UKC

Implementations of the Search And Rescue Helicopter Service contracts, both GAP and MAIN, as I have been describing them, are well underway.

Bristow are now operating at Sumburgh and Stornoway with new Sikorsky S-92 aircraft with a more advanced SAR role equipment fit.

Someone please update us with any news of CHC at Lee and Portland.

Recruitment for the MAIN contract is well underway and interviews for military aircrew who have applied to Bristow under the Managed Transition arrangement are expected during the coming month (August).

The order for the 11 Agusta Westland AW189 helicopters for use at Inverness, Manston, St Athan, Prestwick and Lee, was signed by Bristow last week. Many in the south of England are desperate for civilian helicopter production at Yeovil to succeed so that the south can successfully wean itself off its fattening diet of military contracts without taking an economic dive.
http://www.agustawestland.com/news/bristow-group-sign-contract-11-aw189-hel...
http://helihub.com/2013/07/30/bristow-signs-contract-for-11-aw189-for-uk-sa...
This signing is an action that a properly-prepared bidder would have completed within a few days of being awarded the contract. Note the presence of a former Secretary of State for Defence. No show without punch.

As though that is not enough of a delay, the SAR prototype arrived in the UK on Monday and reached AW yesterday. The plan that I heard of some time ago was that it would be here in May or June. I had asked about this but there was no response from AW.
http://helihub.com/2013/07/31/aw189-arrives-in-uk-for-sar-certification/

Revision post to follow.


[Started in Winter Climbing simply to follow up on the previous thread which was there.]

In reply to Jim Fraser:
Thanks for keeping us informed about this.

In reply to Jim Fraser:

Gap Search and Rescue Helicopter Service
2011/S 135-225062

The total estimated value of the North and South options together is between 200 000 000 GBP and 235 000 000 GBP

DfT Written Statement, 8 February 2012:
https://www.gov.uk/government/speeches/search-and-rescue-helicopters--4

Total final value of contract(s) Value: 158 433 543 GBP Excluding VAT
- Lot1 (North: Bristow) ... Value: 106 570 559 GBP Excluding VAT
- Lot2 (South: CHC) ... Value: 51 862 984 GBP Excluding VAT

Contract Award: February 2012.
End of 2007 contract: 30 July 2013.
Commencement of Gap contract: 1 June 2013.
Duration of Gap contract: up to 4 years (last MAIN contract Lot 1 transition-in: July 2017).

NORTH
(Bristow)
Sumburgh (2 x Sikorsky S-92) 1 June 2013 to 30 March 2017
Stornoway (2 x Sikorsky S-92) 1 July 2013 to 30 June 2017

Equipment on the new Sikorsky S-92: http://www.ukclimbing.com/forums/t.php?t=484374&new=7223816#x7223816

SOUTH
(CHC)
Lee-on-Solent (2 x Agusta Wesltand AW139) 1 July 2013? to 30 March 2017
Portland (12 hr)(1 x Agusta Wesltand AW139) 1 July 2013? to 30 June 2017 (Service then discontinued.)

In reply to Jim Fraser:

UK Search and Rescue Helicopter Services
2011/S 233-377518

- Lot 3: Estimated value excluding VAT: Range between: 2,000,000,000 and 3, 100,000,000 GBP

- Lot 3: Award value excluding VAT (Bristow Helicopters Ltd: 1, 600,000,000 GBP

Government Press Release
https://www.gov.uk/government/news/government-contract-to-deliver-faster-st...

Ministerial Written Statement to Parliament
https://www.gov.uk/government/speeches/search-and-rescue-helicopters--5

Contract Award: March 2013
Commencement: 1 April 2015
Duration: up to 11 years.

Inverness (replaces Lossiemouth), 3 x Agusta Westland AW189, 1April 2015
Humberside (replaces Leconfield), 2 x Sikorsky S-92, 1 April 2015
Caernarfon (replaces Valley), 2 x Sikorsky S-92, 1 July 2015
Manston (replaces Wattisham), 2 x Agusta Westland AW189, 1 July 2015
Boulmer - MOD service discontinued 30 Sept 2015
St Athan (replaces Chivenor), 2 x Agusta Westland AW189, 1 Oct 2015
Prestwick, 2 x Agusta Westland AW189, 1 Jan 2016
Newquay (replaces Culdrose), 2 x Sikorsky S-92, 1 Jan 2016
Sumburgh, 2 x Sikorsky S-92, 1 April 2017
Lee-on-Solent, 2 x Agusta Westland AW189, 1 April 2017
Portland - MCA service discontinued 30 June 2017
Stornoway, 3 x Sikorsky S-92, 1 July 2017

In reply to Jim Fraser:

Previous thread (Archived).
http://www.ukclimbing.com/forums/t.php?t=484374

In reply to Jim Fraser:

Military Search and Rescue
Monthly Statistics
June 2013

Defence Economics (Price Indices), MoD, Abbey Wood, Bristol.

http://www.dasa.mod.uk/applications/newWeb/www/index.php?page=48&thisco...

"Land, Coast and maritime callout numbers, continue to follow similar levels to the last month with 120 land, 32 coastal and 22 maritime related callouts during June 2013. As in previous months, callout numbers are most
pronounced for land based callouts."

These are the MoD-DASA numbers that I wrote about on the old thread. This reporting was criticised, along with the equivalent reporting by the MCA, for lack of clarity with regard to the overall UK SAR task, in a report in 2001, criticised again in a report in 2006, and unchanged today.

There were no callouts for helicopters in Cyprus or the Falklands, so for June we have clarity for the MoD numbers for the UK.

These June numbers are typical levels for the time of year, as the report illustrates in a bar graph for the last five years. High numbers for Land jobs and Gannet have been very busy again. However, let's not forget that these numbers do not tell the whole story and that in 2011 a Maritime job at Stornoway approached 1000 nautical miles in overall distance flown on a single job.

LAND - 120 - 69%

COASTAL - 32 - 18%

MARITIME - 22 - 13%

TOTAL - 174

Although these classifications are very practical ones, they do not reflect the statutory responsibilities of the police and coastguard where the dividing line is the High Water Mark. Because DASA is reporting statistics for the MoD, they are not interested in this aspect. They report requesting organisations but that is not the same thing.

POLICE - 69% to 87%

COASTGUARD - 13% to 31%

Of the 69% to 87% that is a Police responsibility, the most demanding is that small percentage that is mountain flying.

In reply to Jim Fraser:

The DfT have advertised the post of Aviation Technical Assurance Manager at Southampton. This appears to be the key co-ordinating role for the transition-in of the new SAR Helicopter Service.

The requirements include a suitable range of competencies and qualifications. I hope that a desk in Southampton is not expected to be the only workplace for this post. Getting a £1.6bn grasp of the stated "Big Picture" will require getting out on the ground and on the water.

At Grade 7, I believe this has the rank equivalent of NATO OF-5, which is Group Captain. At £41k starting level, it's obviously not Gp Capt wages.

In reply to Jim Fraser: A tidy wedge for a retired Gp Captain however.

In reply to drunken monkey:

Oooh. Maybe you've been in too long young man! Thought of new career in the MCA? Or, like me, is Southampton too near the equator?

In reply to Jim Fraser: I'm out Jim - Saw the light and jumped ship last year. The ONLY thing I miss is KMRT.

In reply to drunken monkey:

I can see why you would.

In reply to Jim Fraser:

Bristow unveils AgustaWestland AW189 for oil and gas operators
http://www.aerospace-technology.com/news/newsbristow-unveils-agustawestland...

Here is the same AW prototype, in the colours of the Bristow O&G fleet, at Paris in June.
http://upload.wikimedia.org/wikipedia/commons/thumb/0/0e/AgustaWestland_AW1...

No specific news of the recent SAR prototype (No 6).

In reply to Jim Fraser: Bye-Bye EC225. (For Bristows anyway)

In reply to drunken monkey:

Lots of fuss about the EC225 and the timing of last years ditchings were not good for it w.r.t. the UK SAR contract (wasn't good for my wallet either). However, as far as I can tell, its the only aircraft in its class that nobody has ever died in.

AW101 and EC225 are the remaining options in the competition for the Norwegian All Weather Search And Rescue Helicopter (NAWSARH) project to provide new aircraft for 330 Skvn Luftforsvaret (RNoAF).

In reply to Jim Fraser:

It has taken me a while to find the Contract Award notice. I have managed to find a copy, not on the OJEU website, but in Google's cache (and another site revealed in the notice text).

http://webcache.googleusercontent.com/search?q=cache:MDZ_i1EGYKEJ:ted.europ...

As I waited for the announcement in March, I kept an eye on the OJEU site but never saw this notice at the time of award or during other searches since. It may be that there is an error in this notice nad it has been replaced by a correct one, However, I have not found a replacement notice on the OJEU website.


Information about offers
Number of offers received: 7
(The total possible offers were 9 being offers for Lots 1, 2 & 3 from each of BHL, Azimuth and CHC. Either one or two bidder did not bid for all Lots.)

