Outside Hangar 6, Coventry Airport. AKA Dollar Helicopters

902Jon

Registration for Giles......
 

Earl
TRC is younger than me, and he will remember this bird! It was Walter Wolfe's 206, based for much of the time in Monaco (where I had to visit for 50/100 hr checks, stay in a hotel, eat well, and ogle the near naked girls on the beach:D................) and then Giles would fly me/us back to the airport at Cannes.

Oh what hardship!

And a thought, 5 will get you 10 Geoffers probably delivered her from Frosinone; she was an Agusta model. Was operating when I joined Manns Autumn 1979

There's some food for thought, cheers for the memory of those beautiful............ beaches (of course)
VFR

G-AYTF - Group Lotus/JPS
 

A photo of G-AYTF at Elstree in the 80s

Helipixman

http://farm6.static.flickr.com/5040/...66c96756_b.jpg

.
Earl: Great to see Cy Rose's Brantly along with the workshop photo of the Dancer, many thanks. :ok:

I knew that Villeneuve was a pilot but there were so many in those days (both fixed and rotary wing) and I didn't get to meet them all. G-JAMI, as you rightly point-out was, to the best of my knowledge, the second 206L registered in the UK and one of only three 'straight L's' (I think) with the third being G-BFTR (Hanson). I think Heart of England (JAMI) performed a cross-charter for Ferranti but that's about the extent of the involvement as I recall.

On the matter of the Dancer (G-AYTF) being at Bristow's - that I can answer!

The Dancer was bought from new from CSE in the early 70's by Douglas Bunn (developer of Hickstead jumping ground). Being a neighbour to Ferranti my godfather lost no time in befriending Bunn and inviting him to the Beehive where the Colonel showcased the process of 'Ferranti-ising' an aircraft.

To 'Ferranti-ise' an aircraft involved (for the 206) installing a custom VIP interior, applying a high gloss polyurethane finish to the fuselage and adding a small array of avionics which included; VOR, ADF, Decca's DANAC moving map display and Ferranti's in-house stability augmentation (auto-stabilisation) system (SAS).

By all accounts Bunn was impressed and my godfather doubtless believed that he had gained a new client. That was until Bunn received Ferranti's quote!

The story goes that Bunn called up Bob posing the question; did my godfather wish to sell him a new helicopter? From there, there was some sort of exchange which ended with the Colonel quoting the phrase 'horses for courses' whereupon Bunn hang up!

But, it didn't end there. Some weeks after the phone altercation Bunn appeared in the skies over the Beehive, landed on the grass near Bob's office, left the Dancer turning and burning, walked into my godfather's office and told him he was en-route to Bristows who had evidently offered him a better 'deal'!

This was one of the few Ferranti stories I got to hear from Major Warby who recalled watching Bob escort Bunn back to the Dancer, advising him not to leave the craft unaccompanied while still running, and expressing his disappointment that Ferranti would not be servicing his mount.

According to Warby, Bob stood for many minutes watching the sky as Bunn disappeared and for those who knew Bob they might understand why. To this day I have never met anyone quite so enamoured by everything to do with helicopters as he was. Bob would form attachments with each of the aircraft he flew, giving them names and referring to his encounters with them as though recalling aspects of a treasured friendship.

Beneath the falling out between Bob and Bunn was, I believe, a frustration that the connection was not ultimately realised for at heart the two men were highly compatible with Bob already possessing many close alliances with those in equestrian pursuits including Robert Sangster and a number of Arabs at least one of whom would later go on to support Hickstead.

For Bunn's part he merely wanted to 'jump' in his craft, fly it and have it maintained from time to time and which I am sure Ferranti could have done but, as Bob no doubt explained, their specialty was in supporting executive aircraft - or in creating them!

When Bunn bought a brand new 206 III from Alan Mann in '78 (G-JUMP) the Dancer was taken in on part-ex and sold on to Colin Chapman.

