Chinooks, too. Shame they refused to let them fly off earlier, as the crews suggested.

Chinooks, too. Shame they refused to let them fly off earlier, as the crews suggested.

Quite right Shy, 4 Chinooks instead of the one would have made a huge difference.

bastOn

Not seen those pics before. Very poignant. You say she sank on 24th, then I must apologise because I was on Norland for the landings on 21st so my photo must have been taken on the 19th.

bastOn

OK I was on Fearless then as Norland had gone off to meet QE2 and I went ashore that day.

I see the mods have done another complete purge of all posts relating to Savoia. Interesting. I'm not sure what you call that, but it isn't moderating. This will also disappear soon, I'm sure.

I imagine that it's called 'keeping a thread on topic'. In this case, 'Rotary Nostalgia', not 'Free the Savoia One'.

Night Owl
 

When the threads founder and primary contributor gets ousted it is very much 'on topic', this site is not here for occasional browsers, it is here for a small catchment of individuals who's comments and opinions should be seen by all.

This thread has proved it's not here for a small catchment of individuals, please clarify that comment?

Bast0n, hope you are well? Guess we we have to wait for this thread to be purged again by the mods!

Happy New Year to all

As Bravo73 has pointed out, moderation is about maintaining a thread topic and this is not a thread about misguided perceptions of one poster being picked on. Since Savoia has made it plain that he does not intend to return I will make a one off post to clear up a great many misconceptions that he has created. We are aware that there are claims made by Savoia that he has been unfairly treated and that a small number of Rotorheads have accepted those claims without knowing the depths of the hurt caused by breaching the PPRuNe terms.


To out another PPRuNe member is normally an instant and permanent ban. Savoia was only given a week off for outing Speechless Two and the Savoia username is still active. He has chosen not to use it despite a personal email welcoming him back after Christmas. He is still able to post and refute any of these facts:

Speechless Two was harassed by Savoia to the extent that he felt stalked and closed his email account to prevent being contacted.

Speechless Two did not (as claimed) out himself.

Speechless Two has closed his account here and requested that his posts be deleted as a result of Savoia's unwanted attention and outing.

As a result of Speechless Two's concerns I advised Savoia that emails/PM's to other members that could be construed as stalking would not be tolerated. We have an obligation to protect all of you from unwanted approaches when brought to our attention.

Savoia has numerous other usernames: none of these alternative usernames have been banned, however all except two are restricted from posting in Rotorheads. We just don't need the moderating issues that this creates.

This thread has deleted posts both critical and supportive of the moderation required to keep it on topic: the element that believe it is discriminatory should be aware of that.

This is the only post on this subject. Any further posts not on topic will be deleted.

SeniorPilot
 

Really! Why not let sleeping dogs ly! and as I asked let the dust settle? Every time you guys cleanse this thread it seems to erupt again? I see Bast0n post has been removed? I guess a ban as welll?

Removed again!

KLM Helikopters S58T
 

They were acquired by KLM as S58T's and ( the last 2 + spares / tooling ) sold to AIRFAST / Indonesia some time during the mid '80's.

Old US Army helo Operators Manuals on Google Books
 

I was wondering whether this would be better on AH&N (or in the Rotorheads flight manuals thread), but I thought some Rotorheads might like to see these ...

Google has digitized some old US Army operator's manuals held in library collections.

You can download a PDF by clicking the drop-down next to the cog shaped icon (on the right). Google eBooks terms of service apply - they appear on the front page of the downloaded PDF.

OH-6A Operators Manual: Helicopter, Observation OH-6A. - Google Books

CH-54B Operators' Manual: Army Model CH-54B Helicopter - Google Books
What a mighty beast!

UH-1H UH-1H/V Helicopter: Operator's Manual - Google Books

I found a few others e.g. AH-1S, AH-64A, as well as maintenance manuals.

Bryce Killen gave others a leg up in that way. At Kieta there was Don Hutton who did his CPL H with Buck Ryan (I think) then before going off to Bougainville to do CRA support work did a stint as manager at Eagle Farm of Westernair Navigation that Airfast/HUPL had bought from Barry Kerr.

Don was given free training in return for managerial input.

Don had flown Daks for the RNZAF on the Berlin Airlift. He was
a live-wire with a fund of brilliant anecdotes. Native of Hamilton NZ if I remember rightly. Tried to track him down a few years ago. No go.