Award criteria
The most economically advantageous tender in terms of
1. Technical Requirements. Weighting 45
2. Financial Requirements. Weighting 30
3. Commercial Requirements. Weighting 25

Total final value of contract Value: 1 600 497 465 GBP Excluding VAT



An online source for the notice is revealed in its text.
https://www.delta-esourcing.com/delta/viewNotice.html?noticeId=56226376

In reply to Jim Fraser:

UK-London: search and rescue helicopters
2011/S 233-377518
Contract notice

Estimated value excluding VAT: Range between: 2 000 000 000 and 3 000 000 000 GBP

In reply to Jim Fraser:

There is currently a single AW189 prototype in the UK and several in Italy.

The UK aircraft is I-PTFF and it is newly painted in Bristow standard fleet colours. It is believed to be in use for publicity and sales events, and type rating training.

AW have said it will be on show at Helitech in London next month. The exhibition part of Helitech is free to attend but registration only. If a bunch of you take along rucksacks, a stretcher and a video camera, that would be very helpful thank you.

In reply to Jim Fraser:

Things are a bit quiet on the AW189 front. AW are not very forthcoming with information and publicity material and there are few fanfares about how well it's all going.

In spite of several press reports about an expected SAR prototype, no such aircraft has been seen. Plane-spotters, like other types of nerds, are amongst the most useful characters on the internet and they have failed to spot the a sixth aircraft.

Reports are still suggesting oil & gas version certification before the end of 2013. If there are none of those operational by February then it will be time to start worrying about the programme.

In reply to Jim Fraser:

Here is a link to the PDF file of the 2013/2 issue of the in-house magazine Bristow World. The headline article focuses on the UK SAR contracts.

http://bristowgroup.com/_assets/filer/2013/09/04/bristowworld-25-lowres.pdf

You will see that on page 8 the aircraft layouts are displayed. Remember that the DfT requirement for Lot 1 (S-92) is 8 survivors, 2 of whom are on stretchers, and for Lot 2 (AW189) is 4 survivors, 2 of whom are on stretchers. The Standard MRT Load is defined as 6 team members, each with a rucksack, plus extra gear bags.

In these illustrations, we can see that the AW189 is configured to meet the higher spec and the S-92 is configured to exceed the spec by a significant margin. Also note that the rear-crew seating in the AW189 is shown at the rear of the cabin.

In reply to Jim Fraser:

Based on an AW press release, the maiden flight of first production AW189 is reported in 'Vertical'. Two further aircraft already being assembled. UK SAR versions are due to be assembled at Yeovil where the production line is currently being built.

http://www.verticalmag.com/news/article/25468#.UlbbbllF3SZ

In reply to Jim Fraser:

Here is a recent video about the AW189 from youtube.

youtube.com/watch?v=g4Z84ovY3OA&


[ERA is a major player in the aircraft leasing market. Some of you may remember that they featured in the bidding competition for the MAIN contract as part of the Osprey Consortium (Babcock Aerospace Ltd, ERA Helicopters & British International Helicopters Ltd).]

In reply to Jim Fraser:

And another one.

youtube.com/watch?v=Y6AMMvDkBFs&

Note that neither party in this clip seems to understand that 70% of the task is Land SAR and 189s from Inverness, Prestwick and probably St Athan will do a very large proportion of the mountain work.

In reply to Jim Fraser:

Here is a Polish video (half-way down page) of an AW149, the military variant from which the 189 evolved, performing its party tricks of high sideways and rearward speeds at PZL-Świdnik S.A.. These are the characteristics that enable the 189 to easily exceed the DfT requirements for performance in tail and cross winds.

http://www.rmf24.pl/fakty/polska/news-smiglowiec-aw-149-walczy-o-kontrakt-z...

In reply to Jim Fraser:

It looks really impressive.

the old thread, I posted in March as follows.


Unfortunately, there are no signs of this happening. It's not clear what is happening with MREW but the MRCofS is again sending three of our own MR guys to IKAR for the Terrestrial, Avalanche and Air commissions. I believe someone is attending the Dog Handler Meeting as well. There is a no special effort to take advantage of the Congress main theme of Terrestrial and Air working together and none of our aeronautical partners are going along.

However, this is still a great opportunity to measure what we do against international norms, to learn new stuff and to participate in new international initiatives. Other territories using new helicopters and new providers may give us a fresh outlook on the future UK provision.

Iain Cornfoot from Cairngorm MRT is attending the Air Commission. Iain knows what a teetering or flap hinge does, so he speaks the language.


Clearly, it's dirty work, ...
youtube.com/watch?v=wd-PZA-WD9w&
http://www.hotelelaphusabrac.com/en/
... but somebody has to do it.


... but seriously ...
http://www.ikar-cisa.org/eXtraEngine3/WebObjects/eXtraEngine3.woa/wa/menu?i...
http://www.ikar-cisa2013.hr/

Have a good trip guys.

In reply to Jim Fraser:

http://www.shephardmedia.com/news/rotorhub/bristow-introduces-first-aw189-g...

If any of you are working on Cygnus next spring then maybe you will be able give us an early review of this machine.

In reply to Jim Fraser:

Grough
http://www.grough.co.uk/magazine/2013/11/03/new-private-rescue-helicopters-...

In reply to Jim Fraser:

Thanks, Jim. Now trying to get my head round 'bilingual livery'!

In reply to Jim Fraser:

Jim, does that mean that they're reducing capability in North Wales by only operating two aircraft as opposed to the I think 4 they have based at RAF Valley currently?

In reply to Mr Ed: Out of those 4 at Valley, only 2 will likely to be serviceable. Unless your counting teh SARTU aircraft?

In reply to drunken monkey:

That many?

No, that's a bit cruel but the old girl has a few problems now and again. I have heard figures of overall availability that are quite respectable but the measuring protocol may not be the same as the civilian equivalent.

Modern a/c like S-92 and AW189 is likely to put Seaking availability in the shade, no matter how you measure it.

Valley will still be smarting from the time when there was a rescue at Llanddulas and all the Valley aircraft were offline so the HMS Gannet aircraft which had been on a job not far away came to do it. The RAF a/c from Leconfield was there too but the Navy's PR machine went into top gear and all we heard about how brilliant the Navy were. The story fronted the Navy's website for most of the next week.

Learning outcome: YOU DON'T NEED PRIVATISATION TO GET COMPETITION!

In reply to Mr Ed:

Although there have been availability issues with aircraft as mentioned above, whether military or civilian, the limiting factor is crewing.

As I understand it, at Valley, there is a ONE CREW available for SAR, just the same as for every other base. If a second aircraft is needed then ARCC assign one Chivenor or Leconfield or Prestwick.

Sometimes, during weekdays (which is not when bad things happen generally), there might be several available aircraft and crews at Valley but we have to remember that these guys are there doing other things and may be unqualified, lapsed, out of hours, or whatever, regardless of their ability, experience and willingness.

In reply to Jim Fraser: Jim, we had the same "banter" when the Navy came to defrost 137 in Sneachda.

In reply to Jim Fraser:

In the Norwegian All Weather Search And Rescue Helicopter (NAWSARH) project, of the Norwegian Ministry of Justice, they are near the end of the selection process to buy new aircraft for 330 Skvn Luftforsvaret.

The Merlin AW101 and Super Puma EC725 are still in the competition.

The Americans are put out about the S-92 being dropped from the competition and are doing their usual stupid thing of believing that all these stupid little countries have to do as they're told.

http://helihub.com/2013/11/07/connecticut-politicians-write-grovelling-lett...


'For alt vi har.Og alt vi her.'

In reply to Jim Fraser:

My Norwegian spelling is rubbish.

In reply to Jim Fraser:

Sounds like Norway have chosen the AW101 now.

http://translate.google.com/translate?depth=1&nv=1&rurl=translate.g...

In reply to Daysleeper:

Aye.

Ministry of Justice
http://www.regjeringen.no/en/dep/jd/press-center/pressemeldinger/20131/agus...

The locals are going on about how it took 8 years to get a decision but they don't know the half of it. Their neighbours the Swedes went the privatisation route for Coastguard SAR and ended up having to nationalise. The British have been stumbling over this issue for 12 to 15 years and of course we have our decision recently.

Eight years not so bad, and they get a good solution. It almost didn't matter which helicopter. Merlin is a good tool and doing all sorts of great work. However, no matter how much MERT think it's a bit small, some of the 330 Skvn guys will think it's a bit big. They are look at the government's requirement for the number of survivors and think it is excessive.

This is the way to do it though. Justice and Public Safety buy helicopters for your air force (in some countries, defending your people doesn't just mean shooting people), collaborate with defence and health ministries from the start, air force flies them, air force do daily maintenance, local contractor in agreement with maker does heavy maintenance, health service contribute to rear crew training.

Local paper at Sola (South JRCC and SAR flight locally).
http://solabladet.no/index.php?page=vis_nyhet&NyhetID=8481
http://solabladet.no/index.php?page=vis_nyhet&NyhetID=8478

AW101 Merlin SAR.
vimeo.com/67010576
http://helihub.com/2013/04/10/portuguese-aw101-sets-new-sar-distance-record...

In reply to Jim Fraser:

During the next few weeks, your local mountain rescue team, and other 'ground/maritime emergency service personnel', will be invited to meet the Bristow team at a series of engagement meetings close to the future bases.

Scottish MR representatives from teams and the MRCofS will be attending meetings at Prestwick and Inverness shortly.

http://www.bristowgroup.com/bristow-news/bristow-in-the-news/2013/bristows-...