Colin was already a Ferranti client and earlier on in this thread it was mentioned that PPRuNer Speechless Two had participated in at least one Ferranti charter for Chapman when he collected King Constantine II of Greece from the Team Lotus base at Hethel and flew him to Brands Hatch.

So, the connection to the Dancer was restored but, by the time Chapman had bought the aircraft Ferranti was is its closing days and it was Bob who recommended to Colin that he maintain his support from Mann's.

http://lh4.ggpht.com/__dRpfF8qlVM/TP...Stabalized.jpg

A Ferranti 206 advertising the fact that it was 'Ferranti Stabilized'

Helipixman: What can I say, you have stunned me twice now! First off with G-CHOC which, it was believed by some PPRuNers, did not exist - and now with the Dancer in its JPS livery - Bravo! :D

It is extraordinary how something as simple as a photograph can evoke so many memories and emotions for aside from my godfather's many encounters with the aircraft she retains a special place for me too in that this was the first helicopter I received instruction in (thanks in large measure to Colin), was the first (and only) helicopter that I have experienced an engine failure in and was the helicopter I performed my first solo in (on my 17th birthday) at Booker courtesy of Antonio 'Nobby' Clarke!

Thanks for all the memories - your efforts in sourcing these images motivates me to recall these events from times past.

S.

ps: Bunn evidently passed the flying bug on to his son (Jonathan?). What I heard was that he purchased a Gazelle which he pranged but, this happened long after I left the UK so I am not sure of the details.

G-AYTF @ Elstree
 

For 'S' ... the pic you have was with yours truly at the controls. Just checking log book to refresh my memory. Collected G-AYTF from Hethel and flew to my home at Mill Hill on 22nd Jan 1983. I flew her with Bob Smith for a company check on 26th August the same year. I was using her for parachute freefall dropping the Black Knights at Bordon on 20 June 1984, and she was sold to Chris Tennant shortly after. I also seem to remember she had a Collins 841 two-axis autopilot with which you could do a back course ILS! The brain cells aren't all dead yet! Regards to all, Dennis K.

Stumbled across this thread while researching 'Dancer'. In 1980 she was repainted in Essex Petroleum colours to reflect the Lotus F1 team's sponsor of the time. Only a black and white scan from Jabby Crombac's "Colin Champan - The Man and his Cars" I'm afraid, but thought you might be interested.

http://i31.photobucket.com/albums/c3...-AYTFEssex.jpg

The Villeneuve pics look like that's an ex-Walter Wolf machine. Villeneuve didn't drive for him in F1 but did drive his cars in the Can-Am series.

.
Well well, wonders never cease on the Rotorheads forum!

Thanks FBB for this image. :ok: These were in fact the first colours worn by the 'Dancer' during her tenure with Lotus and this was how she looked the first time I flew her.

Having eluded us for many months I now have several sources promising additional photos of this aircraft including an offer from Clive Chapman (Colin's son).

Back in the UK I also have photos of her (in both the Essex and John Player colours) but, I shall not be there until Easter next year whereupon I shall have to embark on a mamouth task to unearth them but, I shall do just that!

Dennisimo! I suspected that this might have been you. Presumably this was just before you bought her?

S.

G-BXZE at Hickstead
 

In answer to post 338 the Gazelle owned by Jonathan Bunn was G-BXZE and suffered its accident at Hickstead on 3.9.01, apparently he had just dropped off his father !

He replaced this with Jetranger G-PEAK.

Helipixman

Update on the Villeneuve machine mantioned on the previous page. A very helpful chap at the Musee Gilles-Villeneuve tells me that she was registered G-BCYP. G-INFO shows that as an Agusta-Bell 206b and registered to Alan Mann at the time. She has subsequently been registered as G-TPPH, G-UNIK, G-JIMW and most recemtly G-OYST.

http://www.caa.co.uk/docs/GImages/G-OYST001.jpg

fatbaldbloke: (wonderful name by the way) What is that object on top of the engine oil tank fairing, it seems it would block the oil cooler exhaust.

