Oh dear, my memory isn't what I remembered it to be! I've found my old log book & for some reason I haven't entered the 3 flights I did on the 47. However I did enter the 1179 check I did on Bell 206 g-awol on 31/8/77, the signing off signature looks like K. Kendall, not too sure of the initial. The office/hangar was just to the north of Perth, fairly well surrounded by businesses who complained at the noise sufficiently to have them move on. I believe the company was owned by a wealthy car dealer who I don't think I met. I've no idea where they moved to but I think they picked up a small offshore contract.
So it wasn't Kestrel but was it Kendall Helicopters, not to be confused with Dennis?:confused:

Looking back many pages I see G-AWOL was owned by Terry Drury(?) Racing, he must be the car dealer I was told about.

Dennis,

The incident was with G-BLZN.

AAIB report here.

Gleneagles?
 

Nigel
The Company to which you refer was Gleneagles H/Cs was it not? I seem to recall Kenneth Kendall was the Chief Pilot, and the CE was John Skipper who subsequently moved to Bristow when the Company closed down.

And no, I too cannot remeber the name of the car dealer, other than I think he had a plethora of Mercedes and similar (for which I lusted :D, but couldn't afford! - VFR

.
Picking up on PaddyBoy's report on BLZN in response to Dennisimo's request for further details on the BLZN/BUZZ blade swapping incident:

BUZZ was turning and burning on the pad when BLZN was coming in to land and it would appear as if the driver of BLZN mis-judged the landing by setting down too close to BUZZ. There may well have been extenuating circumstances however (such as BLZN carrying a front seat passenger wearing a 5" skirt).

In the report there is reference to the ground crew having located BUZZ off-centre to the landing spot markings but, markings or no markings, one would normally imagine the set down to be based on the driver's assessment of the approximal separation between the craft.

https://lh4.googleusercontent.com/-y..._hJGc/blzn.jpg
BLZN also seems to have been part of the Kenyon stable, seen here donning a Skyline sticker on her for'ard door

https://lh5.googleusercontent.com/-2...CX-2M/buzz.jpg
BUZZ would most likely have been wearing her Virgin livery at the time of the incident. Seen here at Booker on 14th June 1997 (Photo: Charlie Verrall)

Back to bonnie Scotland:

So, some of the Scottish operators were:

Burnthills
Fras-Air
Gleneagles
Kendall?
Kestrel
McAlpine
Peregrine
PLM
Sagil

https://lh5.googleusercontent.com/-h...n%25252076.jpg
G-AYCM seen at Southend on 26th June 1976 having been bought from Fras-Air (Hugh [House of] Fraser) by Express Helicopters of Southminster

Vittorio; we need to talk. Being an engineer I understand your appreciation for mechanical reliability and perhaps even 'chassial practicality' but, I would like to encourage you to consider the mertis of quality and style. For the latter you might cast your eye towards Bugatti, Lamborghini, Maserati or even Ferrari. The pleasure these will bring you and the resultant smile on your face derived either directly from their performance or the associated circumstances which these marques tend to create will, I promise, satisfy! ;)

VFR440

Many thanks for getting my memory up to speed. Yes it was Gleneagles, I knew it sounded like Kestrel! Ken was the chief pilot but I've no idea where he went to when they closed down.
How come they had G-AWOL for me to fly when they didn't buy it till a few years later according to your list?

Ken Kendall - if it's the same KK - at some point went to BP at Dyce and was their aviation department guru in the early/mid 1980's. Wasn't John Pinkerton CP at Gleneagles towards the end?

G-AWOL
 

AWOL was acquired by Valley of Gleneagles Helicopters Ltd., Perth 9/77,ex Express Helicopters Ltd., then to name change, Gleneagle Helicopter Services Ltd., Edinburgh 10/81 to 12/82, so it looks like it had just been acquired, they also had AWLL, Valley of Gleneagles got it 11/77, from Dickson Motors Perth Ltd ,- the wealthy car dealer ? -, Valley of Gleneagles also had a Bell 212 , G-GLEN, 3/79 to 11/80, maybe a bit of offshore work with this one?

Wigan

http://farm6.static.flickr.com/5180/...b70255bd_z.jpg

G-AWOL with Gleneagle 1981

Gleneagle
 

Wigan
Thx the name jog, I believe the car dealer was one Tommy Dickson - am I right? - VFR

Gleneagle
 

vfr440

Yes, Tommy Dickson, don't know if he had anything to do with the start up of Gleneagles?, seeing as both were in Perth.

Wigan

Gleneagle Helicopters
 

Just to add a bit more to the story. Valley of Gleneagles Helis started operations in April 77 with JR G-AWLL + B47Gs G-BCYY & BCYZ - both registered to Fife & Kinross Motor Auctions (perhaps another part of the Dickson empire?). Incidentally both B47Gs were purchased from Freemans Helicopters that were mentioned earlier in the thread. One or both of these must be Nigel's B47G

G-AWOL joined in Sept 77 and a pair of AS350's G-BFZE & G-BGCV arrived in 78. The Bell 212 G-GLEN was acquired for an attempt to break into the Offshore market. I think this is what brought down Gleneagles Mk1.