In reply to Jim Fraser:

Has anyone been to a Bristow UK SAR Engagement Event in other parts of the country?

Caernarfon, St Athan, Manston and Humberside have been done. There must have been some Welsh and Lakes teams there? Tell us all about it.

Prestwick one happened today. Anyone at it?

Inverness is on Thursday afternoon. If Sam and Simon (or Clark) don't make it through the snow, I shall take it as bad omen.

In reply to Jim Fraser:

Just out of the Inverness Bristow UK SAR Engagement Event. It was good.

Many of my questions were answered, either in the presentations or the discussions that followed. There were a couple of unexpected twists. One of which, in relation to technical and regulatory aspects, was very very positive. Bristow have been listening: good.

They remain exposed on a couple of details but April 2015 is still some way off.

Aircraft role equipment spec is due to move forward even from the where the GAP SAR aircraft is now. This is impressive.

More channels of communication have been opened today and that can only be good.



I remain spectical about the skill set of Bristow's customer. I believe the time has come to change the name, nature and purposes of the MCA.

Make it so.
http://www.theyworkforyou.com/

In reply to Jim Fraser:

Contract signed for the Norwegians to to get there flying buses.
http://www.agustawestland.com/news/agustawestland-signs-norwegian-all-weath...



No shouting from the rooftops hear about AW189 certification. EASA website has a few details about APU and overtorque warning derogations.

Has anyone heard anything?

It's getting near the time that Bristow were supposed to getting the first O&G one in the air. We really need this to go swimmingly well if all the right pieces are to be in place for April 2015.

In reply to Jim Fraser:

The recent issue of Shephard's Rotorhub online subscription magazine has a few articles that demonstrate the current pace and direction of technological change that is relevant to SAR helicopter equipment.

- Helicopter navigation and how it is being redefined with new capabilities for GPS and other satellite systems combined with more capable flight management systems.

- Short Wavelength Infra Red (SWIR) moves us another step closer to all-weather, all-hour vision. This wavelength is available both night and day and penetrates mist better than other wavelengths. It is already being offered by existing IR vision suppliers.

- A review of civilian helicopter Night Vision Imaging Systems.

At the recent Bristow Engagement Event it was clear that they are not planning to sit on their hands as far as SAR and flight equipment is concerned. Having equipped the GAP SAR aircraft at a level broadly similar to the main contract requirements, there are now plans to move forward from there when they equip the first main contract aircraft in 2015.

In reply to Jim Fraser:

http://www.reuters.com/article/2014/01/17/us-chcgroup-ipo-idUSBREA0G1042014...

Looks like it's pass the parcel with CHC again. And only worth half of what it used to be.

Maybe just as well that they didn't get the contract. They are still at Lee and Portland until 2017 though.


A couple of posters elsewhere on the net summed it up as follows.

"So First Reserve bought CHC for USD 1.46 billion bucks and now the market thinks it is worth 700 million......half the purchase price."

" ... buy it, pillage it, sell off the plums, milk it for max return, and still sell the carcass for $700,000,000."

In reply to Jim Fraser:

News is expected this week of/for those who will be hovering over us in the future. Up until now, dozens of lips have been sealed.

Military SAR guys who have applied to Bristow under the MoD/DfT Managed Transition scheme have generally been keeping quiet about their hopes and plans. Meanwhile, those who are off to pastures new, perhaps on Chinooks or brand new Mk2 Puma, some of whom will be missed in SAR, have been the only ones talking. Hopefully, more can be understood about how Bristow will staff their SAR flights during the next few weeks.

In reply to Jim Fraser:

The modifications for AW189 SAR prototype that were planned for the later part of last year are believed to be taking place at Yeovil at the moment. At a guess, that will mean that the plan is between two and four months behind. This is not a good thing.

Also there is still no news of final EASA certification for the standard AW189.

There are rumours of changes in the plan for entry into service for the Oil and Gas version.

In reply to Jim Fraser:

Training with the Stornoway S-92 in Kintail today. Good stuff.

Liking the heater.


Talk of yet another S-92 upgrade on the Main contract. I shall be impress if that happens.

In reply to Jim Fraser:

AW189 CERTIFICATION (OIL & GAS VERSION)

EASA PRESS RELEASE
http://easa.europa.eu/communications/press-releases/EASA-press-release.php?...
"The European Aviation Safety Agency (EASA) issued on Friday 7 February 2014 a Type Certificate to AgustaWestland, a Finmeccanica Company, for the AW189 medium twin-engine helicopter."

EASA - TYPE CERTIFICATE DATA SHEET
http://easa.europa.eu/certification/type-certificates/docs/rotorcraft/EASA-...
A few interesting numbers. 19 passengers is a big number. 169 knots Never Exceed Velocity is also a big number but some probably expected higher. More big numbers in the engine and gearbox limits. It is possible that some of these numbers may differ slightly in the SAR variant.

AGUSTA WESTLAND
http://www.agustawestland.com/news/aw189-achieves-easa-certification

PRESS
http://helihub.com/2014/02/10/easa-certifies-the-agustawestland-aw189/?utm_...
http://www.shephardmedia.com/news/rotorhub/easa-grants-aw189-helicopter-typ...

IMPLICATIONS FOR SAR CONTRACT
It is extremely good news for the future UK SAR Helicopter Service that this certification is complete. It is expected that AW will deliver aircraft to Bristow for oil & gas support operations in the southern North Sea shortly. This will create operating experience within the SAR contractor's organisation at the earliest opportunity. We can expect this event to smooth the path to certification of the additional elements required for the SAR variant but the SAR certification programme is not out of the woods yet.

In reply to Jim Fraser:

An article about the Humberside base which starts from April 2015 with S-92.

http://www.grimsbytelegraph.co.uk/view-airport-s-search-rescue-base/story-2...

In reply to Jim Fraser:

Manston closure plan involving 45 day consultation. Bristow position not yet known.

http://www.bbc.com/news/uk-england-kent-26646985
http://www.theguardian.com/world/2014/mar/19/manston-airport-kent-closure-p...

In reply to Jim Fraser:

AW189 visits the Gulf of Mexico and demonstrates to O&G customers. The aircraft has an ERA identity. ERA are major players in the aircraft leasing market and were a bidding partner for the main UK SAR Helecopter Service contract in the early stages.

http://www.youtube.com/watch?v=87QYSUHv-cM&feature=youtu.be

A bit of a sales pitch going on here but nevertheless this is one of the first videos showing the aircraft out there 'in the wild' doing something akin to real work.

In reply to Jim Fraser:

CAA registration record of first AW189 in service (O&G variant).
http://www.caa.co.uk/application.aspx?catid=60&pagetype=65&appid=1&...

Arrival at Norwich the following day.
http://i261.photobucket.com/albums/ii58/keithnewsome/keithnewsome012/DSC_68...

In reply to Jim Fraser:

Another wee look at government statistics on helicopter search and rescue to help you form the big picture.

The MoD published statistics about its SAR activity every month. It also does quarterly and annual reports. This used to be done by a group called DASA but now done by Defence Economics but it is not known if they same people. For our purposes, MoD statistics are crippled by the confusions introduced by RAF MRS callouts and overseas helicopter callouts.

The MCA does not see fit to tell we mere mortals what they are spending our money on. The MoD reports include links to the MCA webiste but no detail of SAR activity is available there. In each MoD quarterly or annual SAR statistical report there are basic figures about how many callouts each MCA helicopter base does but that is it.

In 2013, the MoD fleet did 1802 callouts and the MCA fleet did 669 callouts (according to the MoD, who assign all the jobs at the ARCC). We have no information about whether these are Land or Maritime and we have no other details. Making some broad brush assumptions, Sumburgh is going to be more maritime orientated, Stornoway is going to do lots of mountains and the other two are going to be more maritime orientated than the MoD fleet.

This obscuration and confusion of data is exactly the same situation as was criticised in the 2001 Provision and Coverage Report and the 2006 follow-up report. Thirteen years and a couple of billion pounds of assigned public contract later, there is no greater clarity.

What is this money being spent on? Who is spending it? Do they have the appropriate skill set to conduct the public service required and use this money effectively?

==================================

The two most recent months available from Defence Economics are February and March 2014.

The split between Land and Maritime is an important one because of the different skills involved and the different responsibilities assigned in the Civil Contingencies Act 2004. As ever, it is difficult to determine the exact split from the available statistics, so a band is given here.

FEBRUARY 2014 - MoD SAR fleet
Maritime 12% to 33%
Land 67% to 88%

MARCH 2014 - MoD SAR fleet
Maritime 13% to 34%
Land 66% to 87%

==================================

Let's try a bit of guess-work about the MCA figures. Let's say they are 50-50 land-maritime overall. Take March 2014 and assume that MCA callouts are in the same proportion as 2013: what do we get?

MARCH 2014 - Estimate for MoD and MCA SAR fleet
Maritime 23% to 38%
Land 62% to 77%

And the result is that we still struggle to produce evidence that supports handing responsibility for the entire UK SAR Helicopter Service to the Maritime and Coastguard Agency who have limited land SAR skills and limited aviation skills. The clue is in the name.

