, I approached Bill Bonner, that innovative engineer at Shoreham who raced Jaguar engine F1 speed boats and displayed a water cooled Chipmunk at Farnborough. I designed a semi-mono construction three seat 'plug' the idea being to drag the hangar queens out and slip the plug between the plastic cabin and the engine pylon giving a five seater. Made in the UK was on and the great fixed winger, Derek Page, now Lord Page was interested in securing some Government finance. We even had a hangar standing by in Wales with a rent free first year. All this when the pound was barely worth a dollar! ... and I was already talking to my bank about setting up a world-wide network of sales distributors and investing a million dollars! Some hope, The design would have used the Ford Granada water-cooled engine and at 3000 rpm was especially quiet. It was to be called the Enstrom Skyline after my new company at Wycombe.

Sadly the extreme amount of money necessary for ... design approval, drawing office approval, manufacturing approval and uncle Tom Cobley torpedoed the scheme.

The original flying version of the 280L, which became 380L ... languished at the Enstrom's Menominee plant for many years. I think the blue mock-up was sold to Scandinavia. I invariably look back at one of my many 'missed opportunities' but ain't life like that!

Goodbye all and safe flying.

Dennis Kenyon.

PS. If you are not too bored, read on ...... At a distributor meeting at Menominee around 1980, FLB was pressing all those present to place $5,000 deposits to help with the funding of the new ship. (We ordered two!) One guy meekly asked what would happen to those who didn't. Since Captain Ernest Medina of the Melai Massacre fame was present, FLB just made rapid fire gestures from the hip and said ... "We send in Ernie Medina."

In 1990 G-OBIL, R22 was in Clyde's hanger, belonged to Heli-flite of Perth, still about today, still as G-OBIL but now all over red.

http://farm6.static.flickr.com/5109/...e28cc618_z.jpg

http://farm6.static.flickr.com/5187/...d3d3304d_z.jpg

R22 Beta S/N 0792 new 1988, with F.C. Noakes,Perth & M.R. Tideswell, Glasgow, T/A Heli-Flite, Perth , 25-01-1990 to 11-05-1992.

griffothefog - At 90 deg odds with the world..
 

Funnily enough Griff, I remember seeing that particular angle on several occasions in the past.............probably a Viking shuttle :ok:

Salty....... I dont recall :E

Racing!
 

https://lh5.googleusercontent.com/__...ly%20base..jpg
A British Army Lynx pursues the late Richard Britton at Ballykelly

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A HeliAust AS350 gets down on the road to capture some compelling F1 footage

Sav

Zimmerman
 

Ref the great Karl, (Charlie) Zimmerman ... I first met Charlie at the 1986 WHC event at Cranfield. His unbelievable B105 freestyle display took second place to Herman Fuchs similar display. Charlie later said to me something like .. "My wife has been going to bed with a world champion for the last two events, but now as I came second, she is going to bed with a new man." German humour OK. On the final day of the event, I got to fly with him and couldn't even follow his sequence of control movements that produced his inverted flat spin with a roll recovery at around 100 feet! Andy Berryman took a fourth place with his service Gazelle. I suffered my second T/R failure during a max power torque turn when the left hand cable was 'snipped' by the upgoing T/R blade causing the floppy cable end to wind itself around the T/R gearbox and seize. I did manage to get the Enstrom down without damage in a 70 knot run-on landing. Happy days ... I think!

Dennis Kenyon.

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Dennis, great to see you back! :ok:

No small feat (one imagines) recovering from a t/r failure mid-torque turn. Bravo on getting the bird down in one piece. :D Did you run her on to the grass or tarmac?

I also had the pleasure of meeting Karl Zimmerman although some years earlier c. 1980. An amazing chap with amazing skills!

Before leaving Karl, another clip (this one perhaps even better than the first) with an especially pleasing manoeuvre commencing at 2:30 which begins as a nose-over into bunt, goes inverted, proceeds into a brief tail slide and then recovers back the same way! Stirring stuff for helobatic fans.