The company reformed as Gleneagles Helicopter Services in Feb 81 with BGCV, WLL, WOL later followed by more Jetrangers (BHYW, ZZB, BAKT/FLYR, WOSP) Bo105 (BAFD). BHYW and ZZB were both wr off - the former unfortunately fatally after a mid air with a Tornado. BAKT and WOSP both came from Burnthills when they ceased ops.

The Gleneagles Mk2 seems have ceased ops in 1989 - but I may be wrong.

There is also reports of an Enstrom Shark and a Hughes 500 but I don't have any ID's

Cuckoos in the McAlpine Nest
 

Interesting that Gleneagles first JR came from McAlpine's. This was before they became big boys in the industry as Aerospatiale Helicopter distributors. At that stage McAlpine's had a much smaller helicopter operation.

It began with G-AWLL operated from 68-75 presumably for the use of the parent construction group then added Gazelles G-BBHW & G-BBSI. These were all registered to McAlpine Aviation their fixed wing operation. McAlpine Helicopters wasn't created until 1974.

The first of the Gazelles carried McAlpine Aviation colours whilst G-BBSI was in a white and green colour scheme with a gold logo on the tail. so was probably a client's ac. Anyone know whose?

Finally there was JR G-BFGT that was only regn to McAlpine Helicopters between 29 may and 6 July 79. Could this be a trade in for a AS350? Otherwise it was a real cuckoo in McAlpine's Aerospatiale nest!

I wondered if it could have been Lord Glendyne's old ac traded in for G-BGIM but this is just a guess

Prior to joining McHelis it had been with Alan Mann and painted in their full yellow and black livery complete with gold logos.

Anyone know better about these?

G-WOSP
 

Checking WOSP's registration history and found she has only been registered to companies in Scotland,

Western Air (Scotland) Partners, t/a Wasp Helicopter Hire, Glasgow
29-11-78 to 14-09-81

Burnthills Aviation Ltd., Glasgow Airport
14-09-81 to 25-10-84

Burnthills Plant Hire Ltd., Johnstone
25-10-84 to 22-05-85

Gleneagle Helicopter Services (Scotland) Ltd., Edinburgh Airport
22-05-85 to 04-04-91

Lakeside Helicopters Ltd., Edinburgh Airport
04-04-91 to 14-06-94

Grampian Helicopter Charter Ltd., Inverurie
14-06-94 to 05-05-95

to Spain 5/95

G-BHYW

Gleneagle had her 25-01-83 to 17-04-91

to Lakeside Helicopters 17-04-91 to 18-11-93 cancelled as destroyed
accident date 23-06-93.

It would seem that Gleneagle mk 2 ceased trading in 1991.

Wigan

Freemans Aviation Limited
 

I just thought I would clarify as people seem to be making up stuff about Freemans Aviation .It was owned by three brothers Barry ,Howard and John.They were at one time the second biggest plant hire company in europe.The Auster G-ARLP was actually brought in for plant servicing.A helicopter then became avaliable G-ASXE (Brantly B2b).Most companies hiring large compressors at the time had a sports ground so the helicopter was used for emergency repair and maintainance of large equipment in the field.Alot of requests for use of the helicopter in a commercial capacity prompted the set up in 1968 of Freemans of Bewdley Aviation limited and the aquisition of four Bell 47 3b1 G-BBVP G-BBZL G-BCYZ BCYY.Later also the aquisition of Brantly 305 G-ATLO.They ran a charter company ,pipeline patrol.Flying school ,Police contact and numerous other activities TV crop spraying etc.The company finally sold the last helicopter in 1986 when my Father retired.So not the short daliance suggested by someone.Im the current owner of G-AWDU the Brantly mentioned also in this thread.Im aware that things get forgotten in the mists of time but please dont guess if you dont know the facts,and give a little credit to some of the first pioneers of Helicopter use in this country.

.
B2B; a warm welcome to the Nostalgia Thread and many thanks for clarifying some of the history relating to Freemans.

If there have been any misrepresentations then, I am sure, (based on my interaction with members of Rotorheads over the past year) that such inaccuracies were unintentional and most likely the product of myself and others attempting to strain one's memory beyond its normal reach!

The contributors and readers of the Nostalgia Thread do, I believe, share one thing in common - an appreciation of rotary-wing history and what those before us have achieved and which attitude I trust will become self-evident as you (hopefully) 'join the club'.

Moving on; renown helicopter personality and former World Freestyle Champion Dennis Kenyon (aka Dennisimo) is one of the former owners of your current craft and may well have a story or two to tell regarding her own history.

Regarding Freemans do you have any more stories or photos you could share with us?

Rgds

Sav

https://lh5.googleusercontent.com/-R...rs%252520s.png

G-AWLL would seem to have been McAlpine's first helicopter and, as suggested, may have begun life as a communications craft for the family. However, there is always the possibility that McAlpine's had a piston ship prior to the arrival of AWLL!

https://lh6.googleusercontent.com/-9...Af-o/10226.jpg
AgustaBell 206B G-AWLL in Gleneagles livery [Perth c. late 70's?] (no additional details)

AWLL was delivered to Sir Robert in July 1968. She was the 21st 206 on the UK register and the 20th AgustaBell variant. From McAlpine's she went to Gleneagles (as mentioned). After Gleneagles she remained a Celtic Ranger for a while longer having been sold in 1983 to F. Lloyd of Clwyd, Wales. As an aside, McAlpine's also owned an HS 125 G-AWWL.