==================================

As stated above, I remain spectical about the skill set of Bristow's customer. I believe the time has come to change the name, nature and purposes of the MCA.

Make it so.
http://www.theyworkforyou.com/

In reply to Jim Fraser:
As May closes and the commencement of service is only 10 months away, the structural steel frame of one end of the new SAR hangar rises to renew the Dalcross skyline beside the end of old third runway near the tower.

Balfour Beatty also began work at Humberside in March. The MCA tell me that construction at the next two bases, Manston and Caernarfon, will begin in the next couple of months.

UKCers nearby might like to update us on what's happening at Humberside, Manston and Caernarfon. The Manston situation will be of interest to many considering what's been happening at the airport.
http://www.itv.com/news/meridian/topic/manston-airport/

In reply to Jim Fraser:

Hi Jim - thanks for keep us up to date on this.

AH

In reply to Jim Fraser:

RECRUITMENT
Just when we thought that the recruitment of aircrew was settled, Bristow have re-advertised SAR pilot and rearcrew positions as of 20th June.

A number of experienced SAR aircrew have recently been directly recruited and others have received offers as part of the programme of Managed Transition from the RAF and RN. The reason for the new adverts is not known. Probably there is a perfectly reasonable explanation based on offers not accepted or a plan for phased recruitment.

BRISTOW SAR MANAGEMENT TEAM
A few new faces and some musical chairs. All part of life's rich tapestry.

SAR REGULATORY FRAMEWORK
A new approach is believed to be in the pipeline and circulating internally with the CAA. I await news of this with intense interest.

In reply to Jim Fraser:

See pages 22 to 26 of Casbag 34 for a SAR helicopter article.
http://www.mountainrescuescotland.org/wp-content/uploads/2014/05/Casbag-34v...

Since that article was published, a few aspects of it have been superseded by the items listed in the post above.

In reply to Jim Fraser:

"Topping Out Ceremony Marks Construction Milestone at New Search and Rescue Helicopter Base"
http://bristowgroup.com/bristow-news/latest-news/2014/topping-out-ceremony-...


The Inverness base is in a similar state of construction with the main elements of the frame and the roof complete and other parts of the structure now being added.

In reply to Jim Fraser:

At last.

Bristow Certified to Fly AgustaWestland AW189
http://bristowgroup.com/bristow-news/latest-news/2014/bristow-certified-fly...

New Generation AgustaWestland AW189 Takes to the Skies
First Commercial Flight
http://bristowgroup.com/bristow-news/latest-news/2014/new-generation-agusta...

In reply to Jim Fraser:
The new AW189 brochures, one SAR and one offshore, are on the AW website at the following address.
http://www.agustawestland.com/product/aw189

Key figures for the SAR version are as follows.

Endurance - 5h 40 min
Range - 600nm
Vne (Velocity never exceed) - 169 knots
Cruising speed - 145 to 155 knots
MTOW (max take-off weight) - 18298 lb (8300kg)
HOGE (hover out of ground effect) - 8770 feet (2673m)
MRGB dry run capability - 50 minutes

That all means fast, capable and safe with the ability to do substantial work out at the contracted radius of action without refueling. Very fast.


FIPS, Full Ice Protection System, is mentioned in the brochure but this is not likely to be certified before it enters service in the UK next spring. The alternative Limted system, LIPS, is still better than what we have just now on the Sea King.

In reply to Jim Fraser:

ONGOING CONCERNS.

- Principles of Open Government are wasted on the MCA.

- A service that is 70+% Land SAR will be run by an organisation that has only a maritime skill set.

- The Royal Air Force SAR Force, which provides over 50% of the current service features as only 33% of Bristow's plan for crew recruitment.

- RAF OR-7/OR-9 (Flight Sergeant/Master Aircrew) Winchop/Winchman on PA Scales or RN OF-2/OF-3 (Lt/LtCdr) Observer are unlikely to be attracted by Trolley-Dolly-In-Drysuit wages. This may mean that Bristow may fail to harvest the appropriate rear-crew talent that Managed Transition was designed to provide.

- Many continue to seek convincing assurances that mountain flying will receive the specialist attention and the training time that it deserves.



NOTES
- RAF PA Scales. Professional Aviator scales, on which Master Aircrew can earn up to £62k.
- RN LtCdr, flying, up to approx £63.5k.
- Managed Transition is the name of the recruitment process that allows current SAR aircrew to transfer to the contractor in a controlled manner.
- Mountain flying. A few thoughts.
- - It's a lot about training and experience but it is also about innate talent.
- - Bouncing down a mountain in an aluminium box is never going to be comfortable but break an aircraft in the military and though it is serious, it's just a b0110cking.
- - Break an aircraft in civil aviation and insurance companies and HR professionals are involved. Nightmare.
- - As I recently wrote to a MR colleague in a discussion about mountain flying, "It has to be faced that the supposed 'best' mountain flying you have ever seen was probably an immensely stupid thing to do."



TOOLS
- They Work For You.
http://www.theyworkforyou.com/
- Chair of the Commons Transport Select Committee, Louise Ellman MP:
http://louiseellman.wordpress.com/
louise.ellman.mp@parliament.uk

In reply to Jim Fraser:
Just a wee reminder of the timetable for Transition-In that kicks off just 7 months from now.

01 April 2015 - Lossiemouth to Inverness (RAF to Bristow), Lot 2, 2 x AW189. Training Base: 1 x Aw189.
01 April 2015 - Leconfield to Humberside (RAF to Bristow), Lot 1, 2 x S-92.

01 July 2015 - Valley to Caernarfon (RAF to Bristow), Lot 1, 2 x S-92.
01 July 2015 - Wattisham to Manston (RAF to Bristow), Lot 2, 2 x AW189.

01 Oct 2015 - Chivenor to St Athan (RAF to Bristow), Lot 2, 2 x AW189.
01 Oct 2015 - Boulmer (RAF) discontinued.

01 Jan 2016 - Prestwick (RN to Bristow), Lot 2, 2 x AW189.
01 Jan 2016 - Culdrose to Newquay (RN to Bristow), Lot 1, 2 x S-92.

01 April 2017 - Sumburgh (Bristow: GAP to MAIN), Lot 1, 2 x S-92.
01 April 2017 - Lee-on-Solent (CHC GAP to Bristow), Lot 2, 2 x AW189.

01 July 2017 - Stornoway (Bristow: GAP to MAIN), Lot 1, 2 x S-92. Training base: 1 x S-92.
01 July 2017 - Portland (CHC GAP) discontinued.


http://www.bristowsar.com/index.php/uk-search-and-rescue/sar-bases/

In reply to Jim Fraser:

Thanks for updates Jim.

Don't think we'll see them pushing the limits just as much as this one.

http://www.royalnavy.mod.uk/news-and-latest-activity/news/2013/march/22/130...

Our team members onboard were a bit concerened. took about 40 mins to hover taxi 3000` in a blizzard. High line at summit was interesting to say the least... Glad I missed that one

Gordon

In reply to GordyB:

Craig now works for Bristow UK SAR.

In reply to Jim Fraser:

ONGOING CONCERNS (continued)

REAR CREW
Others have expressed concern about Rear Crew recruitment. There is believed to be a shortage. Another concern regarding Rear Crew was the news a few moths ago that Rear Crew standards at the CAA were being handled by the Chief Cabin Crew Safety Inspector. This reinforced existing thoughts that the civil aviation approach was to regard these guys as trolley-dollies in dry suits.

The most recent Bristow adverts for SAR crew posted in late June do not reflect a particular problem with Rear Crew. They seek 25 each of Commanders, Co-Pilots, Winch Operators and Winchman-Paramedics. These adverts differ little from those that appeared last spring. A paragraph about ITAR now appears in each one, the title Winchman changes to Winchman-Paramedic and the Winch Operator is required to hold an Immediate Emergency Care qualification.

MANAGEMENT
News of more musical chairs at Bristow.
News of the DfT perhaps not being as happy with the cheapest tender as they were 12 months ago.

REGULATION
Flight Operations Inspection (H)
The CAA has seen its own series of personnel problems in recent months including some departures of persons with direct responsibility for inspection of SAR flying.

Aircraft Certification
Concerns have been expressed about the performance of the AW189 but it turns out that this is about administration rather than performance. The change from CAA to EASA certification brings some changes in approach and probably a bit of a capability droop amongst regulators. At the same time, Agusta Westland have produced a new type of performance document for aspects of the AW189 which some regard as a major step forward. However, in the current climate of change and confusion, the absence of the traditional approach is incorrectly interpreted as an inadequacy of the aircraft.

In reply to Jim Fraser:

Civil Aviation Authority - CAP 999

Title:
Helicopter Search and Rescue (SAR) in the UK National Approval Guidance

Description:
This CAP has been published to assist organisations in determining procedures and Operations Manual guidance to operate civil search and rescue helicopters in the UK and this version incorporates various changes to align with European aviation regulations.

Version: 2
Date: 22 July 2014

http://www.caa.co.uk/application.aspx?catid=33&pagetype=65&appid=11...


A key part of this CAP is at 2.15 on page 12.

"2.15 Each SAR operator should request relevant permissions and exemptions from the regulations as appropriate to their SAR operational or training requirements. These will constitute the substance of the SAR approval."