Sav

Damn!!! That 2:30 thing is the greatest helicopter maneuver ever!
It'r right next to Linx's backflip, or Lama's takeoff...
Saw a lot of 105 YT videos, guess i wasn't paying attention...
Even RC bunch would've have a hard time performing that!
Teeter totter, haha!!!
:ugh:

s58t bond helicopters strubby early 1980s
 

Hi all, In the early 1980s Bond helicopters flew out of Strubby Lincolnshire. My father worked off shore at this time and I was wondering what happened to the white S58t.

I never had the pleasure of seeing it fly. Whenever I went to pick my father up with my mum it was sat on the ground feeling rather sorry for itself with the main rotors removed.

Also what happened to the 365c ending in KM?

and the s76 G-BMAL

all these helicopters at the time were with Bond Helicopters..... but were are they now?

I hope to God they have not been turned into coke cans or the like that will be just heart breaking.

Kind Regards

Stude :O

Dennis - I remember your t/r failure at the Cranfield World Championships. I was just completing my CPL at Trent and the opportunity to watch the greats performing was unmissable. Watching you control the aircraft after the failure (during some amazing aeros) was amazing. I remember you making 5 or 6 approaches to the runway until you thought you had it just right and committing yourself. Zimmermans display was awesome - at that time I had no idea that helicopters were even capable of the things he did in that BO105. A real privilege to have been there.

studentpilotmcuk - I flew with Bond after gaining my CPL (above) at the end of the 80's. G-BMAL was flying for CHC at North Denes up until last year, when it was sold to Canada. According to G-INFO it had over 28000 hours when it was de-registered. KM the 365C was flown at Humberside until it was replaced by the 365N2's. These in turn stopped flying last year when Bristow won the BP and Conoco contracts at HUY.

Of course I should add that Griffo did educate me at Bond into the capabilities that the 365N had...........;)

Silence...................:ok:

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Epiphany: I think this may have been how Uganda looked when your boarded her from Ascension:

https://lh3.googleusercontent.com/__...S%20Uganda.jpg
HMHS Uganda Falkland-bound in 1982

Coming up on The Nostalgia Thread ...

Speedbird One meets North Sea hack

Seeking SeaKings

Classic 61

Cameron's 'Big Jock'

The Kenyon Files: What did Dennis sell Colin

Assorted Alouettes

Cigarette Copters

* * *

Sav

KF & NC: Coventry Currencies
 

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G-BAKF made her first appearance on page three when, as part of Speechless Two's regalement of his Rhodesian expedition, KF was revealed as the 'unidentified' 206 among his troupe.

In the inital photo (1978) she wears a yellow and orange livery of similar style to that of G-AZRU which recently appeared on the Mann thread. Here she is seen in one of the Dollar schemes from the 80's.

Accompanying KT is G-BFNC which at the time of the photo (below) was registered a Penelope Pilkington who, one assumes, leased her to Dollar!

KT for her part was registered to Michael Jeremy Belmont during her time with Dollar.

https://lh5.googleusercontent.com/__....82%5B1%5D.jpg
G-BAKF with G-BFNC at Coventry on 16th August 1982 (Photo: Courtesy of Brian Johnstone)

Sav

For 'S'
 

Good evening Savoia,

KENYON to LOTUS. One Enstrom F28A, G-BAWI. Possibly serial number 120. About £20k I think, such were prices in those days. Colin Chapman's CP was the lovable Mike Hammelin (later Hammelin Jet) who mainly flew the company Navajo. Am I right in thinking the all-black Lotus 77 was the current beastie in thos days? I usually landed at Mr Chapman's small mansion .... Ketteringham Hall sounds about right, then we needed to fly beneath the trees either side of the river to land at his newly purchased 'Sunseeker' business. Memories, but as ever ... its the age thingy again. 'Twas years later, I purchased G-AYTF around Christmas time 1983.