Gleneagle's sister-ship AWOL seen in the post at the top of this page (originally sold to David Brown Tractors in August 1968) was the 24th overall 206 delivered to the UK and the third Bell variant.

Perhaps not so much of a Celtic Ranger as a Ranger in a Celtic province was G-BAUN (below) which, unlike most of her 'indigenous' contemporaries, wore the Saltire (albeit a fairly small one!).

https://lh6.googleusercontent.com/-n...0Inverness.jpg
AgustaBell 206B G-BAUN at Inverness c. late 70's (no additional details)

I remember Freemans of Bewdley well and can still remember their phone number - Stourport 2222! What a thoroughly nice group of people who obviously had a great passion for what they were doing. I chartered their B47's several times in preference to machines based nearer to my location.

Seeing some of the recent pictures has prompted me to delve into the depths of my memory regarding some of my local operators in the N. W. of England.

I will try this chronologically:

First at Liverpool was Pool Helicopters. They only lasted a couple of months at Liverpool in 1981 using three Enstroms for training. G-BAWI, G-BBBZ, G-BHTF, all I believe leased from Spooner Aviation. I'm sure Dennis would know more.

As an aside, Dennis, I ended up buying Enstrom 280C G-SHNN from Surrey in 2002 and shipping it to the Caribbean as 9Y-HHA. We used it well, putting the best part of 1,000 hours on the machine in one year.

Back to the NW.

Second came Heli-Care at Liverpool in 1982, using three ex Bristow (/Bristish Army) B47G's, G-AXKL, G-AXKR, G-AXLA. These were mainly used for agricultural work. These were eventually replaced by Jetrangers G-BCWM and G-BEPP in '83 & '84. Other JR's were hired from time to time including G-AWLL, G-BAKF, G-BAKS, G-BKDA and my bosses own machine G-TKHM. I'm sure Paco would remember this outfit run by John Ridings (where are you?).

Kilroe Helicopter's used AB206B sn 8557 G-TKHM at Manchester from 81-84. The machine subsequently went to red Rose Helicopters before ending up in Switzerland.

Heli-Care's connection with Dollar matured when Dollar took over their business in 1986 changing the name to Dollar North West. AS350 G-BFNC was virtually permanently based at Liverpool, augmented by a rotation of Dollar's Coventry fleet. This operation I believe was run by Ian Durston.

Around the same time Airward Helicopters (or Wardell Group) were using ex PLM B206LI G-CINE from their Warrington haulage yard (ex Stretton Airfield) for general charter work. They also had an Enstrom but I forget which one.

Manchester Helicopter Charter Co. started with H269B G-AVZC in '87 to be supplemented with B206B G-MHCC in '89. When G-MHCC went for a swim in the Irish Sea it was replaced with ex Laura / Bernard Ashley' B47G, G-BPAI mainly doing pleasure flying.

Pennine Helicopters then effectively took over the pleasure flying market and still operate today with B206L1 G-LEEZ.

More Kenyon plus 40's & 50's Nostalgia
 

.
Great info Jed A!

Below: A list of display pilots at Farnborough '76. About half way down can be found the esteemed Dennisimo scheduled to display the Enstrom Shark G-BDIB.

https://lh5.googleusercontent.com/-m...FP%2525201.jpg
https://lh4.googleusercontent.com/-O...FP%2525202.jpg

Italian readers may recall Agusta's Luciano Forzani as well as the team from Aermacchi.

https://lh5.googleusercontent.com/-Q.../s720/3039.jpg
The Bristol 173 'Rotorcoach' replete with (well I was going to say winglets but I think these can confidently get away with being referred to as wings). c. 1953

The 173 was the predecessor to the type 191 (Naval) and 192 'Belvedere' and was a civilian 10 seat (later 16 seat) aircraft. The 173 was cancelled in favour of development of the 192. The first 173 flew in January 1952.

https://lh6.googleusercontent.com/-W...%252520SAM.jpg
The unmistakabe type 192 Belvedere XG461 (which first flew in July 1958) carrying a 'Bloodhound' SAM. Beneath the 'Belvederian Behemoth' are Bristol's ground crew - although their resemblance to the occasional 'Bristol Company Cricket Team' is uncanny. ;)

To bring the post full circle; a clip from a former Farnborough where another multi-rotored beast is debuted:


Featured in this clip is the Cierva W11 'Air Horse' - a tri-rotored contraption (seen flying with its door open) powered by a single Rolls-Royce Merlin 1620hp liquid-cooled V12

When the Air Horse first flew in December 1948 it was (apparently) the world's largest helicopter. It was one of the world's first tri-rotor helicopters with all three rotors turning in the same direction - torque control being effected by individual rotor tilt to apply corrective thrust.

The Air Horse's blades were resin-impregnanted wood providing them with (for the day) enormous strength and were manufactured (maintaining association with recent posts) by Glasgow-based H. Morris & Co.