G-BCYP
 

Saint Jack
That's a HISL and fitted just aft of the oil cooler matrix egress. When Villeneuve had the machine it had a conventional anti-coll but I suspect subsequent usage required the fitment? Bit hazy here but there was a requirement, I think, for pipeline patrols and such after a tragic air-to-air with a military fighter. ~ VFR

HISL
 

High Intensity Strobe Light - before anyone asks.

VFR, I always thought that an egress was a female egret.

Egress.............
 

:ok::):):D:D:D VFR
PS Smowing here in Essex-by-the-sea...........again

http://lh6.ggpht.com/__dRpfF8qlVM/TQ...20Warne%5D.jpg

Polaris Aviation EC155 at Fairoaks December 18th 2010

I have not look at the TALY thread for a few days, the first thing I see is OYST, we currently look after her maintenance, really nice Agusta Jet Ranger, I got a parking ticket in her last year from a very nice traffic warden!

http://lh4.ggpht.com/__dRpfF8qlVM/TS...0Sept%2077.jpg

G-AXEJ attending the Flight International Business and Light Aviation Show at Cranfield on 3rd September 1977

Originally bought by Air Gregory (see page 15 of this thread) in 1971 this aircraft was registered to PPRuNer Palma at the time this photo was taken.

An additional image of AXEJ appears on the http://www.pprune.org/rotorheads/417...copters-2.html thread and mentions that the craft appeared in an episode of 'The Persuaders' (starring Roger Moore and Tony Curtis) in 1972 at which time the aircraft belonged to FJ Wallis Ltd.

I'm not entirely sure but I think it may well be Palma at the controls in this image.

S.

1977 Cranfield Show
 

Slight thread offshoot, but seeing the Air Gregory H500 EJ ... I was wondering if anyone knows of any pictures of the 'quirky' Spoonair stand backdrop at that 1977 Cranfield event. (cartoon line drawing of self and my boss Roy Spooner hanging from an Enstrom helicopter) Helis on stand static display that year (Aug 31 thru' Sept 3) were Enstroms G-BENO & G-BALT. My log book records that I demonstrated to the following names. Mr G Boston, J McKillivary, a Pedro Moron! an A Althani, P Newbury, then Strudwick, Andrews, Turner, Skinner Coundley and Turnbull. Anyone know of them now. Also a certain Keith Emerson. (Emerson, Lake & Palmer.)

1977 may have been the year, the Maule 'Lunar Skyrocket' crashed into the fixed wing static display taking off the wing of a PA28 and the year a Bo105 was constantly demonstrating full stop E0ls close to the ATC building.

Helicopter Hire had a Russian contra rotating Kamov 26 on show .... just a COF with more memories! Dennis Kenyon.

For British PPRuNes!
 

http://lh4.ggpht.com/__dRpfF8qlVM/TS...ary%202011.jpg

The Queen's helicopter arrives at Blackbushe 5th Jan 2011

http://lh3.ggpht.com/__dRpfF8qlVM/TS...UJetRanger.jpg

An old UK Jet Ranger - maybe someone knows the story behind it!

YBB

Brantly in the Docks!
 

http://lh6.ggpht.com/__dRpfF8qlVM/TR...%20%5Bs%5D.jpg

When Prime Minister Harold Wilson visited Newport Docks in 1967 to open a major new timber wharf, some of the officers on duty stood in front of the ministerial helicopter for a photograph. Included in the picture, wearing a motorcycle helmet, was motorcyclist Pc Percy Sharland.

The local Divisional Commander, Superintendent William Voyle was not a man noted for his sense of humour but he smiled when he saw the photograph and sent it to the editor of the British Transport Police Journal at Force Headquarters with a note to the effect that the Docks Division were proud to announce that it had taken possession of a police helicopter and that Pc Sharland had been trained as its pilot.

When the article was published it certainly came as news to the chief constable and it raised a few eyebrows until the truth came out when everyone could see the funny side of it.

S.