PS for 'S' ... I also operated another 'dancer' ... Enstrom G-BHTF.

Dennis Kenyon.

T/R Failure
 

Just a 'quickie' to answer Savoia ... the 1986 T/R failure occurred during my WHC display routine and having previously experienced the condition circa 1975 when I suffered a T/R drive shaft failure on a sales demo, I'd taken the trouble to think the situation through and keeping the Enstrom power to less than 18 MAP and the speed above 60 knots, with the nose initially yawing to 10 'o clock in a descending, right cyclic approach , I managed the required, 'run-on' landing by progressively increasing power aiming to land ACROSS the runway tracking starboard 30 degrees out of wind and touching down on the right skid first. At a few feet AGL, a further opening of throttle to cushion the landing and swing the nose to 2 'o clock followed by a gentle power reduction returns the nose to around 1 'o clock when a prompt closing of throttle brings the skids to the 12 'o clock position when the cyclic is squeezed forward to touch down skids hopefully in the dead ahead position. Fortunately the runway edges allowed the skids to slide over the ramp as the Enstrom came to a stop upright. Three T/R failures caused by me, but in 14,000 hours ... no engine failure ... yet!

And even knowing the causal condition, I somehow repeated the event on the FX at Biggin Hill 1999, again getting the ship down in one piece on the 21 threshold end. It can't happen now as the Menominee factory have moved the left T/R cable outlet point closer inboard which the Enstrom engineers dubbed 'the Kenyon hole!' How rude!

Safe flying to all. Dennis Kenyon.

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Ciao Dennisimo, buona sera!

To those of us who have known you across the years you are the undisputed 'king' of Enstrom flyers - presenting this craft to countless thousands at regional and international airshows and doubtless raising the profile of this neat little helicopter around the world. Beyond Enstroms your natural skill, love of aviation and approachable manner have made you the well-deserved rotary icon that you are!

This is to say that .. while managing a t/r failure is among the more challenging of rotary-wing emergencies, it surprises me not that on each occasion you have handled this with skill and aplomb.

The fact that Enstrom nick-named part of their aircraft after you is indicative of your 'synonymity' with the product - an association which I am sure has benefitted the Enstrom Corp. over the years.

Present at one of your t/r failures (Cranfield) would seem to have been a member of the PPRuNe fraternity; 902Jon!

Regarding Chapman .. I shall post a response to this anon.

Brgds

Sav

I recall that, was it really 12 years ago? I remember you had drifted down towards the 21 end; there suddenly seemed to be a fair bit of juggling at fairly low level going on, followed by a sudden set down with maybe a hop and a skip or two - and there the Enstrom stayed! Not sure the commentator was aware there was a problem.

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The Kenyon Files: What did Dennis sell Colin?

Among the notable gentlemen rotary-wing owners discussed on 'Nostalgia' have been the Duke of Westminster, Cy Rose, Peter Cadbury and Colin Chapman. In true Nostalgia Thread style, Dennis has been involved with all of them!

We are still tracking down the Enstrom sold to DoW and trying to find out which aircraft Dennis demonstrated to Cadbury although the latter might only be uncovered via the pages of the maestro's log book! A photo of Cy Rose's Brantly (G-ATJY) was posted on page 17 but we are still searching for the Enstrom which Dennis sold him.

Regarding Chapman; Dennis mentioned G-BAWI in an earlier post (and we we shall come to BAWI) but .. the craft Dennis sold to Colin was infact G-BAAU.