S
I remember Cdte Forzani (Luciano) from teh days when at Manns we chased obscure vibrations on the first two A109Ms ex-Falklands. Tremendous pilot and great all round guy; happy memories. Also the late Rafael (Longobardi) with whom I actually enormously enjoyed doing acceptance test-flights at Gallarate - and then the inevitable long lunch if between us we found some insignificant non-compliance! :D

For JedA1.
To add to your list of NW operators c1976 -78 there was a smart JetRanger operated by a trucking company out of Leigh/Warrington I think, Can't remember the name but the pilot was a real gentleman named Alex xxxx (can't remember his name either, but someone here will)

VFR

That Farnborough video reminded me of 1964 when 848 Squadron flew in the airshow in the Wessex 5. We put on a simulated commando assault complete with jets & numerous explosions....great fun! The surprising thing was how we still managed to fly after a week of fabulous hospitality from the various firms! Not forgetting the Triumph Tina scooters we were loaned which seemed to cause more casualties than flying!:ok:

.
VFR: The chaps from Agusta, for the most part, were always (according to my recollections) super friendly and thoroughly enjoyable to be with. When I would trawl the Farnborough chalets as a youngster with the Colonel there were two groups of people I made a beeline for; the chefs (for obvious reasons) and the test pilots, because surprisingly, spending most of the time discussing performance-related 'shop' with existing and prospective clients they seemed to find it refreshing to humour a young boy's whimsical curiosity. "But why can't a helicopter go upside down" followed by the test pilot's cackle and something like "well, in fact, they can". Most of all do I remember the Agusta pilots handing-over their precious model helicopters, much to the consternation of the sales staff who had them carefully preserved for specific clients and which objection was met with [in broad Italian accent] "But hees child, beea nice anda let heem enjoy. De customer he have already airacrafta - why need modela?" Regarding Luciano, Col. Bob knew him pretty well and I met him a number of times.

Nigel: Farnborough '64, would love to have seen your display! The best I can come up with is the footage (below) from '66 with Wessex fleetingly visible at 0:34 & 1:57.



Cigarette Copters ..

The Lord Dulverton (Michael Hamilton Wills) of Batsford Park, Moreton-in-Marsh, Gloucestershire (discussed previously in this thread) and the former owner of JetRangers G-AZAG and G-BAKS; was closely associated with Imperial Tobaccos who, through various channels were behind the sponsorship of a number of helicopters (and other aircraft) in the early 80's:

https://lh3.googleusercontent.com/-3...5Bs%25255D.jpg
G-BBBM sporting Rothmans in 1980 at Biggin Hill

https://lh6.googleusercontent.com/-B...5Bs%25255D.jpg
G-AYTF (the Dancer) wearing the John Player livery during the early 80's (DK at Elstree)

https://lh6.googleusercontent.com/-U...5Bs%25255D.jpg
Noel Edmonds (through his manager) secured sponsorship from Philip Morris (owned by Imperial) until such time as Edmonds' association with cigarettes was no longer deemed tenable. (I think the complaints started rolling in from day one in fact - children's TV presenter promoting cigarettes etc.).

There may be more 'Cigarette Copters' out there and, if so, please do chip in.

Ah, G-BAUN (Post #789), I had a fantastic time up in Inverness looking after that machine sometime in 1977/78. working with PG was a dream and I got to see some amazing Scottish scenery. I well remember the time we had to pick-up the Provost (Mayor) of Inverness from an out-of-town location and get him back to Inverness for an urgent appointment - we dropped him off on a traffic round-about in the middle of town - got people's attention but no repercussions. And those wonderful lunch-times and evenings in the flying club (PG's wife was the CFI). But, I'm absolutely sure the helicopter had an anti-collision light fitted - at least when I left it.

.
She is a fair land indeed SJ and on the few occasions that I return to the UK I invariably head north in order to take in a sampling of Highlands scenery and hospitality. If time permits then a little hill walking is usually in order and which pursuit Scotland satisfies completely.
You may (or may not) be surprised to learn that in the UK during the 70's and 80's there were quite a number of 206's sailing around with inoperative anti-collision lights (acl). Aside from the non-functioning units there was a small squadron of aircraft which were defined by the fact that the acl was missing altogether.

G-AYTF (the 'Dancer' - above) never sported an acl during the length of my exposure to her (4 years) as was the case with Jock Cameron's mount (below) and it would seem as though BAUN also fell into this category. I think the feeling (on the part of some mechanics) was that they were a royal pain the solution to which was to simply remove them.

I used to complain bitterly as a youngster to my godfather whenever we flew such aircraft, not I regret to say, motivated by some higher conviction in faithfully following the ANO's but because I used to like to see the light flashing .. especially at night!

https://lh3.googleusercontent.com/-8...0Inverness.jpg
AgustaBell 206B G-AWGU at Inverness in 1980 (Photo: Wallace Skackleton)

Have something in the order of 60 hours in this craft from the early 80's when Jock Cameron would lend her to my godfather in the post-Ferranti days. The BA ground crew would recall as 'GU' did not have 'quick fit' dual control receptcles installed and which meant an operation which took the better part of a half-hour to see them fitted.

When Jock Cameron neared retirement my godfather approched BA's board with the recommendation that 'GU' be gifted to Jock in much the same way as Shell had presented Douglas Bader with his own 'ride' upon his retirement.

But, BA did not share my godfather's appreciation for Jock's contriution to Britain's rotorcraft industry (well, not sufficiently enough to hand 'GU' over to him) and sadly declined. The ship (which had always been used by Jock for trundling up and down the country) was sold off to Oman.

Am not going to go into too much detail about AWGU as she has her own page on the Ferranti site entitled 'Closest Cousin' in which her entire history is recorded.