TET . .. . . . Arthur Dunn in the Mascot hangar used to give me a copy of the pink sheets that listed where every aircraft in the fleet was. Not that I ever worked there. Just used to take a short cut through the hangar regularly, so got to know Arthur and Frank and a few others. Found Bryce aloof. As though his mind was always off on another planet or scheme. A very dapper chappy tho'.

I flew for HUPL from 1968 to 1970 & then part time to 1974. It was a great company to work for & unlike some, they paid me every cent owed plus a bonus for being a good boy!

I think it was Don who was killed when he flew a 206 into the sea off Hayman or Heron Island when some idiots fired off some emergency flares at night. Don & the hotel manager both went to investigate & unfortunately were killed. If it wasn't Don, it was Dave, memory problems!

I believe Bryce put too many money into his cattle station & didn't have enough left over for HUPL. Both the ops in Indonesia & Fiji were sold off; I believe Don may have worked in Fiji for a while.

.


Evening,

Apologies to change mood, but just silly stuff
since it's Friday - ?

Shamelessly lifted from the HiddenGlasgow forum, a
clip from a promotion about Cumbernauld New Town
from over 30 years back;

At 00:47 G-BAYA Bell 206 PLM arrives in shot.
Crew attire !

Scotland on Screen - Cumbernauld Hit (clip 1)

.

Worth watching to see a legendary fantasy figure for hormone tormented lads back in the day :D:ok:

quilmes

Do you think PLM stood for "please lick mine"

A new Nostalgia?
 

The topic is 'Nostalgia' .... once described as the 'finest thread ever on PP' so just to bring it back to the front row of the grid and a few questions.

Is the D of W still flying rotary?

Ditto his pilot Ken?

Is the renamed G-TALY still flying?

DK here is verging on old age with retirement bearing down like a Damacles' Sword. How are the other COFs on here coping with the Anno Domini thingy? I'm watching too much TV! DRK

Lycoming reliability.
 

Oh and for Eons and X thousand hours, I've been crowing I've never had an engine failure. One of your lot pointed the bone last week when a cylinder let go ... big ... but oh so kindly on the Haverford airfield approach. 'Twas Enstrom 1104. Someone up there loves me! DK

TV? Dennis, go out and get a motorbike. It isn't the complete substitute for being airborne but it does relieve the tension instead of watching SWMBO doing the gardening ;)

Never enough flying for a true RH, but watch TV as an option? Never!


Sorry to hear that you've finally had an engine failure: why do I get the impression that it would have been a bit of a non-event?

G-TALY still alive
 

For DK,

Looked up TALY and is still flying as DATR, having just changed from JLEE on 14/03/14 .

Wiggy

Helios & Bikes
 

Now, why did I think someone would suggest that John ... its been almost sixty years since I first rode a Speed Twin and then a Tiger 100. Not sure I could stay upright any more so perhaps I should just watch the I of M TT guys on TV! And thanks for the TALY update. Regards to all. DRK.

The History of the Helicopter: YouTube
 

British Pathe have uploaded thousands of early films to YouTube, including The History of the Helicopter along with many others in their account:



This one has memories: Dad was OiC of the Met helicopter trial :cool:



Plenty more to whet your appetite ;)



156mph, and a retractable too:

MBB BO-105 question
 

Hi folks,

I'm looking for some information and hoping someone on here could help me out. I know very little about helicopters; I'm an instrument tech that works offshore so I just sit in the back. I'm a keen scale modeller and I'm currently trying to recreate helicopters that have flown in the North Sea for rig worker transport.

At present I'm building a 1/72 scale MBB BO-105 operated by North Scottish circa 1976 - 77. The reg is G-BDYZ (I think there's some photos of her earlier on in this thread). These were used a bit before my time (I'm use to super puma L1 & L2, 225's & S-92's) - from what I'm aware these were used as shuttle aircraft during the early 'hook-up' days and would take 4 pax plus the pilot. My main question and sorry if this is a daft one, but as one passenger would be in the front, would one of the cyclics be removed?
Further to this; any information about the Bölkows operated by North Scottish / Management Aviation would be much appreciated (notes about the interior, seats, boot, colours etc)

Sorry for the long winded question. Thanks in advance for any information.