Now here I was thinking that Dennis, being a man of great flair and possessing panache, would in his efforts with the UK's F1 leader at the time, deliver a sharp looking Shark, perhaps suited in jet black with snazzy accents in gold and silver and upholstered with white leather seats etc.! Imagine my surprise then to discover that what Chapman bought was an orange and fawn F28A!!!

https://lh3.googleusercontent.com/__...Blackbushe.jpg
Team Lotus Enstrom F28A G-BAAU at Blackbushe on 10th May 1981 nine days prior to being sold to RHM Investments in Hampshire

I am of course joking Dennis and well aware that Chapman was not into the fineries of executive aircraft. He was however interested in performance so I am still a little 'miffed' as to why you didn't offer him a Shark!

https://lh3.googleusercontent.com/__...ullivan%29.jpg
F28A G-BAAU at Bournemouth Hurn on 3rd June 1988 while registered to Merlyn Upton (Photo: John Sullivan)

BAAU was sold to John E. Clark and Co. of Bournemouth in August 1972 and bought back by Spooner, intriguingly registered for a time as 'Spooner (Enstrom Helicopters) Limited', until being sold to Group Lotus in July '76.

From Lotus she went to RHM Investments as mentioned above and from there to Dennis' chum Norman Bailey.

BAAU's final owner appears to have been a Stuart Cox under whose patronage she seems to have perished on 15th December 2004 at Coton Hill in Shrewsbury, Shropshire.

An excerpt from the accident report reads:

"The pilot was on the return leg of a solo flight from Manchester to Nottingham when the engine suddenly cut out. He entered autorotation however the aircraft sustained extensive damage in the ensuing forced landing. On inspection it was found that the aircraft had run out of fuel. Investigation revealed that there was no appropriate data on fuel consumption rates in the aircraft manual, although this information existed in the aircraft’s engine manual. The pilot did not possess a copy of the engine manual and had incorrectly based his fuel planning on the consumption rate witnessed on the aircraft’s fuel flow gauge on previous flights."

Sav

Speedbird One meets North Sea hack!
 

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In my quest for interesting rotary nostalgia I have been searching for an image of a Bell 206 in which Concorde also appears. Alas, there have been no returns to-date.

I did however happen upon this shot of BA's G-BOAC being towed at LHR while a company S-61N was taxiing in the opposite direction!

Sadly, the image quality is less than fair but .. an interesting take nonetheless.

https://lh5.googleusercontent.com/__...20Nikon%29.jpg
G-BOAC passes company S-61N G-BCEA at LHR in September 1984 (Photo: Air Nikon)

Sav

Memory fades
 

Ah well ... the man of great flair, panache and 'uncle Tom Cobley' has a failing memory and now I have the correct registration ... Yes, I remember it well ... as the great Maurice Chevalier would have sung! I think I may have fooled myself by recalling that I actually demonstated G-BAWI to Lotus at his Sunseeker base but actually supplied G-BAAU. The Westland Whirlwind owner, Roger Windley DID buy G-BAWI tho.' My log book for the period remains elusive. Savoia, it wasn't possible to sell Mr Chapman the latest Enstrom's snazzy 280C turbo Shark since they hadn't made the model at the time!

The Enstrom supplied to one of the two founder members of the Helicopter Club of Great Britain, Cy Rose, (the other being Tony Everard) was the first Enstrom 28C-2 turbo model to be imported. Dash 2 'cos it had the one piece cabin glass a la Bell 47 and all the new aircraft in those days were Dash something or other! If I rack my brains enough the reg may pop up. But it was mostly blue with a unique gold and bold colour scheme. I delivered it to Tony's home one Saturday morning just off the M40 near Gerards Cross. (Hedgerley I think)

Hope someone is liking all this! Dennis Kenyon.

Pics
 

PS. For Savoia ... I have a piccy of the Cy Rose Enstrom somewhere I know, and will put some effort into finding it. Also have a picture of an Enstrom 280C Shark, G-BENO at the Queen's Jubilee event at White Waltham 1977. The pic has a BA VC10 flying past at about thirty feet AGL! DRK

S61 and Concorde
 

We operated an Okanagan Australia S61 from Cork back in 1981, supporting Irish Helicopters. These photos were from a trip to Shannon: Concorde looks to be missing a bit of the fin :ooh:

http://www.helicopterservice.com.au/...%20S61%202.jpg

http://www.helicopterservice.com.au/...%20S61%201.jpg

Classic 61
 

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Dennisimo, that's great and thanks for the continuing narrative of your many and interesting Enstrom exploits! :D

John: Brilliant stuff! I am at a loss however to account for the Concorde. There are no obviously recorded incidents in 1981 which place the bird at Shannon and '81 is well before the type's 'rudder shedding years'. Consequently I have no answer as to the irregular tailpiece. I do however know that both BA and AF used to conduct training sorties ex-SNN.

