UH-1D 8147 D-HWAZ | 8147 | D-HWAZ | as D-HWAZ in Oppin | ||
CH-53G V65-055 84+57 | V65-055 | 84+57 | on static display during RIAT 2005, RAF Fairford | ||
h145 20039 F-HSIL | 20039 | F-HSIL | Orléans, operated by babcock france as F-HSIL | ||
ch-53d 65-279 157153 | 65-279 | 157153 | Pat Boots at New River Air Station : | ||
eh-60a 70-969 84-24022 | 70-969 | 84-24022 | Just flew over at 900’, 116 knots, near Richmond, VA | ||
ah.1 1661 XZ332 | 1661 | XZ332 | Currently at Ulster Aviation Society Maze/Long Kesh Northern Ireland | ||
uh-60m 20-21156 | 20-21156 | Fairfield,CT. Flying north towards upstate NY along with other three UH-60. Altitude 1.475 ft., 100 knots | |||
HC-2 | Oct69-Oct71. Got attached to AMD AT shop behind Hanger 2 by the engine run up testing area. NAS Lakehurst was the best unknown duty station in the known sidereal universe. | HC-2 | Oct69-Oct71. Got attached to AMD AT shop behind Hanger 2 by the engine run up testing area. NAS Lakehurst was the best unknown duty station in the known sidereal universe. | ||
aw169 69064 TU-HNA | 69064 | TU-HNA | sent to Cote d'Ivoire as TU-HNA | ||
429 57334 SP-DOT | 57334 | SP-DOT | Krotoszyn | ||
r66 0932 G-WILC | 0932 | G-WILC | passed through Shrewsbury | ||
beta 1971 G-DLDL | 1971 | G-DLDL | flew over Stockport, West towards Barton | ||
ah1 141 XZ218 | 141 | XZ218 | iv2 3tx inverness, Located at a ww2/cold-war bunker | ||
412ep 36659 VT-UPK | 36659 | VT-UPK | Vtupk spotted on Gorakhpur | ||
aw139 31497 G-LAWA | 31497 | G-LAWA | landed at Battersea heliport | ||
70th TRANS | 1978-1979, I was station B co Avionics shop | 70th TRANS | 1978-1979, I was station B co Avionics shop | ||
aw109sp 22236 G-NEWB | 22236 | G-NEWB | 19:22 hs few over Aspull, Wigan | ||
407gxp 54728 N108SC | 54728 | N108SC | Santa Rosa, flying over the Sonoma Ave, Montgomery dr area | ||
ec135p2 0472 N920NH | 0472 | N920NH | replaced by N535MW | ||
s-76c 760696 M-ONTY | 760696 | M-ONTY | Wigan, over Aspull, WN2 Post code | ||
md902 900/00134 - | 900/00134 | - | transferred for Belgium before going to Austria sometime soon. | ||
116th AHC | 1969-1970, Joe Pullen, I was a Maintenace Supervisor with the BeeKeepers | 116th AHC | 1969-1970, Joe Pullen, I was a Maintenace Supervisor with the BeeKeepers | ||
20th SOS | 1970-1971 crew chief UH-1N 69-6614 Cam Rahn Bay, Vietnam | 20th SOS | 1970-1971 crew chief UH-1N 69-6614 Cam Rahn Bay, Vietnam | ||
HMM-764 | 1970-1976. MOS's 6042 and 6112 also Ariel Gunner Instructor Browning XM-218, K.E.(Robbie)Robertson S/Sgt HMM-764 | HMM-764 | 1970-1976. MOS's 6042 and 6112 also Ariel Gunner Instructor Browning XM-218, K.E.(Robbie)Robertson S/Sgt HMM-764 | ||
s-76c 760703 5N-DAE | 760703 | 5N-DAE | operated by Aero-Tak, Nigeria currently for sale | ||
aw109sp 22444 G-TJPK | 22444 | G-TJPK | 17:45 hs flying over Wigan, WN2 postcode | ||
105cbs-4 S-895 FNH-101 | S-895 | FNH-101 | to be confirmed | ||
bk117c-1 7550 ? | 7550 | ? | noted in disassembled state at Ardmore, NZ | ||
HS-3 | 1961-1965 this is Roy Smith, I was sonarman (AX2) AC. I was aircrew training Petty Officer, Sonar QC Inspector and NATOPS Evaluator. We had just received the HSS-2, with twin 1250HP Turbo jet engines. It could fly and land with one engine but could not hover on one engine. It could float in the water although I never knew of anyone who deliberately tried this. We operated out of Chambers Field in Norfolk, Va. and deployed on the Intrepid and the Wasp when the Intrepid went in the yard. We did crash one in the water, and it floated for 3 hours but we lost it while they were trying to hoist it aboard ship. I was on board the Intrepid when we picked up Scott Carpenter. We had a specially trained Marine Corp crew on board to pick Carpenter up, but he overshot his landing site by so far, their Helos. didn't have the range to retrieve him. With no special training they sent HS-3 Helos out to pick Scott up. All of our pilots and crew had hundreds of hours of doing personnel transfers, mail drops to other ships and submarines, but no specific training for astronaut pickups. It went well, very few people knew the helo. developed a severe transmission fluid leak, which was not uncommon in these helos., but it made it ok. Went on to the Cuban Crisis and wound up counting the missiles and taking pictures of them for identification. Lot of tiring work at sea. Sometimes flight ops would go for several days. Flight time was typically 4 hours, but with ready room time and debriefing it was a 5-hour stint. Ships company worked 8 hour shifts, Air squadrons