.
https://lh3.googleusercontent.com/-v...eld%252529.jpg
A line up of Bristol type 171 Mk52 Sycamores at Weston-super-Mare in 1958 awaiting delivery to Germany's Bundesmarine
(Photo: R A Scholefield)

My godfather was a test pilot with Bristol and related to me his assignment teaching German pilots to fly these aircraft, perhaps the very examples displayed above.

I had always believed the customer to be one of the Luftwaffe divisions but it may well have been the Bundesmarine as shown.

My understanding is that some 50 or so units were delivered in this transaction.

.
This image is an addition to the 'Bölkow Classico' posts appearing on pages 30 and 31.

https://lh6.googleusercontent.com/-o...70%252527s.jpg
MBB Bo105C at Groningen Eelde c. late 1970's. This aircraft flew with KLM from 1976 to 1982 after which it was bought by the Royal Dutch Air Force where it served as B-83 of 299 Squadron. The craft was decommissioned in 2000.

Epiphany, if you're still out there, herewith are some additional photos of the SS Uganda including some which, I think, cover the period when you joined her at Ascension Island.

More Celtic Rangers ..
 

A Celtic Ranger towards the end of her career G-BAUM (sister ship to Bristow's G-BAUN above) was domiciled at Inverness while in the PLM stable.

https://lh3.googleusercontent.com/-f...wat%252529.jpg
Bell 206B G-BAUM at Blackbushe in 1974 (Photo: Ian Howat)

BAUM began life registered to Fairoaks Aviation Services which, if memory serves, TRC mentioned was a Mann company. From Fairoaks she went to S.G. Blair & Co. then Shawline at Brands Hatch and eventually on to PLM in '78.

Sadly, BAUM was written off on 13th July 1983. An excerpt from the accident report reads:

"The aircraft was engaged in a lifting operation when an electrical supply pole (which had been carried beneath the helicopter) bounced on the ground and, unknown to the pilot, caused the slack in the lifting wire to loop over the front portion of the left skid. As the pilot applied power to engage his departure the trapped skid (restrained by the wire) caused a rolling moment which the pilot was unable to control. This resulted in the aircraft crashing into the River Almond in a nose-down, left-banked attitude. (AIB Bulletin 12/83). CAA Closure. Company has issued new instructions to pilots."

https://lh6.googleusercontent.com/-U...Q8/1955628.jpg
XS705, XS160, XS166 and XS168 at Groningen-Eelde, Netherlands on 15th August 1973

A quartet of Hiller UH-12's of the Royal Navy making a fuel stop at Groningen-Eelde in the Netherlands.

XS705 later became G-BDYY, EI-BCA and G-BDYY. Transferred to the Greek register on 7th April 1987 where it became SX-HCD.

Originally delivered by sea to RNAY Fleetlands, these UH-12's were built as three-seat dual-control light utility and observation helicopters and were used by the Navy as training aircraft.

Aussie Nostalgia
 

https://lh3.googleusercontent.com/-o...ugh%252529.jpg
Sikorsky S62A VH-AND at Melbourne's Essendon airport on 14th July 1967 (Photo: Peter Hough)

Evidently this aircraft was written-off shortly after its delivery to Ansett.

https://lh4.googleusercontent.com/-j...kin%252529.jpg
Bell 206A VH-AND (the Aussie's permit re-use of aircraft registrations) at Melbourne's Yarra River Heliport on 11th January 1973 (Photo: Wolodymir Nelowkin)

Photographer's Note: Rare 1973 view of Sir Reginald Ansett's Bell 206A helicopter VH-AND taking off from Melbourne's Yarra Bank Heliport, heading back to Tullamarine. I had just arrived after a 10 minute trip from MEL, which cost $7. (Compared to the $2 bus trip, that was great value, even in 1973 Dollars.) The Crown Casino complex now dominates the skyline where the 'Repco' and 'Coca Cola' signs appear. (Morley Ford then sold Falcon cars).

Apparently, Sir Reginald Ansett (1909-1981) would frequently fly himself to work in this 206.

Reg Ansett was regularly flown by his pilot in VH-AND, he made the daily commute from his property at Mt Martha in to town and back every evening. His original hangar (Hangar 3, Wirraway Road) at Essendon Airport was the one that I used: during the renovations when I moved in, his old office was substantially rebuilt. We discovered numerous bolt holes and hidden escape routes plus 'peepholes' into the typing pool area, no doubt to check whether the next appointment was with someone best avoided....

Before AND there was a Bell 47 (actually a fleet:IND, INM and INE plus any others I don't know about), here is one landing at the Yarra Bank helpad. The pad is still there, although a new pontoon and moved 100 yards downstream from the original spot

http://i18.photobucket.com/albums/b1...neSept1965.jpg

http://cdn-www.!!!!!!!!!!!!!!/aviati.../2/0212272.jpg




Corporate helicopter flying obviously hasn't changed much: Reg's pilot (Brian Saw in this shot) would have had a good book as well as the daily paper to read ;)

http://www.slv.vic.gov.au/hwtports/0...m/hp004131.jpg




The 4 Hiller 12E's in Holland would have been the annual 705NAS navex: I scored a trip to Nuremberg in 1969, it took us a day to transit the south coast from RNAS Culdrose to RAF Manston :eek: Crossing the channel was a major evolution, especially donning one man dinghies in a seat that wasn't designed for their use!