Thanks and Regards
Aaron
:)

I spent over a year flying the 105 for North Scottish, an excellent company. They were mainly used for inter shuttle work as the workers did 12 hour shifts, so we would swap them at 0600 & 1800 or noon/midnight. We also did some medevacs & flights from Longside or Aberdeen as well as some important staff changes. Fuel load allowing we carried 4 pax, I think the left hand controls were removed, can't remember now!

milktrip,

On the Brent Field we had North Scottish Bo105 in their white colour scheme, which was used as a 'taxi' against the BEAS 212 'bus'.

I only passengered in a 105 once, but it was certainly very cramped in the back, and there were no duals in the front. ISTR that there was a liferaft stowed behind the pilot's seat which precluded the use of the right rear seat, limiting the pax to three. This may have been a local requirement, however.

It's a legal requirement for duals to be removed if a passenger is carried in a crew seat for a PT flight.

Better not have duals in in case your model gets ramp checked..... ;)

Cheers guys :ok: excellent stuff.

When you say no duals in the front does that mean the front 'passenger seat' tail rotor pedals and pitch control lever were also removed or just the cyclic?

Interesting point about the liferaft John. I wondered about this and was just going to role up a ball of milliput, paint it orange a stow it under the rear bench seats, but I'll maybe look a bit further into this. This one will be in the white scheme but I'm hoping to complete a couple more in time (G-BAMF in management aviation colours. G-BAFD in Bond colours, I think this may have been used for lighthouse ops rather offshore oil & gas transport / shuttle. Oh, and maybe another north scottish Bölkow but I the luminous red, almost orange, colour) plenty to keep me busy :ugh:

You mention the 212, I'm hoping to build a couple of these too. In particular G-BALZ in early bristows livery. Some info on the interior of the 212's would be handy :). There are loads of photos available but trying to determine what the seating type and seating arrangement were has proven difficult. When in operation in the UK North Sea would the 212 (specifically G-BALZ) have canvas bench seating with 4 facing aft, another 4 facing front and 2 either side, just next to the doors, facing out wards. Or similar seating arrangement but with more substantial and comfier looking seats with head rests?

BEAS are another operator I was looking into but was quite interested in the alouette II operated by them but for the forestry spreading in the late 60's early 70's. again, plenty to keep me occupied...

Thanks and regards
Aaron

BALZ was operated in the Brent Field by BEAS, so the North Sea scheme would be the Bristow one for 1977 with B.E.A.S. on the tailboom instead of Bristow.

Normal fit for the 4 BEAS 212s were the normal 4 aft facing/5 fwd facing bench seats in the normal Bell grey with a 20usg tank in the port well with two cushion seats, and either another 20usg tank in the starboard well with seats, or a 90usg tank with (obviously) no seats. Initially we had a life raft jammed under the fwd bench seats, but later this was acknowledged to be virtually useless so a Heath Robinson fix had it lashed with a seat belt to the starboard door ahead of the sliding door. In this configuration the liferaft (they all had a yellow cover) was sitting on end and visible through the small window that you can see in the middle of the photo.

Sometimes we had two 90 gallon tanks and only 9 pax seats, but very rarely. This photo of BALZ has the 90usg in the stbd well and the modified tailboom paint job:

http://www.eacott.com.au/gallery/d/2...on+deck+02.jpg

The rules require that the whole lot should be removed, however the design of some aircraft means this is impossible. I don't know about this specific aircraft type.

The only parts of the Bolkow 105 dual controls which were not removable (easily) were the yaw pedals. They were however disconnected from the control run under the floor so were totally ineffective.

As JE says, there was a liferaft strapped behind the pilot's seat but it did not preclude the use of any of the rear seats. Someone just had to sit with their legs either side of it if all three rear seats were occupied. Oh Happy Days flying to the likes of the Capalonga which used to roll like bxxggxry and had a deck crew who always managed to pull one of the rear doors off its runners !

http://www.fotoflite.com/components/...uct/324557.jpg

Milktrip, check your PMs


.

Hugh,
If you think that was bad, try a landing on Sevenstones, Channel, or Dowsing light vessels.. :eek:
The Bolkow was probably the only aircraft at the time that could have pulled it off :ok:

Hugh,

Thanks for the details on the Bo105 back seat: do you also recall the story of the extra pax in the back off the Capalonga, night, and the photo on finals? ;)

I had a quick head check one night when about to lift with (supposedly) 9 pax for the Capalonga, and saw an extra 2 standing in the 'aisle'. How they got past the deck crew I've no idea :hmm:

We were always so impressed that the Capalonga was 0.1 degree below our B212 pitch and roll limits when landing on her: I could cheerfully strangle whoever gave them our limits. I saw 20 degrees of roll while sitting on the deck once, and isn't there another story of a 105 sliding on the deck and having to get airborne with the cargo doors open?