Out of interest were you performing crew-changes from Cork and in your top photo to whom did the other 61 belong?

* * *

https://lh4.googleusercontent.com/__...%20Watt%29.jpg
BA's S61N Mk II G-ATFM at Aberdeen's Dyce on 1st March 1986 (Photo: Gary Watt)

https://lh4.googleusercontent.com/__.../G-BGWJ001.jpg
Bristow 61 (no details)

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BCalH S61N 'Loch Fyne' at LHR in 1985

Sav

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The Kenyon Files: BAWI & THCoGB

Following on from Dennis' mentionings of The Helicopter Club of Great Britain, herewith is an excerpt from the 'sport' section of a 1967 Flight International article:

https://lh6.googleusercontent.com/__.../s512/HCGB.jpg

Some interesting names appear in the report which alludes to the participation of three women. Clearly one of these was Gay Absalom. A Rosemary Rose is also mentioned, presumably Cy's wife? Another name seems to be Jeanne Lodge whom I am similarly unfamiliar.

Anyone with recollections of any of the others?

Dennis mentioned G-BAWI:

https://lh4.googleusercontent.com/__...ff%20Allan.jpg
Enstrom F28A G-BAWI at Biggin Hill on 16th May 1981 (Photo: Geoff Allan)

BAWI's first registered owner (April 1973) seems to have been a Gregory Simon Rose of Red Lodge, Slough. From Rose she went to Roger Windley (Sept '79) in Lincoln and then a string of owners including Glasgow-based Galaxy Aviation, Red Baron Properties of Staplefield and M&P Foods of Sutton Coldfield.

The sign in the above photo seems to indicate an asking price of GBP 24,000. Inflation, inflation!

Also appearing at Biggin on the same weekend, the tail of which is just visible in the above photo, was G-BISD:

https://lh4.googleusercontent.com/__...ff%20Allan.jpg
Enstrom 280C Shark G-BISD at Biggin Hill on 16th May 1981 (Photo: Geoff Allan)

However, BISD's UK heritage is somewhat brief having been sold to a welding company 'Pioneer' in October of '81 and then exported to South Africa in June of 1984.

Sav

I think the other S-61N might be this machine;

Photos: Sikorsky S-61N Aircraft Pictures | !!!!!!!!!!!!!!

If not this exact airframe, it appears to be a Greenlandair S-61N.

500 Fan.

Yes, we were supporting a rig south of Eire for a couple of months, living in Kinsale and flying from Cork. The other S61N was from Irish Helicopters, for whom we were working.

A long story, but I left Australia in March to work in Bombay for a month, and got back home in September after shuttling between England, Eire & India. And proposed to the then girlfriend along the way ;)

Of 61s, Shannon and Pussy Cats!
 

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John thanks. Bombay; charming place .. :sad: but great food! Please excuse the trivial nature of my questions but roughly how far offshore were the rigs you were servicing. Its just that I have very little knowledge of the Irish offshore 'landscape' as it were.

Bravo 500! A great piece of investigatory nostalgia. :ok:

You are indeed quite right as the scheme in John's photo is certainly that of Greenlandair. If, as John suggests, it was an IH 61 then perhaps they had bought this from Greenland?

Either way its a great find and well worth posting (below):

https://lh6.googleusercontent.com/__...Goodman%29.jpg
Greenlandair's S61N at Shannon on 19th June 1982 (Photo: Fergal Goodman)

Another 61 at Shannon, in more recent times, was BLY:

https://lh3.googleusercontent.com/__...0ro/EI-BLY.jpg
Irish Helicopters S61N EI-BLY at Shannon on 12th July 1991

Any clues as to the significance of the wording atop BLY's cabin?