worked 12 hour shifts and flew in non work hours, making for a very long day. No A/C, racks that hung by chains, mattresses 2 inches thick, not like todays ships. WOULD ENJOY HEARING FROM SOME OLD SHIPMATES. | HS-3 | 1961-1965 this is Roy Smith, I was sonarman (AX2) AC. I was aircrew training Petty Officer, Sonar QC Inspector and NATOPS Evaluator. We had just received the HSS-2, with twin 1250HP Turbo jet engines. It could fly and land with one engine but could not hover on one engine. It could float in the water although I never knew of anyone who deliberately tried this. We operated out of Chambers Field in Norfolk, Va. and deployed on the Intrepid and the Wasp when the Intrepid went in the yard. We did crash one in the water, and it floated for 3 hours but we lost it while they were trying to hoist it aboard ship. I was on board the Intrepid when we picked up Scott Carpenter. We had a specially trained Marine Corp crew on board to pick Carpenter up, but he overshot his landing site by so far, their Helos. didn't have the range to retrieve him. With no special training they sent HS-3 Helos out to pick Scott up. All of our pilots and crew had hundreds of hours of doing personnel transfers, mail drops to other ships and submarines, but no specific training for astronaut pickups. It went well, very few people knew the helo. developed a severe transmission fluid leak, which was not uncommon in these helos., but it made it ok. Went on to the Cuban Crisis and wound up counting the missiles and taking pictures of them for identification. Lot of tiring work at sea. Sometimes flight ops would go for several days. Flight time was typically 4 hours, but with ready room time and debriefing it was a 5-hour stint. Ships company worked 8 hour shifts, Air squadrons worked 12 hour shifts and flew in non work hours, making for a very long day. No A/C, racks that hung by chains, mattresses 2 inches thick, not like todays ships. WOULD ENJOY HEARING FROM SOME OLD SHIPMATES. | ||
Commando wa 829 SL-01 | wa 829 | SL-01 | preserved at South Wales Aviation Museum (SWAM) by Mar24 | ||
md902 900/00123 OE-XNM | 900/00123 | OE-XNM | Most SAS MD902 aircraft are going to Heli Austria | ||
846 NAS | 1964 we finished our tour since 1962 on HMS ALBION and our reliefs came out to Tawau;after serving in Brunei,Kuching ,Sarawak,Tawau and other Borneo places | 846 NAS | 1964 we finished our tour since 1962 on HMS ALBION and our reliefs came out to Tawau;after serving in Brunei,Kuching ,Sarawak,Tawau and other Borneo places | ||
aw139 41270 G-PERD | 41270 | G-PERD | CHC Scotia from 24apr23 | ||
ec155b 6575 N755MH | 6575 | N755MH | Owned by Volare Aviation Ltd | ||
HC-1 | 1974-1978, My name is Mark Gardner, I was ADJ in HC-1. I spent time in HS-10 for training waiting on DET 3 to return from a WESTPAC. In early 1976 I was assigned to AIMD at Nurd Island and then in September of 1976 DET 3 was relocated to Mayport Florida to serve on a MED Cruise aboard the USS Franklin D Roosevelt. After our return from the MED I went back to AIMD until spring of 1978 where I spent my remaining time (6 months) in the Navy with HC-1 DET 3. Mike Chandler and Steve Jamieson were also part of DET 3 and we are all friends to this day. I got out of the Navy and got my A P license and have been in aviation maintenance ever since, Now days I take care of BNSF Railways corporate Gulfstreams. The time I did in the Navy was something that I will ever be grateful for. Four years was enough for me, but I learned a lot of life lessons...loyalty, work ethic and sometimes a GAF attitude. - | HC-1 | 1974-1978, My name is Mark Gardner, I was ADJ in HC-1. I spent time in HS-10 for training waiting on DET 3 to return from a WESTPAC. In early 1976 I was assigned to AIMD at Nurd Island and then in September of 1976 DET 3 was relocated to Mayport Florida to serve on a MED Cruise aboard the USS Franklin D Roosevelt. After our return from the MED I went back to AIMD until spring of 1978 where I spent my remaining time (6 months) in the Navy with HC-1 DET 3. Mike Chandler and Steve Jamieson were also part of DET 3 and we are all friends to this day. I got out of the Navy and got my A P license and have been in aviation maintenance ever since, Now days I take care of BNSF Railways corporate Gulfstreams. The time I did in the Navy was something that I will ever be grateful for. Four years was enough for me, but I learned a lot of life lessons...loyalty, work ethic and sometimes a GAF attitude. - |
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