Talk:Handley Page Dart Herald

message: Just noticed this article has been moved from Handley Page Dart Herald, as Dart Herald is the proper name we should move it back! The Herald was the HPR.3 not the same aircraft. Was their consensus for the move? MilborneOne 19:47, 5 October 2007 (UTC)
replies: text: What is the source for "Dart Harald" being the correct name? I've checked six of my print sources (including Jane's 1989 edition Aviation Encyclopedia, and only one even uses the name in its text, but not the article heading of the source. As far as I can tell, the correct names are HPR.3 Herald and "HPR.7 Herald". Since both variants are discussed in this article, Handley Page Herald seems totally appropriate. - BillCJ (talk) 17:05, 26 January 2009 (UTC)
replies: text: Only the first two prototypes were originally Heralds all the other 50 were Dart Heralds and the two Heralds were also converted into Dart Heralds, refer UK Civil aviation authority for one , AJ Jackson's British Civil Aircraft Vol 2 since 1919 page 257 Handley Page H.P.R.7 Dart Herald I am sure I could find more. So in the end it is official name versus common name and over time most people (including Handley Page!) just used Herald. MilborneOne (talk) 18:55, 26 January 2009 (UTC)
thread_title: Page Move

message: Article states: The Herald's last ever passenger flight was operated by British Air Ferries in 1987 doing subcharters for Ryanair.
This must be incorrect as I flew in one operated by Air UK from Guernsey to Eastleigh in 1988...  —Preceding unsigned comment added by 80.177.103.238 (talk) 00:25, 3 January 2008 (UTC)
replies: text: Air UK disposed of nearly all of their Heralds in 1984 but one (G-BEYK) was not sold until July 1988. Have you any more info on the flight (date, scheduled or chartered etc). We would still need some reliable source that indicates that Air UK's only Herald was still doing passenger flights in 1988. MilborneOne (talk) 19:47, 30 July 2008 (UTC)
replies: text: Just a though are you sure it wasnt a Air UK Fokker F27 they operated the Southampton-Guernsey service from about 1987 and were in the early days in the same colour scheme as seen in G-ASKK image ? MilborneOne (talk) 20:50, 19 January 2009 (UTC)
replies: text: OMG! Er... um... yes... could be completely mistaken (having just compared this with this... rear entry door, cargo hold door, window shape and numbers, tail fin, Dart engines, both with a distinctive albeit different cockpit...). So what you're suggesting is that for the last 20 years I've believed that I flew in a Herald (and consequently tried to re-write Air UK's history) when in actual fact I was in a completely different aircraft. I tip my hat to you MilbourneOne. Byatis (talk) 03:20, 23 January 2009 (UTC)
thread_title:  last ever passenger flight? 

message: I can remember BEA and the Ministry of Civil Aviation "solving a problem" and it went like this.   After BEA and other airlines moved from Glasgow's Renfrew Airport (RFW) to Abbotsinch Airport (GLA) in May 1966, the ministry could not afford to resurface all of the Scottish Airports runways that were requiring it after a long period of use by BEA's Viscount fleet on the Scottish internal flights. BEA were reaching the point of selling on the Viscounts (V802s and 806s - the V701s had already gone) and needed a replacement. BEA were still nationalised and required the government to buy the replacement. The MCA solved the issue by giving BEA 3 HP Heralds which were being shipped back to the UK after being at the Duke of Edinburgh's disposal during his South American tour. This allowed repair to the runways to be dealt with more gradually. The Heralds were supplemented by a couple of Short Skyvans, also based at Glasgow.  The Heralds had a short existence before being replaced by HS(?) ATPs and the Skyvans replaced by HS748s (for some reason that I have forgotten were known locally as Budgies; so the bigger ATPs were called Parrots. Before getting the Skyvans, BEA disposed of the 2 remaining DH Heron 1s, the third one having been written off on an air ambulance flight to Islay while we were still based at Renfrew.  I seem to remember reading that either one of the sold on Herons or 748s being shot down in South Africa.  This would have been in a book called "Glasgow's Airports".  — Preceding unsigned comment added by Bill dunn251 (talk • contribs) 20:03, 21 October 2011 (UTC)
thread_title:  BEA HP Heralds in place of Vickers Viscounts 

message: The Herald was too little, too late. The F27 was approved and shipping by 1959. The Herald did have good short field performance, although the F27 was not too far behind. I remember HP pilots landing a Herald at Tapini in PNG, which is only suitable for Cessnas or military STOLS, because of the tight and steep short final. Nevertheless, by the mid 60s most authorities around the world had banned STOL ops for all passenger services. (Ansett was never allowed to operate their DHC-4 into Tapini.) F27s easily operated from 4000' grass strips, such as Munda in the Solomons.
These services operated in the 60s because they were heavily subsidized, for reasons of colonial expansion. The real economics of a 3000' bush strip is that large machines are not profitable there. Well, not unless there is a valuable crop to fly out, such as orchids (eg, Banz or Garina, PNG), or Colombian marching powder.
The Herald ended up suffering from chronic corrosion under the galley area, behind the cockpit. HP had little experience with passenger liners, and their design failed to incorporate extra coatings of green etch in spill/rain prone areas under the floor. One aircraft in Canada split open along the belly, starting at the galley, and the two halves opened out and were cut into by the props.220.244.141.124 (talk) 11:20, 17 September 2013 (UTC)
thread_title:  Herald vs F27