Now I do have a story about Shannon and the Colonel.

In the post-Ferranti days Col. Bob flew for a season with the race horse trainer Vincent O'Brien (EI-BFK), this would have been 1980-81. He also assisted another one of his clients, a lawyer by the name of Brendan O'Mahony, who bought an ex-Ferranti-managed craft (EI-BHI). BHI used to be serviced at Shannon (SRS I think) and on one such occasion Bob was staying at the Shannon Shamrock Hotel while he awaited whatever maintenance was being performed on the craft. Brendan, by the way, was another great employer of the term 'craft' when referring to helicopters - delivered of course with his broad 'Hoir-rish haccent'.

Well, there was the Colonel minding his business (yeah right) and pottering about the hotel (mainly between bars) when he heard a pussycat's meow! Concerned, he raised this with the duty manager who quickly assured him that there was nothing to worry about and that it was probably the bagpipes from Bunratty Castle (genuine answer according to the Colonel).

The following day the meows persisted and so did the Colonel this time raising the matter with the general manager and insisting that he was well able to distinguish between the sound of the pipes and a potentially stricken cat (although he admitted to me later that he knew some players of the pipes whose skills may have challenged this claim).

To cut a fairly long but interesting story down to PPRuNe length, the Colonel was unrelenting in his concern for this invisible cat and which culminated in the hotel bringing in builders to dig up part of the main reception floor. Once through the floor the builders discovered a pipe along which the previously muted meows were now being transmitted with considerable clarity. Trouble was, as they started digging (and Bob indicates that they used a small pneumatic drill) the cat retreated further along the conduit! The end result was a scar several metres long across the main floor of the Shamrock's reception.

Needless to say the Colonel was not especially in favour with the hotel management who considered this a waste of time and money as well as a massive inconvenience to the smooth operation of the hotel. Several of the guests were also aware of the fact that the Colonel was at the centre of the disruption to the hotel lobby and he evidently received a number of condemning glares!

On or about the third day of this pussy-hunt with the jack hammering halted and receptacles of milk and fish placed at the last point in the pipe to be breached, the pussy emerged with the help of the Colonel's diligent (and no doubt malt-whiskey-fuelled) coaxing. At the time of the cat's emergence a troupe of American tourists (who had been staying in the hotel and who were vaguely aware of the scenario but, like several others, thought the Colonel was slightly off his rocker) returned from searching for leprechauns (or whatever it is that American tourists do in Shannon) and were stirred by the Colonel's persistence and by the end result ie. the salvation of the pussy!

Cutting out more details; the Americans 'adopted' godfather Bob throughout the remainder of their stay at the Shamrock, inviting him to dinner at Bunratty Castle and hosting him at the Shamrock's bar in the evenings (I think he declined to engage in their day-time pursuits). Before leaving they had a pewter tankard engraved with the wording 'For Pussy Smith' and presented this to him over another dinner.

The local Shannon rag got a hold of the story and attributed the efforts to the hotel's general manager and which helped considerably in pacifying the hotel's owner who, until then had been a keen member of the anti-Smith brigade. A new batch of tourists (having read the local papers) started asking the manager for details of the rescue effort and he became something of a hero among the Stateside tour companies who began recommending the Shamrock and its benevolent 'cat loving' manager. Bob was pleased because this spin helped console the previously fuming manager.

Bob had many stories, in fact wherever he went it seemed something extraordinary invariably happened but, even as a fairly trusting youngster, I sometimes had my doubts about his many escapades wondering how much embellishing was involved!