Brantley 305
 

Ah ... the wonderful old Brantley 305, wheels and all! I remember flying her at the Brantley-Hynes factory in America. (Alva Airport OK, I seem to recall)

A pig to land without tucking in the wheels and the occasonal in -flight 'bounce' had to be experienced to be believed. But she was a five seater and a few were sold in the UK in the early 1970s. Freemans of Bewdley were one of the original customers.

Dennis K.

Of times past!
 

Earl
Encyclopaedic no less :ok:
I'm old enough to remember Freemans of Bewdley! When did they put up the shutters, then? Poss in 70s? I was abroad for all of that decade and just (occasionally) back on home leave. They were based South Midlands, correct? (All these questions :O!)

Perhaps they merged with Rotorspan? And come to that I just Googled r'span and no website :confused:, so is Mike Jenkins still in residence there I wonder.

All questioned-out now, must be an ARA (= Age Related Ailment; more alcohol required this evening :ok:)
VFR

British Brantlys
 

A record of some of the UK's first Brantly 305's:

G-ASUM s/n 1005 > BEAS Jul '64 > Sold to USA Sept '66.

G-ASXF s/n 1014 > BEAS Oct '64 > Air Gregory Sept '70 > Express Aviation (Biggin Hill) Nov '71 > De-registered '82.

G-ATLO s/n 1028 > Thomas Sopwith Dec '65 > BEAS May '66 > Bouley Investments (Channel Islands) Sept '66 > Douglas Arnold Aviation & Shipping (Ashford) Aug '68 > John Willment Properties Oct '69 > Freemans of Bewdley (Aviation) Ltd. (Worcestershire) Apr '76 > Destroyed '76.

G-ATSJ s/n 1024 > BEAS May '66 > Thomas Sopwith May '66 > Endeavour Aviation (Brighton) Dec '67 > Alan Mann Racing (Byfleet) Nov '68 > Sunderland Print (Worcestershire) Jul '69 > Autair Jan '75 > Robert Ryan Jul '75 > Destroyed '81.

G-ATUR s/n 1029 > BEAS May '66 > Cyril Lord Nov '66 > Turriff Construction Jun '68 > Shackleton Aviation Nov '71 > De-registered '73.

G-ATUS s/n 1030 > BEAS May '66 > Quinton Hazell Ltd. Sept '66 > A&B Cars Aug '68 > Destroyed 1970.

G-ATYB s/n 1035 > BEAS Jul '66 > Sold to Ireland Aug '67.

Re: Freemans of Bewdley Brantly 305 G-ATLO: The aircraft was conducting a maintenance test flight which departed Freemans private airstrip at Astley, Stourport-on-Severn near Hereford on 1st October 1976 to investigate abnormal levels of vibration. At some point during the flight the Brantly encountered 'extreme vibration' followed by a loss of control resulting in a crash into a copse.

The accident report reads: "The first impact was with trees which tore away the main rotor assembly together with its gearbox from the aircraft. The fuselage then continued for a short distance through the trees before striking the ground slightly nose down a few yards further on. Although all of the occupants were wearing seat belts, the pilot was knocked unconscious in the impact, the observer was slightly injured and the other passenger was thrown clear into some light vegetation. Immediately after impact the aircraft caught fire but the less injured of the two passengers was able to extricate the pilot before the fire developed. The other passenger made his own way away from the wreckage. The aircraft was severely broken up during the impact sequence and much of its structure was destroyed in the ensuing fire."

The investigation was to discover that the front right main gearbox attachment bolt had failed due to fatigue.