An interesting article about the Capalonga from the Shell Times with a picture of a North Scottish 105 on page three, and a neat photo on approach to the deck on the last page!

Capalonga became the 'Brent fire engine' some time after I was there: it was a diving support vessel only in the mid/late 70s.

Spinning! I used to enjoy spinning, so much so that I would use it as a technique to lose height. My last ever, before I went on to rotary, was in a Chipmunk.

Honington, 1964. Our Valiants were being towed away to be scrapped and to keep us in flying practice whilst they sorted out somewhere to send the aircrew the Squadron was issued with a Chipmunk and I was O/C. There was a surprising reticence to take up this facility by the other pilots so I, virtually, had it to myself.

This was an opputunity to get our ground crew airborne as there had been no chance on the Valiant unless you were the aircraft's crew chief. So I was now running a Squadron AEF. I would take one up for about twenty minutes, they would change over in the back and off we would go again. I would let them have the feel of the controls and if they felt like it show them some aeros, progressivly, staring with an airleron roll to loops etc.

I had this one in the back who was as bright as a sparrow. Loads of enthusiasm. Roll, loops, stall turns, every one a winner. I then demonstrated a spin.

Close the throttle, control stick back and on the stall full left rudder. Give it three tuens to develop and then recover. Full right rudder and the stick forward precisely on the Direction Indicator on the instrument panel.

Nothing happened. It kept spinning.

It was now getting quite serious because we were about 3,500 ft and the altimeter was in overdrive. I applied full Pro-spin control to ensure it was in an upright spin as a guard against the unlikely fact that it had gone inverted. Then I again applied full anti-spin.

Three turns later it grudgingly came out. We levelled at 1,200 ft.

My passanger was still full of beans and he was saddened when I told him his time was up (I didn't tell him how close to fact that statement was) and we landed back at Honington.

It was time for a refuel so I shut it down, climbed onto the wing to assist my passengert. He was struggling to get out of the cockpit; not surpisingly because he must have weighed about twenty stones. I hadn't seen him being loaded on as it was a running change and I was negotiating something with ATC at the time.

We were almost certainly at or beyond the aft CofG limit which it why the aircraft behaved the way it did. In my defence we were not informed of any limit on rear passenger weight when I was checked out.

My next spin was in a Puma, but thats another story.

Big thank you again guys; I'm sure I'll be back for more info :) nice to read the stories too.

Hugh I've replied to you PM :ok:

Thanks a lot for the info on G-BALZ. Never had the pleasure of visiting the Brents but I could see them on a clear day / night when on the Dunbar. Quite keen to make a start on this kit now.

Cheers again
Aaron

Like John Eacott I seem to remember that the problem with the Capalonga was not landing on her but staying on her. Did she not roll to one side then hesitate before slowly rolling back to the other extremity and doing the same thing? If I recall correctly it was easy to land when the roll reached the mid point but staying on the deck was sometimes something else!

milktrip,

Here's another photo I took which may help your project :ok:http://www.eacott.com.au/gallery/d/3...S+B-105+02.jpg

Ours were only permitted to spin when dual. Never solo, student or staff.

The theory was that the weight of two pilots assisted the recovery. One of our Flt Sgt QFIs, that's going back a bit, emphasised the point by pointing at one of our T7s on the line and declaring that there wasn't a problem spinning it when it was an F4. It must have been something to do with the long canopy and still retaining the same fin and rudder assembly.

Our Vampies wer getting a bit tired in 1961 and some of them were a bit warped which was not surprising considering that the wings had to be pushed around by two thin booms. There would be various Red Line Entrys in the book.

'No solo spins.'
'No Solo aerobatics.'
'No spinning.'

Fortunately at the end of 1961 they found a Refurbished Vampire mine so most of our aircraft were replaced. Most of them went to Swinderby when our FTS moved except a couple whose final act was as the backdrop to my Passing Out parade from which they were towed to the dump and scrapped.

Dogs and squaddies love flying. When you have a dog handler come aboard he can't hold the dog back. The best place for a dog is between the pilots so he can see everything that's going on. The most ferocious war dog is like butter when he is there. Initial air experience for sqaddies was a case of throwing it about as much as possible and the next crowd, having seen what had been going on would be shouting for even more.

This attitude came to an end, tragically, at Catterick a few years ago.