Some months after this episode (during a school break from the UK) I arrived with the Colonel in Shannon as he had promised me an evening at Bunratty. Moments after we arrived at the Shamrock the general manager cried out from a distance 'Pussy Smith!' and gave him the embrace of a long-lost brother. I got to hear the full story from the manager's mouth and was deeply satisfied to discover that the Colonel's ramblings were all in order! An enjoyable evening at Bunratty (a tad touristy but fun nonetheless) and my first encounter with the 'mead' which, to the teenage palate, was an ideal alcoholic beverage.

http://i.triptake.com/data/Photos/La...3/4073070.JPEG
The Shannon Shamrock Hotel

Sav

Irish S-61Ns.
 

I am only guessing, but I would say the Greenlandair machine was only leased by Irish Helicopters and retained it's original markings and registration. IHL have in the past leased S-61Ns from KLM (briefly for the Papal Visit in 1979) and Schreiner and both helicopters carried IHL titles but I have never seen a photo of a Greenlandair-schemed S-61N with Irish Helicopter titles. That's not to say it didn't carry them, though.

As for the titles along the upper rear fuselage on EI-BLY, the lettering reads "Roinn Na Mara". Roinn Na Mara is Irish for "The Department of the Marine". I believe the titles refer to the period when EI-BLY served as the interim SAR bird while EI-BHO was being converted into a full-spec SAR helicopter for the then new commercial SAR contract in Ireland. As far as I know, BLY was just fitted with a winch and sea tray for this role while BHO was being converted. BLY had "MARINE RESCUE" titles under the nose, but no "RESCUE" markings on the fuselage sides! Even when EI-BHO arrived after conversion, it lacked "RESCUE" markings on the fuselage sides, although this situation was soon rectified.

I believe a pilot for BLY at that time is a PPRuNer and might be able to add more. EI-BLY must sport one of the the most attractive paint schemes ever to adorn this great helicopter.

500 Fan.

Seeking SeaKings!
 

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Anyone with any recollections of either of these two craft?

https://lh3.googleusercontent.com/__...0Jessup%29.jpg
A Gulf Air S62A sits on the BA/Ferranti pad at Gatwick's Beehive on 15th March 1974 (Photo: Stuart Jessup)

https://lh3.googleusercontent.com/__...om%20Qatar.jpg

This VIP SeaKing was evidently a gift from Qatar to Sierra Leone. No details sadly although I suspect this may have been taken at Freetown Port.

Sav

That S62A was flown out to Doha shortly after that photo was taken, probably by Johnie Johnson if my memory is right. Gulf had 5 of them & they were great machines to fly, very forgiving, very lady like & stacks of power but slow! Due to politics Johnie had to fly at 10,000 feet over one of the mid east countries which gave him about a 5 knot stall margin & of course no AFCS system. 10 people sat in the back & we had a door for the pilot's privacy!:ok:

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Nigel that's great, thanks!

Any clues as to what the craft may have been doing at the Beehive, were BA involved?

Also, what was the tasking of the 62's in Doha?

Finally, was taught that three-bladed aircraft fitted with wheels (ie: Alouette III/S62) were most susceptible to ground resonance. Was this ever an issue?

Rgds

Sav

British Airways had a percentage of Gulf helicopters & thus Jock Cameron did the audits. Some of the big maintenance especially of new machines was done at Gatwick & then ferried back to Doha. All 5 S62 were chartered to Shell Oil & operated to the rigs off Doha & Halul Island plus on Sundays we would crew change a rig way up north to Bahrein.
Ground resonance was a problem if the tyres were flat or the oleos at the wrong pressure. Once a new engineer fixed the oleo pressure, I never got ground resonance again. Being ex Navy, I found firm positive landings helped! They were a most reliable machine but mainly thanks to the Vietnam war, for which they were not suitable, they only built about about 100 plus a few S62B which had a S58 transmission.

I remember working on G-BAWI for Mr Rose when he used to bring it to Twyford Moors in Southampton for maintenance in 73-74, always seem to remember him wearing silvery trousers and redish pink shoes!, also used to bring ayoung chap along with him, son maybe.