The report reads: "The fracture occurred at the shank of the bolt remote from the threaded portion and within the bore of the gearbox flange. A corrosion pit was present at the origin of the fracture. The fatigue exhibited a smooth acceleration in the spacing of the striations to the final instantaneous fracture which was of a tensile nature. The fatigue markings were of a course, banded type and their uniform appearance suggested that they were associated with 'stop-start' transitions in the loading pattern and probably representative of individual flights. A count of the fatigue bands suggested that 90% of the fatigue growth was achieved in 20 to 30 loading cycles. No certainty could be applied to the number of cycles in the first 10% of growth but it was estimated that they amounted to no more than 200 and possibly much less. It was not possible to determine whether the fatigue had been present during the aircraft's long period of storage. A hardness test on the half of the bolt which had not been fire damaged yielded a tensile strength of 74 tons PSI which is within the required specification. The contact face between the gearbox flange and its airframe mounting point showed evidence of hammering which was absent from the other gearbox attachment points."



.

.
Earl, thanks for the background information on the Brantly 305's - most interesting.

I am largely unfamiliar with the operations of Freemans of Bewdley but would be keen to learn more.

Re: serial no's 1029 and 1030 G-ATUR and G-ATUS these were affectionately referred to as 'Arthur' and 'Atticus' the latter having been owned (I presume under the name of Quinton Hazell according to your record) by Denis de Ferranti. Denis's brother Sebastian also owned a Brantly (a B2 as opposed to a 305).

https://lh6.googleusercontent.com/-a...ani%252529.jpg
Brantly 305 G-ATUS on the Fairey Aviation apron at Manchester's Ringway on 7th August 1967 (Drawing by Alfonso Damiani from an original photo by Paul Tomlin) For an image of G-ATUS check here


.

E of R, the wheels on the 305, when the aircraft is in flight,with the oleos fully extended,will be inclined inwards(not track),so when landing on a firm surface(tarmac/concrete),,if you just lower the lever,you can roll the tyre off the rim; so it is necessary to edge forwards as the lever is lowered ,so the oleos `splay out`. Not too much of a problem on grass ,as it has plenty of `give`.
Anyone who was trained on `Sycamores` will undoubtedly tell tales(as the u/c had a similar `dangle`, on early training solo sorties,of trying to land back on the dispersal `spots` at Ternhill in the correct manner.If you touched down lightly,and lowered the lever a little too quickly,chances were a change in RRPM would start `ground resonance`,followed by an armful of collective and RPM and a rapid leap airborne again. After several of these attempts,you would back off and land on the grass to await an instructor to come out and get you `home`, or ATC would tell you to land on the grass ,and they`d ring the DI..
Of course ,it wasn`t helped by the fact that the Studes crewroom was facing dispersal,so one would be faced by a `goofer`s gallery` of others,dancing about ,attempting to distract one on the final perilous part of the exercise,in view of the `Waterfront`,and the CFI`s Office in the Tower.You knew you had some mastery of `the Beast` when you could arrive back,and land smoothly,without bending the tyres,and without G-R.....Character building,and a sore left wrist....

G-rods, G-lrii & G-oldn
 

Sorry for the late participation to this thread. I was employed by Blades Helicopters and later TAL-AIR and have photos of G-RODS and G-LRII (LRII in Castle Air colours, taken at Liskeard, and later in the blue and white).

Someone was asking if anyone knew who flew LRII. Uncle Ian flew both LRII and OLDN (the latter involved in the Gartree Prison escape).

I will root out the photos and post them asap.

XTEC

G-BAVI in February 1976
http://i1106.photobucket.com/albums/...dxb/G-BAVI.jpg

Just few comments on the Brantly 305. Earl's list shows ALL seven 305 that appeared on the British register. To my knowledge all were either destroyed or exported, so no 305 in the UK and certainly no flyer. I am doubtful there is a 305 in Europe.

Freemans of Bewdley was a plant hire company run by three brothers, Barry, Howard and John Freeman. They orginally acquired Terrier G-ARLP and then moved into rotary wings when they acquired Brantly B-2B G-ASXE. This was replaced with G-ATLO. They may have dabbled (more than dabbled, it would seem, they owned 4 B47s !!) with a Bell 47 but cannot come up with a registration. The demise of 'LO brought about the end of the Freeman's aspirations to be in the helicopter hire business.

G-ASUN was a B-2B so certainly is NOT the a/c illustrated in the photo in msg 354. Choice appears to be beween 'SUM or 'SXF.