Happy days.....and I have a few hours in AND, too ;)

.
John, great stuff! :ok:

I think the top image could in fact be VH-IND though. Any idea as to the identity of the Lt Cdr in your bottom image? Sounds like you've had an interesting career.

Managed to discover details on some of Ansett's early helicopter pilots which included:

Richard Bennett
Phillip 'Phil' Clay
David Fairhurst - Former Channel 10 pilot. Joined in 1982. First Officer S61's.
James 'Jim' Ferguson
Keith Ferguson
Dare M. 'Max' Holyman - Retired as Manager Helicopter Operations in 1978 with 17,800 hrs.
Roy Jones
Edward 'Ted' Kennedy
Arthur 'Dad's Army' Lowe
N. McMillan - Killed during a sortie with VH-INR on 13.3.1960 (RIP).
Darcy Newell - Flew the Yarra River heliport service.
Ronald 'Ron' Newman - Joined Ansett's helicopter division in 1961 as a LAME, qualified as commercial pilot in 1968.
John C. 'Cal' Pain - Sir Reginald Ansett's personal pilot. Later flew S61's from Proserpine.
Andrew D. Pryde
Brian Saw
Paul Stanton
John Stanwix
Robert C. 'Rob' Tingey
C. Ward
Lance Yates

http://www.edcoatescollection.com/ac...et/VH-INRa.jpg
VH-INR at Melbourne's Essendon airport in 1959 (Photo: Richard Maclean)

VH-INR was the first of what would become a substantial fleet of Bell helicopters operated by Ansett-ANA. It was used for a while to transport Sir reginald Ansett between Essendon Airport, the Yarra Heliport and Mt. Eliza. It was first registered in January of 1959.

In March 1960 VH-INR was written-off when it struck power lines and crashed into the Melton Weir (roughly 30 km west of Melbourne). Sadly, N. McMillan and two passengers were killed in the accident.

Was astonished to see this Ansett Bristol Sycamore:

https://lh6.googleusercontent.com/-j...2520c.1960.jpg
Ansett Bristol Sycamore c.1960 (No additional details)

~ ~ ~

723 Squadron was a Fleet Requirements Unit permanently stationed at HMAS Albatross in Nowra, NSW. As well as communications duties, search and rescue and refresher training for aircrew, the Squadron also provided air support for the AJASS. On 11th March 1953, the Squadron took delivery of the RAN's first rotary-wing aircraft; three Bristol Sycamore HR 50 helicopters. Lt Don Farqarson ran the first helicopter pilot training course at Albatross assisted by Lt Gordon McPhee and Lt Neil MacMillan.

http://www.navy.gov.au/w/images/thum...atross2-11.jpg
RAN Bristol Sycamore at HMAS Albatross in NSW c.1953

~ ~ ~

https://lh4.googleusercontent.com/-V...helicopter.jpg

From Redhill to Point Samson .. in a Wessex!

Aussie Rangers
 

https://lh6.googleusercontent.com/-G...2520butler.jpg
Australia seems to have been among the 'Surf Rescue' pioneers using 206's throughout the 1970's. This example evidently belonging to an outfit called 'Butler'?

https://lh4.googleusercontent.com/-5...70%252527s.jpg
Westpac's initial contribution to 'Surf Life Saving Australia' was said to have been AUD 25,000

https://lh6.googleusercontent.com/-C...520chopper.jpg
This Surf Rescue 206 was a popular bird in the 1970's although she performed more for the cameras (see below) than for swimmers


Intro to the Aussie TV series Chopper Squad

In post #803 above, Jim Ferguson is mentioned among the Ansett pilots. Is this the same Ferguson who was behind Ferguson Helicopters? If so, then (if memory serves) it was Ferguson who supplied the 206 which starred in the Aussie Chopper Squad series.

Any additional info on Ferguson would be appreciated.

Ref the Wessex flight, I thought Ian Clark & Gordon 'Blossom' Bradley flew it; I don't know A. English.
Jim Ferguson started Rotorwork in about 1965 & the 206 was used for filming & surf rescue. Also Rotorwork provided the 47 for Skippy. He is now elderly & long retired.
Yvonne Butler was one of the first female CPL pilots & provided the 206 for surf.
There's not too many of those Ansett pilots still flying! Ron Newman & his son run PHS in Melbourne & other centres.

Jim Ferguson
 

Nigel thanks.

I flew with Rotorwork in PNG in the late 80's but had always been under the impression that it had been started by a chap called Tony Karas. Perhaps I was mistaken.

I was aware that Ferguson had two JetRangers in Niugini, P2-FH? and from what I recall they were both bought by Mal Smith (Pacific).

Was Jim the one behind Ferguson Helicopters Australia?

Managed to retrieve this article (below):

More

Intriguingly, Jim's encounter was captued in this photo below:

https://lh4.googleusercontent.com/-r...alu01_480w.jpg
Bristol Sycamore, Western Australia, c. 1957

I am wondering just how many Sycamores there were in Aus? I'm ashamed to admit that until we began looking at Aussie nostalgia I wasn't aware that there were any and had (perhaps wrongly) assumed that the earliest ships in Aus were Bells.

And .. there seems to have been an American Jim Ferguson flyer who featured in a Camel ad - quoted as saying:

"I want a real cigarette - one with plently of good taste. That's why I smoke Camels and have done for 10 years. It's all cigarette - all the way."

