Viking Helicopters Ltd. – 1969’s first office / component overhaul shop / gunk tank / Shirley’s accounting department, outside of Orleans as it appears on google earth today. The gunk tank was straight through the door, against the far wall. If I remember right, Wulf’s component overhaul room was on the right. I’m sure someone will come along to correct me if I’m wrong.
Wulf’s operation was the first to move to the Bell’s Corner’s building while some of us were still putting a fresh coat of paint on the inside of the new facility (a former cabinet shop).
In 1969 there was a fenced-off apple orchard on the left. It appears as though it may still be there.
The old schoolhouse, St. Joseph Boulevard, Orleans, as it currently stands. It has come full circle, and is once again a schoolhouse. Thanks to Sue for the update.
And another blast from the past: Viking’s first hangar in 1969. We called it the old barn. It too has survived to this day. It was colder than blazes in that place in the spring of that year, and not so bad on a warm day.
Viking’s first hangar. We called it the old barn, because, you guessed it. You can see why we were all so happy to relocate to Bell’s Corners. Again, thanks to Sue.
Derek Reny has sent in some photos of Viking’s Bell 204, CF-ZAE, in 1973. If you can provide any information on where it was or what it was doing, please email twolane at gmail dot com to update the images, located here.
Some designs are just too good to die. The Hughes 369, or the OH-6 Cayuse when in uniform, is one of them. After 50 years of production, the “Little Bird” as it is known in Spec Ops circles, has reached a new level of capability with the AH-6i, which may soon get its baptism by fire at the hands of Saudi pilots in the skies above Yemen.
Where’s the Viking Cargo Pod? They’ve got everything else under the sun hanging off of the experimental AH-6i.
Head on over to jalopnik to check out the video.
In the early ’70s a Hughes 500 went missing in Northern Quebec. I believe it might have been operating on a Baie James project. I do remember the incident but my memory fails me. As I recall, the 500 was eventually located, machine intact and engine inlet and outlet covers installed. Fuel was added and the helicopter was flown away. Pilot and passenger were never located.
I received a request from a reader for more information. Thanks to a note from a former Viking Helicopters employee, I have some additional information:
I remember this incident but it was a long time ago, approx 1972 [perhaps 1971, ed.] or 45 years ago. It was a Skyrotors helicopter working out of a camp between Shefferville PQ and Caniapiscau. The helicopter, a Hughes 500, was in Shefferville picking up a food order for the camp.
While he was in Shefferville the pilot met up with a radio tech from Skyrotors to get some work done The pilot was on contract and I did not know him. The pilot, the tech and the food left for camp in marginal VFR due to flurries and that was the last time we heard from them. The helicopter was spotted a year later by a passing fixed wing pilot and reported to air services that a helicopter was sighted with covers on but no sign of life.
A search of lost a/c in the area was carried out ending with Skyrotors being notified of the a/c location. Skyrotors ops manager flew into the site with fuel and a battery. He was a pilot engineer. He inspected the a/c put in fuel and battery, removed covers and flew the a/c back to Arnprior Ontario.
A note was found on the a/c stating they had stayed in the camp for a number of weeks waiting for search and rescue. They had burned down a large amount of the surrounding bush trying to attract attention to no avail. It turned out they were on course but overflew the camp by 50 miles before setting down due to fuel.
ELTs were not long life in those days due to battery life. The radio tech had used the cells from the aircraft’s nicad battery to power the ELT until they left. When they finally gave up hope they would be found, they left a note explaining everything and their plans and directions they were going to use in their attempt to walk out. They have never been found.
At Skyrotors we could not understand why they were never found. A search and rescue mission should search an area on its flight path at least to the extent of the a/c range so why they were not sighted after burning large amounts of bush is a mystery.
Those of you who maintain/are familiar with the CL215 products, et al, will be pleased to know that Bombardier’s “water bomber” has been acquired by Viking Air Ltd., based in North Saanich, B.C. I predict that parts availability will improve substantially, for who doesn’t recall the never-ending debacle of excuses from the previous owner, who shall remain hereafter unnamed forever (except for the quotes below)?
Type Certificate Transfer Complete for CL-215, CL-215T, CL-415 and All Variants
Victoria, British Columbia, October 3, 2016: Further to the preliminary announcement made earlier this year, Viking Air Limited of Victoria, British Columbia, has now completed the acquisition of the Amphibious Aircraft program from Bombardier, including transfer of the Type Certificates for the CL-215, CL-215T, CL-415 aircraft and all variants to Viking. – http://www.vikingair.com/viking-news/media-centre/viking-completes-acquisition-amphibious-aircraft-program-bombardier
Here’s the FlightGlobal announcement back in June, 2016:
Viking Air to buy type certificates for Bombardier amphibians
Viking Air has entered a deal to buy Bombardier’s three amphibious aircraft programmes.
The deal covers the type certificates for the CL-215, CL-215T, and Bombardier 415 Superscooper… – https://www.flightglobal.com/news/articles/viking-air-to-buy-type-certificates-for-bombardier-426528/