This approach contrasts with the 2010 issue which presented 24 exemptions to regulations in its Appendix 1. The concept of an additional SAR Air Operating Certificate is gone.

In reply to Jim Fraser:

The first aircraft delivery for the MAIN contract. Presumably, either going to Humberside or as a training aircraft to Stornoway.

http://www.sikorsky.com/About+Sikorsky/News/Press+Details?pressvcmid=35ad44...

"Sikorsky Aircraft Corp. and Bristow Group Inc. today announced the acceptance of an S-92® helicopter by Bristow Helicopters Ltd. The helicopter, configured for search and rescue service, was accepted during a ceremony at the Sikorsky facility in Coatesville, Pennsylvania. Bristow Helicopters Ltd. is affiliated with Bristow Group Inc. (NYSE: BRS). Sikorsky Aircraft is a subsidiary of United Technologies Corp. (NYSE: UTX).

In March 2013, Bristow Helicopters Ltd. was awarded the contract to provide search and rescue helicopter service in the United Kingdom. The contract begins in April 2015 and runs until 2026. Bristow Helicopters Ltd.'s U.K. SAR (search and rescue) fleet of 22 aircraft will include 11 Sikorsky S-92 helicopters that are fitted with state-of-the-art technology.

Under the U.K. SAR contract, Bristow will operate from 10 bases across the U.K., strategically located near areas of high SAR incident rates. These include Inverness, Manston, Prestwick, Caernarfon, Humberside, Newquay, St Athan, Lee-on-Solent, Sumburgh and Stornoway.

'We are very excited to receive the first aircraft from Sikorsky for our U.K. search and rescue fleet,' said Jonathan Baliff, President and Chief Executive Officer of Bristow Group Inc. 'With more than 60 S-92 helicopters already in our inventory, we have come to know and appreciate the aircraft’s mission capabilities.'

At Sikorsky, we stand behind our mission statement: ’We pioneer flight solutions that bring people home everywhere…every time,’ said Carey Bond, President, Sikorsky Commercial Systems & Services. Bristow has a long history of search and rescue, and we are proud to support their efforts in the United Kingdom to bring people home. Sikorsky would also like to thank the Maritime and Coastguard Agency and Bristow as the operator for their choice of the S-92 helicopter for this very critical mission.'"

In reply to Jim Fraser:

Still battling on. Two still in SAR.
http://www.fleetairarmoa.org/news/trio-of-sea-kings-reach-45-yrs-service



(These are ten years younger than the original Sikorsky Sea King that first flew in March of 1959.)

In reply to Jim Fraser:
IKAR time again. South Tahoe, Nevada, next week.
http://www.mra.org/training-education/ikar-2014
vimeo.com/74700127

I am representing Scottish Mountain Rescue on the Air Commission. I shall miss the first aid training at Morvich this weekend but somehow I think I shall get over it.

This event involves me doing what I am told for a whole 4 days. We'll see how that goes.

Reports from representatives at the Terrestrial, Avalanche and Air Commissions will probably be published on the Scottish Mountain Rescue website within a few weeks of returning from the IKAR Congress.
http://www.mountainrescuescotland.org/member-page/ikar-reports-updates/

In reply to Jim Fraser:

>

This seems unlikely...............

In reply to rogerwebb:


The RAF Regt have been helping me to practise Roger!

In reply to Jim Fraser:

Thought you might be interested in these Jim.Pictures were taken at the start of October but not sure where.Not far away now.

https://www.flickr.com/photos/225driver/15421662375/sizes/l/in/photostream/

https://www.flickr.com/photos/225driver/15235056018/in/photostream/lightbox...

Please note the Aircraft Tail Number....????

In reply to Jim Fraser:

Do you know if planning permission has yet been granted for the proposed North Wales base of operations?

In reply to marko-99:




Nice find!

This is PT5 and not a production aircraft. It has recently been fitted with a partial implementation of the SAR long range fuel tank (thus the fat belly). This appears to be taken at Bristow at Dyce and the aircraft was also photographed out on the tarmac there.

I have no idea how I-PTFF gets off the ground considering how many coats of paint it has had in the last two years! Here it is in its most recent former incarnation.
http://forums.airshows.co.uk/viewtopic.php?f=11&t=53869

There are concerns about the ground clearance of this aircraft with the new tank. Other pics of I-PTFF at Dyce show the rear of the fuselage and a worrying clearance between tarmac and aircraft. Ground clearance is important for mountain operations.

The Sea King has rubbish ground clearance too but manages to get away with it because only a tiny part of the centre-rear boat-hull near the rear wheel is a problem. Slip the rear wheel between the rocks and you are pretty much sorted.

A flat-bottomed aircraft with limited ground clearance will have problems. This will be made worse by the fitting of expensive toys like a searchlight and FLIR ball. To protect those items and the fuel tank, the pilot will tend to keep power on while landed so that clearance is maintained. This, in turn, makes working beside the aircraft more difficult.

It is not possible to simply increase the ground clearance using higher suspension because then you change the entire dynamic response of the landed aircraft and test and certification needs to start over.

Nevertheless, the performance of this aircraft is outstanding and it should still be a good mountain tool.

It is possible that the production items might have a partial solution for the ground clearance problem but I shall not be holding my breathe.

In reply to andyathome:
That will have happened some time ago I would think. At least one other bidder had a planning application in before the contract was even awarded.

The MCA told me at the end of May that the Caernarfon base would be started in about two months so I would have expected some founds and some substantial steelwork to be up by now at the location shown at the following address.
http://bristowsar.com/index.php/caernarfon-airport-sar-base-community-feedb...

I have no local reports of progress. Can anyone help us out with that?

In reply to Jim Fraser:

The "Fat Belly" is interesting. With a full compliment of crew, Six M.R.T with kit and a full tank of fuel this will sit very low indeed.
The single wheel on each main landing gear will also add to this problem with it sinking more readily on soft ground, as you said Jim things like the L/Gear are not an easy fix.Fitting a double wheel may help but I think an emergancy flotation device has still to be fitted on this aircraft (I believe its fitted around the outside of the main L/Gear) so maybe that rules that out as there will be no space with twin wheels.

I-PTFF was in Aberdeen for P.R but is away back to Yeovil, probably to get its winch and search light fitted as this was not done in time for the P.R day in Aberdeen.

Like you, I believe that the 189 will be very good,we will find out soon enough.

cheers Marko

In reply to marko-99:

In a perfect world, all this would have been good to go during this spring and SAR Version certification would have been complete maybe three or four months ago. Bristow were way behind at the time of contract award, probably made up some ground and now they and AW seem to be slipping a wee bit again.

There was a theory that October would see the SAR version certified and the first aircraft delivered. Aircraft number two would have been completed at Yeovil. These milestones appear to be slipping and it is difficult to imagine full-scale training, including with SAR partners, commencing with the new year, as planned.

Hopefully, enough things will go right between now and April for none of this to matter in the end.

Another aspect is that Bristow on the UK contract are not the only people who are interested in using the AW189 for SAR. In far corners of the globe, the AW189 may under consideration for use on other new SAR contracts. Events here that drag on a bit may not be helpful.

In reply to Jim Fraser:

Just like the AW189, Bristow are interested in winning more SAR contracts around the globe themselves.

I heard a rumour that some AW189 crews are being trained on the S92 first and will fly these aircraft from the bases that will go live first i.e Inverness. Is this plan "B" because certification may not be given in time for the 189?

The S92 aircraft based at Stornoway are out training two at the same time some days (CG100 and CG101) and I do know that Bristow has taken delivery of more S92 aircraft in SAR configuration.

In reply to marko-99:

There are two possible plan B.

B1 - would use S-92 delivered early to fill spaces at Lot 2 bases that should have AW189. This version incurs no contract fines but has a high training load and requires Sikorsky to deliver early at a time of high demand. This version has been talked of by Bristow SAR crew.

B2 - would use AW139 that will be needed later elsewhere in the world at Lot 2 bases that should have AW189. Since 139 pilots require less type training for 189 the training load will be reduced. The inability of the 139 to carry loads specified in the contract may mean contract fines would be incurred. This version has been talked of by industry insiders watching aircraft manufacture and deployment.

Some think B1 has edged ahead recently. However, looking at S-92 training activity, it must be remembered that S-92 will be required at three new bases by just over one year from now. The S-92 at Stornoway also provides a platform for a range of SAR training related to an equipment fit with many common factors.

In reply to Jim Fraser:
I continue to have concerns about the approach of Bristow's customer, the Maritime and Coastguard Agency.

Don't take my word for it. Check out the "officialCoastguard" line. Watch the video "Why we are here" and then tell me that this is an organisation ready to take the central role in the provision of SAR aeronautical support across the UK SRR where 70+% are Land jobs.

youtube.com/watch?v=N7fITlBz7g0&
https://twitter.com/MCA_media/status/512921828759994368
http://www.bristowsar.com/

The fact that it appears on the Bristow SAR website is extremely telling. HMS Bristow clearly does not find herself in a position to challenge or appropriately modify the corporate image of the Southampton home for retired mariners.