Jim Ferguson
Helicopter Pilot

https://lh6.googleusercontent.com/-V...l%252520Ad.jpg

One has to chuckle!

Tony Karas joined Rotorwork in 1966 with about 40+ hours & when Jim had ripped him off sufficently, joined Helicopter Utilities. When they folded he with others formed hevilift in PNG. He now owns the Noosa golf club & would have at least 20,000 hours.

Jim started Ferguson Helicopters as an offshoot of Rotorwork to mainly handle the Sydney jobs. The original owners of Rotorwork were Jim & 3 engineers, Keith ( died a while age from a brain tumour), Jim, a wonderful character, & Gordon; all 3 knew the 47 inside out. Jim won a large gravity survey contract in 1966 which set them up financially, even though there was a tragic accident in Sydney in a 47 while filming near the Opera House when the entire tail gearbox dropped into the harbour & all 3 on board were killed. The wreck was later used in the Skippy series!

There were at least 2 Sycamores in Oz. I think Jim wrote one off in the Kimberleys & the wreck is probably still there. The other one took off from Bankstown & crashed soon after & not repaired.

You are stretching my memory to the max!!

.
Nigel, your mental aerobics are much appreciated and I am most pleased to understand the genesis of Rotorwork's formation and intrigued that Ferguson's (Aust) was in fact an 'offshoot' of Jim's PNG business.

The Sydney Harbour crash - was this the notorious ABC crash below?



(I apologise for what I fear may be an attempt at 'black' humour in the speeded-up sound track accompanying the footage. If that was the intention then it is wholly inappropriate and the poster should feel duly ashamed. However, this was the only clip I could find).

On the Sycamore's I was going to say that the example in the WA photo was that belonging to Ansett but, although the colours are the same the scheme is different.

I would be very keen to receive an image of one of the Surf Rescue 206's where the name 'Ferguson' is visible. I believe the name used to appear on the nose.

Yes, that was the 47 accident that I mentioned. Extremely sad day for the 3 on board & very nearly disasterous for the company. The only lucky point was that it was a saturday morning & so the office the 47 entered into was empty.

I won't go on about the accident except to say the pilot, James R, could not do anything to prevent the disaster. His child saw the news flash on TV & told his mother that Dad was dead just as she was preparing lunch for the family.:ugh:

Back to Blighty!
 

https://lh3.googleusercontent.com/-X...ale%252529.jpg
Enstrom F280C Shark G-BIBJ at Farnborough on 4th September 1980 (Photo courtesy of Bill Teasdale)

Presumably one of Dennisimo's early Shark demonstrators; 'BJ' was sold to W. Kendrick & Sons of Walsall, West Midlands about six months after having been imported by Spooner. Her last UK registered owner was Christopher Swift of Huntingdon after which she is registered to Startrade GmbH of Siegen, Germany (while remaining on the UK register). She was sold to Australia earlier this year.

https://lh6.googleusercontent.com/-w...son%252529.jpg
Bell 206B G-BBCA belonging to Time Aviation seen at Cranfield on 2nd September 1977 (Photo: Peter Nicholson)

This 1973 'B' model 206 was first delivered to Ben Turner Helicopters of Ripley but, most interestingly for me, appears to have been the second 206 in the Hambros Bank stable after G-AWOM. She was registered to Hambros between 1973-77 after which she went on to serve with Time Aviation, Air Hanson, Helicopter Hire and a host of additional owners concluding with Heliflight of Staverton before being transferred to France in 2009. Interestingly, she managed to maintain the same registration despite her many owners.

https://lh5.googleusercontent.com/-L...ale%252529.jpg
S-76A G-OHTL at Farnborough on on 4th September 1980 (Photo courtesy of Bill Teasdale)

Delivered to Hanson's late December 1979/early January 1980 and was probably the UK's first S76. Also visible in this shot (far right) is 'Rainbow' from the Queen's Flight Benson and Martyn Fiddler's control cab (far left). In those days Farnborough's heliport operations were managed by Martyn under the name of Hascombe Aviation. The initial heliport management contracts were held by Ferranti and, if memory serves, my godfather sub-contracted Martyn to carry out this function on their behalf. When Ferranti disbanded Hascombe took over this contract in their own right.

Regarding OHTL, in this image she sports the 'Spirit' badge which I seem to recall had to be removed as a result of a trademark infringement suit which had been filed against Sikorsky for the use of this name.

Some more trivia: OHTL was involved in a ground incident at Brooklands when the chap towing her across the grass strip between the north side pads and the old runway threshold hit a drain cover collapsing the left landing gear and bringing the 76 down on one side of her belly. The incident had only just occurred when my godfather and I arrived in the Towers LongRanger so this must have been 1981/2. Next time we visited a concrete towpath had been installed!

After Hanson's, OHTL seems to have gone around a number of the well known corporate operators including Magec, Lynton and Premiair where, from what I understand, she continues to fly albeit under the registration G-BURS.

https://lh4.googleusercontent.com/-m...BAeY/Queen.jpg
G-OHTL flying members of the rock group 'Queen' during their 'Magic' tour

Enstrom BJ
 

Yes Savoia ... G-BIBJ was originally sold to Bill Kendrick but wasn't ever our demonstrator. G-BENO served in that role circa 1976 to 1980 ish. I exhibited G-BIBJ at Farnborough around 1981/2 I seem to recall. At the show, I flew that wonderful gentleman and Farnborough commentator John Blake so that he could talk from experience of the type's performance and handling. I re-purchased her in the early 1990s for rather more than she was sold for ten years earlier! (I still have the sales board at £65k) At the time she was the lowest TT Enstrom Shark around. I displayed her at the Redhill Heli-Tech, (the muddy one) circa 1992/3 ish and alongside the 480. Then sold again to Robin Warwick in NI where I taught him to the PPL stage at Londonderry one Christmastide.