Planemike

Hi Earl,
Yes it was Oldway Helicopter Services.

http://i1106.photobucket.com/albums/...xb/G-BAVI2.jpg
http://i1106.photobucket.com/albums/...xb/G-BAVI3.jpg


I took over from Lyall Thompson and this brochure was produced during his reign.
The previous photo was one of my last flights in BAVI. It was taken at my parents house in Warwickshire shortly before I departed for Dubai.
After I left, Peter Morgan who was a Merthyr Tydfil solicitor and boss of Oldway - who were mainly a property company - sold the helicopter but I never found out where she went and only read of her demise much later on. She was Serial No 960.

G-ATSJ at Halfpenny Green - 1969ish...

http://www.modeltek.com/Brantly.jpg

.
The nostalgia thread seems to have been busy today. :ok:

Sycamore: Charming reflection of your Sycamore training days. All I can say is that you can be grateful they were not holding up score cards from the crew room in the way that many ground crews are fond of doing when air crews are performing autos!

Re: tyres rolling off the rim of the Brantly - I am wondering how this was solved among fixed-wings?

http://lh3.ggpht.com/__dRpfF8qlVM/TT...ungmeister.jpg

The Bücker Bü 133A Jungmeister also had inward facing wheels but did these 'roll off the rim' in the same way as the tyres on the Brantly were prone to doing?

XTEC: Look forward to seeing your images.

Sandy Toad: Great to see some more shots of BAVI - there are in fact very few images of her around. Even more interesting to note the existence of 'Oldway Helicopters'. I thought I knew most of the UK's civilian operators from the 70's but there we are, something new. :ok:

Nige321: What an excellent photo of ATSJ. 69ish means (according to Earl's records) that it was either still with Alan Mann or had moved on to Sunderland Print.

More Brantlys

http://lh5.ggpht.com/__dRpfF8qlVM/TT...ril%201967.jpg

G-ASXF at Plymouth on 15th April 1967. Operated by BEAS.

http://lh3.ggpht.com/__dRpfF8qlVM/TT...ber%201971.jpg

'Arthur' G-ATUR at Coventry 20th November 1971 bearing the name of its owner, Turriff Construction. Thanks to copyright holder Carl Ford for this shot.

http://lh6.ggpht.com/__dRpfF8qlVM/TT...AeS%20Show.jpg

G-ATSJ at Staverton (Gloucester) 11th June 1966 for the RAeS Show and owned at that time by Thomas Sopwith.

Earl: To resolve the conundrum of which 305 is in the Newport Docks photo; If ASUM was sold off to the States in '66 and if ASUN was a B2 (as confirmed by Planemike) then it can only be G-ASXF! To confirm this if you look carefully at the Newport Docks photo you can just make out a winged motif painted on the gearbox housing cover (it appears similar in design to the old Silver 'C' gliding award). This same motif appears on the photo of ASXF (above) and means that the PM's office had chartered the craft from BEAS to carry Wilson in '67.

JKAY: There were less than 50 305's built and, to the best of my knowledge only one remains flying. It is owned by Gary Goldsberry of Mooresville, Indiana, USA. If you are going Stateside and would like to fly in it I shall see if I can arrange it with Gary. Given your penchant for performance cars you might want to try having a go in the Hughes 500 sometime - they can be a lot of fun!

S.

Savoia, the approaches and landings were `scored` ,usually the waving of fingers,but I never got above `2`!
Sandy-T, the name of Lyall Thompson,and his `oppo` Harvey Johnson( assuming that Lyall was ex-RAF),used to strike fear into us young helo heros in the Far East,as they were `the Trappers` Trappers of Transport Command and CFSH...Only answered to God...! They would turn up about every 9 months and `select`pilots/crews to fly with on various sorties to either `confirm` your T-C Cat(egorisation),or possibly upgrade,or worse,drop it....As I`d spent a couple of weeks doing what one may call `Periodic training` with the Squadron and Wing Trappers,on Support,VIP,and SAR training,our hero here was sent forth as the `sacrificial lamb` to do it all again with `THEM`.At the end of a weeks training, fingernails worn off,and then sent in to see the Boss and `Them`,I had my Cat. card returned , stamped `A` Cat.....since then it`s been all downhilll!! (I think they were very ,very nice chaps ,really...