In reply to Jim Fraser:

Jim, how much will the MCA actually be involved in UK SARH? The Aircraft will be Tasked by the ARCC and not the Coastguard. I know that MCA is Governed by the DFT and not the MOD.
The Government needed a figure head, and needed the Helicopters in some recognizable livery, so maybe the Coastguard was the only sensible option, as they had already an established SARH platform.
It is up to every service that uses the Helicopters from next year to tell them exactly what they need, and expect from them. (Bristow & Coastguard)
All eyes will be on this and the agencies involved know this, so I would think that they would pull out all stops to give as good a service as the RAF/R.Navy have given over the past years.

In reply to marko-99:

In a conversation in London during 2012, I was told "... operators are permitted to do everything that is required to do the job and enable them to provide the same service as military flyers." I know that significant discussion on regulatory matters have taken place since that time and there appear to be even fewer regulatory obstacles now than then.

The chosen contractor is one of the world's longest established, with rescue in its blood, going back to Alan Bristow (Croix de Guerre) using a borrowed Hiller to rescue injured Legionnaires from the Vietman jungle under enemy fire in 1950. They have a record of pushing forward with technology and work methods and we have already witnessed this trait in the GAP contract.

As the weeks go by, more and more news reaches me of the fine aviators who are joining Bristow to deliver this service at the sharp end. The only restraint I have heard them discuss is that "When I was in the service, if I bent an aircraft then it was only a b0110cking but **** **** **** ****." One little-appreciated factor is that what in the past appeared to be the finest mountain flying we have ever seen was probably an extremely stupid thing to do. In powerful modern aircraft with advanced flight control systems, some of the boundaries can be held further away so, on balance, any fear of the HR department is probably not an excessive restraint in relation to previous norms.

The experience of teams working with contractor's aircraft across the North-West Highlands during the last 25 years has been of a service delivered in spite of the strangle-hold being applied by the customer. Fortunately, the new contract that commences transition-in on the 1st of April has many technical provisions that previous contracts did not have. These take account of the major mountain workload, including environment, loads and communication requirements. Hopefully, in this new situation of 10 bases, the customer will simply not have the resources to stick their nose in where it's not needed.

Telling people what you need only works when you are allowed to speak to them. The answers to your questions only have full value if you can share them with those who need to know. Sharing those answers is difficult if you are legally restrained by confidentiality agreements. If the persons signed up are not from the group with the 25 years relevant experience then the value is further reduced.

Bristow will be experiencing all the problems you might expect with a major public contract of this complexity. Most of those problems will be ironed out and we will never need to know anything about them. Whatever mistakes Bristow make there is a good chance that they will also be made to carry the can for any mistakes of their customer or the regulator.

In reply to Jim Fraser:

I thought it might be good time to remind folks about some discussion about the USA's International Trade in Arms Regulations (ITAR) in 22CFR that took place on the previous thread and provide an update on ITAR as it affects some SAR equipment.

http://www.ukclimbing.com/forums/t.php?n=484374&v=1#x7116639

This year has seen the US State Department and Department of Commerce implement continuing "major reforms to U.S. export controls". "The President's ECR (Export Control Reform) initiative is designed to better protect America's most sensitive defense technologies, while reducing unnecessary restrictions on exports of less sensitive items." Several categories in the United States Munitions List (USML) are affected by the recent reform package.

Night vision systems are in Category XII and at the end of July 2014 this category was marked as TBD (To Be Determined) along with artillery, toxicological agents and other nasties.

In reply to Jim Fraser:

Good news continues to reach me about the air force and fleet air arm SAR aircrew who will be working for Bristow, particularly at Inverness and Prestwick.

Also occasional news of Bristow not harvesting the experience of few highly experience and highly decorated SAR aircrew. The set of jobs ads that had been re-posted in June, and then extended, closed on Friday. Completion of transition-in does not happen until the end of 2015 and Prestwick and Newquay Managed Transition crews are not required until that time so there may still be time for Bristow to demonstrate the same recruitment diversity as the MoD.

In reply to Jim Fraser:
MANAGED TRANSITION AIRCREW TRANSFERRING TO BRISTOW HELICOPTERS LTD, July 2014 .

About 70 to 80 aircrew from the RAF and RN/RM are joining Bristow through Managed Transition

70% (+/-6%) are RAF and the remainder RN/RM.

More rearcrew than pilots are transitioning. They include commissioned rearcrew from both services as well as many Sergeant/PO aircrew from RAF, RN and RM.

The overwhelming majority are currently serving in SAR flights but a small number are not. Some other aircrew were not released for Managed Transition to Bristow because of Return of Service commitments. This may help to explain a portion of the keen SAR types not transitioning.


Note that a number of aircrew, pilots in particular, have already joined Bristow after recently leaving the RAF or RN.

In reply to Jim Fraser:

This is what we have to go through when we have a government that cannot do joined up thinking. Private paramedics in SAR helicopters are not able to access all the medicines that NHS and military paramedics can (and they are going to be the same guys in many cases!).

https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/3...

Round in circles we go trying to make something work in the way that it needs to because it was thought up by somebody with a small hat size. In Norway their new system is run by Justice in full collaboration from the start with Defence and Health to produce a system that has full capability. In the regulatory framework, there is a category called State Flight that is typically used for Military and Police aviation yet there appears to be no thought to this category for the UK SAR Helicopter Service in spite of the clear state obligation that it fulfills. That categorisation would solve a number of other problems for SAR helicopters such as how they carry certain types of load and their restrictions in training.

You may recall that this process started with a 25 year and five billion pound contract notice in May of 2006. Somehow, an important element of creating a service of equal capability has yet to be legalised in May of 2014.

In reply to Jim Fraser:
I realise that there may be few Men of Kent on this forum but does anyone know what is happening at the Manston?

http://www.bbc.co.uk/news/uk-england-kent-29863916

Based on what the MCA told me some months ago, the Manston base should be under construction. One might expect it all to be ready to start training flights there in April.

http://www.thanetgazette.co.uk/Search-crews-need-new-base/story-20877547-de...

Recently, bases have ceased to be described by their specific locations and, as on the MCA's gov.uk website, are described by region as follows.

Central southern England
Northern England
Northern Scotland
North Wales
Shetland Isles
South east England
Southern Scotland
South Wales
South west England
Western Isles

This is an interesting change in presentation considering the uncertainty over Manston.

In reply to Jim Fraser:
Bristow Inverness base looking really good and must be nearing completion. Looks like work was continuing on internal fittings today.

Anyone seen how Humberside is doing?

In reply to Jim Fraser:
It is expected that in a few days ("mid-November") the MoD will announce the winning bid for the Falkland Islands Search and Rescue Helicopter Service contract 2013/S 152-265213.

http://www.government-online.net/falkland-islands-search-and-rescue-helicop...

Five companies had been shortlisted.
Avincis, Bristow Helicopters, CHC Scotia, FB Heliservices and AAR International.

Although several of these bidders give the appearance of being of US or Canadian, my understanding is that in all cases the plan is for the real work to be done by British-based companies.

Some expect that Bristows are on a roll and will walk away with it. I am not so sure.

A humility injection won't do any harm about now. And there is something else that I want Bristow to be concentrating on during the next four and half months.

In reply to Jim Fraser:


And now Balfour Beatty are packing up to go home. Construction site fencing is down and everything tidied away.

In the entrance part of the building, doors and fittings look complete and fire extinguishers are laid out.


Need some aircraft.

More rumours of Plan B2 but could be an aircraft misidentification.

In reply to Jim Fraser:

BASES - FURNITURE AND FITTINGS
Just in time. Here is the contract for the comfy chairs that they will need while they are waiting for the aircraft.
http://helihub.com/2014/10/23/havelock-europa-to-provide-furniture-fittings...

In reply to Jim Fraser:
AIRCRAFT LEASES
11 x S-92 and 1 x AW189.
I haven't worked out the detail of what's going on here yet. I'll get to it.
http://helihub.com/2014/11/12/milestone-aviation-group-finances-helicopters...

Milestone Aviation has recently been acquired by General Electric.

In reply to Jim Fraser:

My Christmas present has arrived.

An Agusta Westland AW189 in HMCG colours has been photographed landing at Norwich. (Norwich? Well, presumably it is because there is an established Bristow AW189 operation at Norwich with qualified technicians.) It bears a known Italian temporary delivery registration but appears to be in full production SAR specification. I judge this by the following differences in relation to prototype PT5 I-PTFF.

- Long range fuel tank as integrated part of fuselage
- Double winch
- Radio antennae
- Matt black engine intakes
- Cable catcher/cutter
- Float boxes (?) at rear undercarriage
- Smoke dischargers (?)

It remains possible that this is a further prototype but it does seem likely that it is the expected Italian-built first production aircraft.



La oss gå flyr.

In reply to Jim Fraser:

I spotted it also on the PPRUNE forum Jim, looks like the real deal this time. What I dont now about is the certification for the SAR 189. Could this have been done in Italy, or does it need to be done for every country that it operates SAR in?
Also, how many are being built in Italy before they start to run off the Yeovil production line? We need 5 airframes before July 1st 2015 dont we?
Does anyone out there know how far on the airframes are at Yeovil?
I think youre right Jim, the registration number is on a peel off sheet and not a proper transfer like the rest of the livery if you look closely, cant tell if it has the G-MCG# prefix underneath. I take it that AW use this Reg just like a car dealership would do with test plates and the like?