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Stace: Well, it takes all types! I'm hoping Dennisimo may dig up some more nostalgic trivia on this matter. In the BAWI post there were a number of names mentioned in the Flight article. Tommy Sopwith was one that I recall my godfather mentioning but I simply can't remember what he did. John Pooley is also there - I knew a Bob Pooley because Col. Bob would frequently attend his rotary bashes.

Nigel: I couldn't put a finger on the total numbers produced for the 62 but, as you say, it was something of a rarity. In the 80's I was visiting Durban and got to speak to a 62 driver (I think he was with Courtline) and recall him saying how docile she was in the hover and that it was as reliable as clockwork!

The 62 was of course mainly deployed as a SARbird serving with the US Coast Guard under the designation of HH-52 and the name 'Seaguard'. She also served with the coast guards of Japan and Iceland. A number of military customers acquired the 62 sometimes in the smallest of numbers and occasionally just a single unit. This includes the air forces of the Philippines and India. The Royal Thai Police also seem to have employed the type.

Among civil operators she was used in a shuttle capacity by both SFO Helicopter Airlines in the US and Fuji Airlines in Japan. A most interesting helicopter.

https://lh3.googleusercontent.com/__...0Turner%29.jpg
Flight deck of the HH52A 'Seaguard' as seen on an example kept at the Aviation Hall of Fame at Teterboro (TEB) airport in New Jersey. (Photo: Tom Turner)

https://lh3.googleusercontent.com/__...McManus%29.jpg
The Sikorsky S-62A was most widely deployed as a SARbird serving the US Coast Guard under the designation of HH-52A Sikorsky Seaguard examples of which are seen here at the USGC Cape May base in an image from 8th September 1978. (Photo: Thomas McManus)

https://lh6.googleusercontent.com/__...0Dudley%29.jpg
It would appear that a flying example of this craft is kept in Nigel's backyard as it were - S62A wearing the original USGC colours on VH-ORP as seen at Caloundra in March 2005. (Photo: Rhys Dudley)

Sav

Bristow supplied a 212 from Abu Dhabi flown by Steve ? to Doha with Pete Harris and myself on board 1973/4 as the 62's had IIRC a week's backlog. We expected to stay about 3 days, however, Steve ? (whom I met again later at Eket, Stacey may remember his name) did the job in one day. The 62's were replaced soon after by 212's.

Sav

Can't add much about Tommy Sopwith but I do remember he had a Bell 206 registration G-BASE which used to frequent Bristow Redhill in the early 70s.
I think Bristow used to lease it sometimes. I certainly flew in it a few times. It was painted blue and white if I remember.

I had to go in that 212 as the Gulf content. This happened soon after a 212 had destroyed itself killing all on board off Abu Dabs or was it Dubai.
The 62 were being repainted & there wasn't a backlog as it took only 2 62 to do the job as we carried 10 pax plus there was far more room for freight than the 212 had, also only about 10 kts different in speed & 400 lbs per hour fuel burn off.
I think Oz had two 62. 1 ditched in the Bass Strait & was destryed by the crane driver lifting it out. 1 was set on fire in Bougainville. I don't recall the one in Caloundra, so I'll have to check.

isn't that big red chopper being driven by that 'orrible bit of gear RS?

It did some maintenace at Caloundra then headed further South for some real big deal??? I remember admiring the paintwork.

If Nigel Osborne comes back on he may also be able to relay about the demise of another 62 (forgotten the rego) from the Airfast stable, not him but two others, doing the old, "you got it, no you got it. trick" in an auto. Early 70's?? That might have been the bass straight turnout??

How I miss the subtleties of Aussie culture, lol!

I.I. I am sure you are right. I have a feeling that Ferranti used to charter his aircraft (pre-G-BASE) in the early 70's (or use him freelance) in the same way as John Dicken. Either way my godfather certainly had contact with him during that time. By the 80's though I think they were no longer in touch so I never did find out what happened to him.

Sav