Well, I wondered where you got the name from. You might have called yourself 'Jarobinson' otherwise.

Trying to think of some more unlikely ones......... (doubt if I will though)

XTEC, I was around when Thamesdown leased G-RODS to Blades, it would be great to see any pics you have of her, she was a heavy but fantastic helicopter, I will see what I can find

JKAY, if you have pm we have a helicopter right up your street, I will send you details and you would be more than welcome to have a go

I have done a little more sleuthing: may have been premature writing the 305 out of the UK rotary scene entirely. The mortal remains of 'SXF may live on at Amen Corner Binfield Berkshire. Brantly 305, G-ASXF Have a source that reports it there in 2007. Confirmation of its continued existence appreciated.

Restoration project, anyone ???!!!!

Planemike

Landing the B305
 

Going back a few posts ... I have to thank Sycamore for answering Earl's question to me and his neat explanation for landing the B305 without doing in the tyres. Personally, I never got the hang of it and in the end just 'cheated' by doing a gentle five knot run-on landing every time. Chicken stuff I know but it worked.

It was in 1977 that I visited the Brantly-Hynes so called factory in Oklahoma. I say 'so-called' simply because the parts department consisted off a couple of hundred spares laid out on the hangar floor, dust and all! My boss, Roy Spooner was thinking of taking on an agency but I got cold feet after my flight test. The beast had the oddest way of holding the turn ... a series of short bites is the best way I could describe it.

I met the new Brantly owner Mike Hynes and was intrigued when he showed me the chart of his planned helicopter sales which showed a monumental spike virtually doubling the existing sales. When I questioned the reasoning, Mike Hynes explained that would be the point when he bought out the Enstrom factory!

Keep the super pictures coming please.

Dennis K.

G-rods & G-lrii
 

LONG BOX

I looked for the photos of G-RODS today, I must have put them in a safe place! Will keep looking.

I did find a photocopy (again originals somewhere at home) showing 4 photos of G-LRII in the hangar at Liskeard, same colour scheme as G-BHXU. One photo also shows G-SPEY in the background, and another shows an Aeromega toolbox.

Also found some old promotional literature. CB Helicopters and London & Suffolk Air Services (Captain Voy and Captain Dickin).

When I am in the office midweek, will upload.

XTEC

.
Someone had posted details of the remains of a 305 which now seems to have gone. Was going to say that it should be recovered to a museum and the fuselage restored as opposed to being left rotting outside!

Comments on the 305 have prompted me to post the following thread: http://www.pprune.org/rotorheads/440...y-britain.html on the off chance that someone may be interested in seeing this craft come across to the UK.

Dennissimo!

Did a craft known a G-BBVI ever feature in your repertoire of Enstroms? If so, then here she is:

http://lh3.ggpht.com/__dRpfF8qlVM/TT...0Hamlin%29.jpg

Enstrom F-28A G-BBVI at Farnborough on 7th Sept 1974 (Photo: John Hamlin)

Applying a 'Colonelism' I suppose this craft could have been known as the Great Bl**dy British Virgin Islands or maybe even God what a Beautiful Blonde how Very Interesting!

S.

Enstrom G-BBVI
 

For Savoia,

Hi over there ... yes, as the European Enstrom distributor, G-BBVI was the first 'Presidential' model I purchased from the Menominee factory (half covered in doors with side pockets.) I displayed the type every day of the week at the 1974 Farnborough Show whch was was then called the SBAC exhibition. (Society of British Aircraft Constructors)

I especially remember the occasion because most of the week was flown with torrential storms blowing across the airfield ... the Cunims looking seriously ominous with Laffan's Plain in the background. Your published pic gives some idea and I also have pictures of myself sheltering from the storm in the cabin parked on the runway piano keys. (where your pic was taken alongside the Skyvan) I seem to recall it was the year that the Blackhawk slid into the runway off a slow downwind roll. The fire crew approached the wreck from a downwind position and the foam from Farnborough's new Carmichael fire tender wasn't reaching the heart of the flames. Sadly the crew died later in the local hospital.