In reply to Jim Fraser:

My work took me down to Dinas Dinlle so I popped over to have a look at Caernarfon Airfield. The new facility and hangar looks good and is pretty substantial - it dwarfs the existing hangars to the south.

I still think it was a brave decision putting some stonking great wind turbines in the middle of the airfield there...

In reply to marko-99:

Aircraft certification is a EASA (European Aviation Safety Agency) task. The O&G version of the AW189 was certified by EASA in February, as noted above. http://www.ukclimbing.com/forums/t.php?n=558507&v=1#x7670094

Additional certification is required for the SAR version and this is one of the necessary regulatory steps before training and operation can begin.




Yes. Five. I have been told that No 2 is in build at Yeovil. I expect that these will have major assemblies from Italy and Poland and final assembly will be in the UK. I currently have no information about how many others have started build at Yeovil.




AW have a range of registrations for prototype, such as seen on PT5 I-PTFF, and for test and delivery. This appears to be from the range of registrations for test and delivery. This is an un-certified aircraft type so we can expect that it will retain this registration until EASA certification is complete. The Bristow SAR engineering team have known for some time what the UK registrations will be. The CAA site does not seem to allow us to see reserved registrations but they are up to G-MCGG (920225, SIKORSKY S-92A) so far which are the seven S92 for Sumburgh, Stornoway, training and Humberside presumably. http://www.caa.co.uk/applicationmodules/ginfo/ginfo_photo.aspx?regmark=G-MC...

In reply to richprideaux:

Nice work rich.

Now, has anyone seen what is happening at Humberside, or more intriguingly, Manston?

Humberside should be at the same stage as Inverness. Manston should be at the same stage as Caerrnarfon and about 2 or 3 months behind Inverness and Humberside. However, at Manston, the airport closure and sale is likely to have had an impact and it is not yet clear what the outcome will be. Somebody must know?

In reply to Jim Fraser:
Plan B2 is confirmed in the trade press.

http://helihub.com/2014/11/19/aw189-delays-mean-bristow-will-fly-aw139-on-u...

AW139 is the stand-in for late AW189.


Remember where you heard it first.

In reply to Jim Fraser:


Heard it first on Helihub Jim...

In reply to James Thacker:




http://www.ukclimbing.com/forums/t.php?n=558507&v=1#x7905936
Pay attention!

In reply to Jim Fraser:

Yes I know, I saw that Jim. I know you are on it!

In reply to Jim Fraser:

Thanks Jim. I wonder who is paying for these AW139 airframes? The leasing deal that you mentioned before cant cover things like this surely.
I think I read that Bristow had to give only 3 months training with SAR partners (MRT) before going live on April 1st 2015, and with Helihub quoting that more aircraft will be rolling off production lines in weeks, is this not a bit strange? How long does SAR certification usually take? The oil and gas AW189 was certified quickly because the airframe is not completely new, but based on the AW139/AW169. Does this not follow for SAR Cert?

In reply to marko-99:




Who is paying?
It is said that Agusta Westland are paying for these additional AW139 aircraft.

Training: SAR partners.
I have no comment at this time.

AW189 ancestry.
There are some common assemblies and a considerable family resemblance with the AW139. The 139 started as the Agusta Bell 139 back in about 1997 as a replacement for the Huey family: Iroguois, 214ST, Griffin and Cobra. The AW149 is an enlarged military version of the AW139 that first flew in 2009 but has not been a market success. The AW189 is a civilian version of the 149 that first flew in 2011 and the standard Oil & Gas version gained EASA certification in February 2014. The Bristow order was the first for the SAR version in August 2013

SAR certification timetable.
The correct answer is that your guess is as good as mine. Clearly, common parts dominate the parts list but that is not the whole story. No full specification prototype of the SAR version was ever built. PT5 I-PTFF was a partial prototype for SAR features. The production aircraft I-EASN is the first full SAR build. During development of the SAR version, shifts have been made in the relationships between the mass of the aircraft and the control surfaces and the wheels. The dry weight of the long-range tank fit is said to have more than doubled during development which is unhelpful. There are changes to the routing of control lines and wiring looms. The maximum fuel load is now greater. I do not know to what extent the SAR features have been accepted, or provisionally accepted, based on work on I-PTFF and that will be key to the timescale. When do we need it to happen? End of the year? Don't bet your life savings on it.

In reply to Jim Fraser:

More from the trade press. Hear is an article by Dominic Perry of Flight Global.
http://www.flightglobal.com/news/articles/bristow-details-aw189-contingency...

AIRCRAFT CONTINGENCY PLAN
Looks like both Bristow and the The Weakest Link will not be drawn. I thought the cat was already out of the bag.

EMERGENCY SERVICE PERSONNEL TRAINING
An answer to one of marko-99's questions. ' ... “pre-operational activity” due to commence at both sites on 5 January which “will include engagement and training with SAR partners”, it says, including the emergency services and mountain rescue teams.'

MANSTON
'It says “it will execute a contingency plan” to ensure SAR coverage in the region and will make an announcement “ in due course”.'

AIRCREW TRAINING
'Crew training is also on track, including work with night-vision goggles, ahead of the 1 April start date, it says.'

In reply to Jim Fraser:

Anyone near Lydd Airport?

In reply to Jim Fraser:

This was spotted on Tuesday 25th Nov. It has lost its delivery plates I notice, strange it is on the "M" prefix.
G-MCG "A" to "G" registrations are on S92 Aircraft, anybody know what - H - J - K - L - are on? Maybe they are reserved for yet to arrive S92 aircraft, as that would bring the total to 11 (A to L on S92) ( M to W on AW189)

https://www.flickr.com/photos/tink_norfolk/15878235072/in/pool-helicopterph...

In reply to marko-99:
Yes. There are 7 x S-92 and 4 to come. Then there are 11 x AW189.

In reply to Jim Fraser:

FREE HARDWARE FOR "PLAN B2"

This AW139
http://s14.postimg.org/s53ncsfht/image.jpg
could be our new best friend instead of the contracted aircraft type, the AW189.

The example in the photo was registered in the UK on Tuesday and its only possible purpose is as a stand-in for the AW189 at Inverness. This will happen if the certification process for the AW189-SAR continues to drag out. Another of the same is expected.

Registration Details
Mark: G-CIJX Current Reg. Date: 02/12/2014 Previous ID: NEW ITALY
Manufacturer: AGUSTAWESTLAND SPA Type: AGUSTA AW139
Serial No.: 31579
EASA Category: CS-29: Large Rotorcraft
MTOW: 6800kg
Year Built: 2014
Registered Owners:
BRISTOW HELICOPTERS LTD, FORTIES ROAD, DYCE, ABERDEEN, AB21 0NT

Clearly, this aircraft type has insufficient rear cabin space to fulfil the contract requirements with respect to a 'Standard MRT Load'. It also has insufficient space for reliable intensive medical intervention during long flights from offshore locations.


(An American-built AW139 has also been registered in the UK to Bristow during the last couple of weeks and the full registration process is due to be completed the week after next. It is not known if that aircraft is SAR spec.)

In reply to Jim Fraser:

Just hit 10,000 views. Clearly, somebody still cares about this subject so I shall keep posting.

In reply to Jim Fraser:

Please do keep posting, Jim, it's really useful (as well as interesting!)

In reply to Jim Fraser:

Thanks Jim, keep posting. Probably lots of people reading this will be working with this these aircraft in the very near future (including both myself and you) but some will not be members on this forum so cant post.

In reply to Jim Fraser:
Other arrangements for an AW189 stand-in have been suggested.

In reply to Jim Fraser:

News of progress at the St Athan base that will replace RMB Chivenor. Two AW189 are due to start operating from St Athan on the 1st October 2015.


http://bristowsar.com/index.php/ceremony-marks-construction-work-on-new-sea...

http://walesairforum.wordpress.com/2014/12/05/ceremony-marks-construction-w...

In reply to Jim Fraser:

The CAA is moving forward with Rules of the Air for Search And Rescue flights. Here is a recent CAA permission about operating in reduced minima for Visual Flying Rules.

http://www.caa.co.uk/docs/33/ORS4No1070.pdf

I shall not be surprised if there are one or two more of these between now and April.

In reply to Jim Fraser:

Hi Jim

As the situation stands at the moment, what's the timeframe for phasing out the Sea Kings?

Cheers Adam

In reply to butteredfrog:

You'll find a reminder of the project's implementation timetable above at the following address.
www.ukclimbing.com/forums/t.php?n=558507&v=1#x7853480

In summary, military SK flights are due to stand down in phases from midnight 31st March 2015 to midnight 31st December 2015.

In reply to Jim Fraser:

Kinloss rescue co-ordination centre closure announced
http://www.bbc.co.uk/news/uk-scotland-north-east-orkney-shetland-30434422

In reply to Jon Wickham:

No surprise really.

In reply to Welsh Kate:


Very true. One of the sadder days in British SAR history as far as I am concerned.

Probably best when an Aeronautical Co-ordination Centre is in the hands of those who know about Aeronautics, about Rescue, and about Co-ordination.

http://news.stv.tv/scotland/303106-mod-plans-to-close-kinloss-rescue-coordi...
http://www.heraldscotland.com/news/home-news/snp-anger-as-mod-moves-rescue-...
http://www.forres-gazette.co.uk/News/Job-losses-possible-as-Kinloss-ARCC-cl...