PS. I always thought that B206 G-BBCA was a British Car Auctions machine. Oh and keep them pics coming please.

Dennis Kenyon.

.
Dennisimo, Bentornato!

Ah yes there was a similarity in the registrations but I suspect you were recalling G-TBCA the 1977 manufactured LongRanger originally supplied by Ferranti to Mohammed Al Fayed in August '77. You may well have seen the craft at Shoreham c. 1978-79 when she flew as G-BFAL, the UK's first LongRanger. When Ferranti folded she was sold to CSE and in April 1980 was bought by British Car Auctions who re-registered her as G-TBCA.

After leaving BCA's service she became G-OLDN (see below) and remained operational (mainly in Scotland I think) up until around 2009. More recently she was sold as scrap/spares to Canada but only after putting in a good 32 years of commercial service as mentioned.

https://lh4.googleusercontent.com/-J...ill%252529.jpg
Bell 206L G-OLDN (formerly G-TBCA) in Edinburgh on 13th May 2006 (Photo: Gerry Hill)

BCA went on to purchase a 109 in 1984, G-GBCA below:

https://lh5.googleusercontent.com/-L...ley%252529.jpg
Agusta 109A Mk II G-GBCA at Farnborough on 8th September 1984 (Photo: Derek Heley)

https://lh6.googleusercontent.com/-3...2520truman.jpg
Denissimo's demonstrator G-BENO at Denham c. 1980. Evidently the floats were fitted after Dennisimo mentioned to engineering that he was going fishing for the weekend ;) (Photo: G. Truman)

As mentioned in post #55 on page 3 the first time I saw Dennis (Biggin Hill 14th May 1977) he was flying BENO where he performed his impressive routine which, in those days, included a bucket of water dangling from the front skid as he performed his masterfully-controlled nose-down pirouettes. At the end of the display the bucket was presumably as full as it was when he began! I badgered my godfather to introduce me to Dennis and which he graciously arranged at the Spooner tent. Sadly, the following day Ferranti suffered the worst accident of its brief ten-year history when a Tiger Moth entered the main rotors of G-AVSN, Ferranti's first 206 and the UK's fourth JetRanger overall, the first three being delivered to Bristow.

No problem!

https://lh6.googleusercontent.com/-x...sup%252529.jpg
Enstrom F28A G-BATU at Cranfield's Business and Light Aviation Show on 8th September 1973 (Photo: Stuart Jessup)

Imported by Spooner in March 1973 and sold to Dick Hampton (Earth Moving) of Alton, Hampshire later the same year.

G-OLDN
 

Hi Sav.

Registration history for G-OLDN is,

G-BFAL Genavco Air Ltd., ( London ) 24/08/77 to 09/07/79
C.S.E. Avn. Ltd., Kidlington 05/09/79 to 09/04/80

G-TBCA British Car Auctions ( Avn.) Ltd., Hindhead 09/04/80 to 08/03/84
Autoclenz (UK) Ltd., Radlett 08/03/84 to 02/10/84

G-OLDN Autoclenz (UK) Ltd., Radlett 02/10/84 to 18/05/89
Midas Identicar Ltd., Radlett 18/05/89 to 28/06/89
RCR Avn. Ltd., Fareham 28/06/89 to 05/11/90
A.G.M. Davis, Godstone 05/11/90 to 12/10/92
Gulfstream Air Svs. (UK) Ltd., Taunton 12/10/92 to 25/11/99
Von Essen Avn. Ltd., Taunton 25/11/99 to 21/04/05
Sky Charter UK Ltd., Redhill 24/04/05 to 28/06/11

to Canada 28/06/11

Whilst with Sky Charter, it was leased to Lothian Helicopters for a time , between the loss of G-IANG and the delivery of G-LILA, the Scottish connection, other side, so it would be Hearts or Hibs http://images.ibsrv.net/ibsrv/res/sr...ies/thumbs.gif

.
Wigan, thanks for this info! :ok:

Aussie Rangers cont ..

In post #804 above a 'Butler' 206 is pictured. Here below is another (perhaps the same) 206:

https://lh5.googleusercontent.com/-9...ood%252529.jpg
A Butler Aviation Bell 206B JetRanger II VH-FVF at Eagle Farm Airport in Brisbane on 25th March 1979 (Photo: Bruce Linwood)

This 206 appears to wear a penguin (?) on its tail as with the aircraft in post 804. Given the date of the above photo I imagine this must have been one of the first Aussie Rangers to have the nitrogen bottles fitted outside.

Does anyone have further details on Butler Aviation?

https://lh5.googleusercontent.com/-v...ols%252529.jpg
Helitrans Bell 206B VH-WHW on Heron Island, Great Barrier Reef in February 1976 (Photo: Brian Nichols)

Evidently Helitrans provided a 'shuttle' service to and fro Heron Island!