I also recall a certain fixed wing pilot, Jeremy Smith, demonstrating around seventeen spins in the new Piper Tomahawk to lay the claim that the type couldn't recover from a developed flat spin.

G-BBVI was later sold to the mighty (in those days) CSE at Oxford for their new helicopter school ... being the second of six Enstroms they purchased from my firm which they operated in the early/mid 1970s. One of them ran up 6,000 hours of training. The very tall Lord Waterpark himself took delivery.

* Info courtesy of DRK's mine of useless information! Dennis Kenyon.

http://lh5.ggpht.com/__dRpfF8qlVM/TT...St%20Louis.jpg

This Brantly 305 was built for Tom Foster of St. Louis and included (as can be seen) wheel spats.

http://lh4.ggpht.com/__dRpfF8qlVM/TT...05_pic014a.jpg

HM

A late contribution...
 

This has been a really informative and enjoyable thread that has prompted me to do a little research which I now add as my contribution...

Freemans of Bewdley
operated as Freemans Helicopters and joined in the rush to by British military surplus Westland-Bell 47G's in the mid 70s. In the end they bought 4:
G-BBVP (3.74-9.86), G-BBZL (6.74-8.77), G-BCYY (3.75-6.77), G-BCYZ (3.75-4.77) that they used for crop-spraying & general charter.
The company also operated as a maintenance company at the Astley base, but only airframe & engines. The avionics work was outsourced to Douglas Hooper & Company at Staverton.

Denis de Ferranti
I did a trawl of various sources and put together what may be the complete DdeF fleet:
G-ASCS Grumman Mallard - 8.62-11.67
G-ASLO/EI-AVK Brantley B2 - 9.63-10.75
EI-ARU Brantley 305 - 8.67-1.68
EI-ASW JetRanger - 4.68-12.68
EI-ATY Hughes 500 - 5.69-1.72
G-ASSM HS 125 Srs 1 - 5.70-5.76
EI-AVN Hughes 500 - 2.72-7.93
EI-AWA JetRanger - 12.72-3.85
EI-AWY MU-2B - 3.74-10.80
EI-BJL Citation II - 7.80-3.93
EI-BPM AS350B 4.85-6.93
A really varied and interesting collection made all the the more real by the anecdotes from PPRUNE.

However I am not sure that the attribution of Brantley G-ATUS to DdeF is correct. I have seen this listed in a caption on one website but G-INFO shows it regn to Quinton Hazell Ltd. The eponymous Sir Quinton Hazell (1920-1996) is credited as the man who broke the cartel of the motor parts industry & changed the way automobile components were manufactured and sold in Britain in the post-war years. It therefore seems more likely that G-ATUS was his personal heli.

D de F's brother Sebastian had G-ASEW Brantley B2 4-63 to 4.67 and also had access to the Ferranti fleet beginning with G-APVD Widgeon & G-ATFV Bell 47J, followed by JetRangers G-AVSN & G-AWJW that became the nucleus of Ferranti Helicopters.

Marc de Ferranti
Given that D de F registered his aircraft in Ireland, it has always been my assumption that the Denis Ferranti Hoverknights fleet were for the use of Marc (MD of Denis Ferranti Meters) (his son?). These were Cessna 337s (G-AZAV & G-AMARK) plus AS350B (G-MARC, G-MSDJ, G-SMDJ).
I have always thought that the company's name always sounded like a 'Flying Circus' and I expect there is a good story behind it. I wonder can anyone oblige?

Well this message is probably long enough and so I will end it before it becomes too boring.