In reply to Jim Fraser:

I certainly hope their replacement manages to maintain the cool as a cucumber attitude, always managing to sound utterly relaxed when it's clearly a somewhat busy day.......

In reply to Jim Fraser:
I am not sure how this is going to go during the next three and a half months except that the full service that Bristow has signed up to providing will shortly have to be acknowledged not to arrive on time. What will arrive is a complete service at Lot 1 (S-92) bases. At Lot 2 (AW189) bases, the complete service as specified by the DfT will not be available at the start of the contract.

It is understood that the SAR AW189 will be certified by EASA in time to start in April. However, if that happens then there is now only an extremely limited chance of it having the full contracted capability. Icing protection has already been mentioned above and that may be a larger part of the shortcomings than previously anticipated. The additional long-range fuel system project seems to be less than successful and the endurance/range and weight specifications may cause problems. It has already been discussed elsewhere on the internet that Performance Categories are a problem for the 189 pending further trials and clearances. Although some see this PC matter as partly a paper problem, the weight issues amplify it and make it more of a real world issue for some time into the future.

A mix of what I described above as Plan B1 and Plan B2 is now more likely. That would mean that both AW139 and S-92 might be required to fill the gaps left by the partially certified and effectively overweight AW189.

As many as four AW139 might be provided by Agusta Westland. That says at least two bases will start without AW189 and pending its availability with the right level of capability. I can see there will be a lag too in the crew training as Bristow play catch up.

What needs to be understood is that although the general public think that the purpose of this contract is public safety, for many, the purpose of this contract is also to provide the helicopter industry in the south west of England with a completely fresh start. That fresh start is supposed to be as more of a maker of civilian helicopters: a role that has always eluded Westland in the past. The AW189 is expected to be step one of this transformation from MoD benefit scrounger to commercial starlet.

Some of you may remember that trying to keep Westland afloat nearly brought down the Thatcher government in the late 80s and resulted in the resignation of two prominent cabinet ministers. One of the other prominent players in that game was a fellow called Alan Bristow. The government has ploughed millions into the company in recent years to help generate this change including in the AW189's development.

Presumably to help them steer clear of trouble, Agusta Westland employ former Defence Secretary Geoff Hoon as Managing Director International Business. Parent company Finmeccanica has recently brought heartache to Westland by getting caught bribing Indian government officials to buy Agusta Westland's Merlin. Two Finmeccanica directors have recently been jailed for false accounting. So there you have it: no bribery and corruption, just a mistake in the books.

What needs to be remembered is that over-optimistic project management is standard issue with new helicopter types. The S-92 was 10 years from announcement to certification and would never have been a SAR aircraft if the fuselage design of the original prototypes had not been changed. Agusta Westland's own AW139 is now in successful SAR service around the world although significant problems were experienced during its introduction with HMCG at Lee on Solent.

So where is this going? We are still heading for world-class aircraft, world-class equipment and world-class crews. Even with the necessary stand-in aircraft, this contract will bring a increase in aircraft capability. The S-92 and AW139 are mature SAR platforms. Even though the AW139 has a small cabin, for many jobs this will not mean a decrease from the current capacity. The Sea King's carrying capacity when fuelled-up, on a warm day, in still air, and significantly above sea level, is often only three rescuers with their rucksacks anyway. I expect some MR teams will love the AW139 while others will not. There will be some capability droops with the new aircraft and equipment, just as there is with any new system of work. A few flights will repeat that experience when they switch to AW189. What we can expect to happen then is that the crews will build their experience in a way that only a portion of military aircrew did. These are now career jobs and not a three year tour. We can expect excellent performance once the crews have learned how to fully exploit the new aircraft, new regulatory framework and new role equipment.


La oss gå flyr

In reply to Jim Fraser:

Thanks Jim

Interesting to read your positive and informed opinion. It makes a refreshing change from the doomsayers.

Cheers Adam

In reply to butteredfrog:
One of the most important things about assessing this change is to realise that the yellow paint is not a magic potion.

Then think about what would have happened if we had bought new aircraft for the RAF and RN. Does anyone believe that would go smoothly, or arrive on time, or with kit that worked, or without somebody making stupid money in profits? No chance. You know the routine: defence overspend, excessive lateness, out of date before it arrives, politicians mired in scandal over relations with defence industry lobbyists, calls for public enquiry. The usual.

So think about that scenario, nice cup of tea to wash down the chill pill, and compare that scenario with where we are now. Not so bad really is it?

In reply to Jim Fraser:


The second of the first pair of AW139 arrives. G-CIJW.

https://farm9.staticflickr.com/8567/15386899223_f986941076_c_d.jpg

Interesting ownership details. It shows chartered and Bristow. It is understood to be provided by AW at their cost (no corroborated). Either there is not a CAA category for that or there could be a third party or token charges.

Mark: G-CIJW
Current Reg. Date: 11/12/2014
Previous ID: NEW ITALY
Status: Registered
Aircraft Details
Manufacturer: AGUSTAWESTLAND SPA
Type: AGUSTA AW139
Serial No.: 31571
Aircraft Class: HELICOPTER
EASA Category: CS-29: Large Rotorcraft
Engines: 2: 2 x PRATT & WHITNEY CANADA PT6C-67C
MTOW: 6800kg
Year Built: 2014
Approved Maint. Programme: None
CofA / Permit: EASA Certificate of Airworthiness
EASA ARC Expiry: 10/12/2015
Validity Reference: 067269/002/002
Owner Details
Ownership Status: Chartered
Registered Owners: BRISTOW HELICOPTERS LTD, ABERDEEN, AB21 0NT

In reply to Jim Fraser:

http://www.flightglobal.com/news/articles/stop-gap-sar-helicopters-arrive-a...


Largely what UKCers already know but one or two new details.

In reply to Jim Fraser:

Happy Christmas Bristow! New S-92A, G-MCGH and G-MCGI, were registered on Friday. So there are now nine SAR-spec S-92A in the Bristow fleet out of an expected total of eleven.

What are those nine aircraft for? Let's have a look at how that would fit into the plan for S-92 at the five Lot 1 bases.

2 a/c are operational at Sumburgh
2 a/c are operational at Stornoway
1 training a/c at Stornoway
2 a/c for Humberside starting training 5th January and operations 1st April 2015
2 a/c for Caernarfon starting training in April and operations 1st July 2015

Later, we can expect another two aircraft for Culdrose which becomes operational on 1st January 2016.

Ah, but wait a minute. What if S-92A are needed for Inverness now: at least temporarily? So if AW189 SAR certification is say a year late, in October 2015, then there are now aircraft arriving that can provide a programme for Lot 2 (AW189) bases as follows.

INVERNESS
Start training period in Jan 2015 and operational Apr 2015 with 2 x S-92A. If AW189 are ready Oct 2015 then these S-92A are available to move to Culdrose for the training period before becoming operational Jan 2016.

WATTISHAM (vicinity of)
Start training period in Apr 2015 and operational Jul 2015 with 2 x AW139. If AW189 are ready Oct 2015 then it will still be some months before they arrive here. The transition-in is designed for only two bases at a time and there will not be enough resources to change over right away, especially with the extra training load of three aircraft types. Expect AW189 in early 2016.

ST ATHAN
Start training period in Jul 2015 and operational Oct 2015 with 2 x AW139. If AW189 are ready Oct 2015 then again it will still be some months before they arrive here. The transition-in is designed for only two bases at a time and there will not be enough resources to change over right away, especially with the extra training load of three aircraft types. Expect AW189 in early to mid 2016.

PRESTWICK
Highly likely to receive AW189 from the start when the training period starts here Oct 2015 in preparation for operations from Jan 2016. If AW189 does not make it in time for Prestwick then the excrement will really be hitting the ventilating device in a very messy and expensive manner.

LEE-ON-SOLENT
Way way out there in 2017. Beyond the radar range of this problem.


But I'm making this up, right? Correct. However, try doing the arithmetic. I expect other potential solutions are not going to be wildly different. If you can see a solution that is wildly different then please let us all know.

In reply to Jim Fraser:

As a correspondent rightly points out, for Culdrose, read Newquay.


(As RAF St Mawgan, Newquay last saw an operational SAR helicopter in 1974 though it was the SAR Force HQ and training base as late as 2008.)

In reply to Jon Wickham:



This tidies things up, the aeronautical Distress and Diversion cell at Prestwick was closed last year, that role is now being carried out from Hampshire. I think money is playing a bigger role in these decisions that it should.

In reply to drmarten:
Of course the above should read -
I think money is playing a bigger role in these decisions than it should.

In reply to Jim Fraser:
Maybe a better Christmas for Bristow than expected.

In reply to Jim Fraser:

A fascinating piece from Hansard in 1971. Mr Jeremy Thorpe.

"The Department of Trade and Industry is involved because the coastguard comes within its responsibility. The Ministry of Defence is involved because at present it carries out these responsibilities in certain parts of the country. The Home Office is involved because inland rescue comes under its responsibility. Instead of having a two-year delay between the phasing out of the R.A.F. helicopter unit and the introduction of the civilian service, as we had at Manston, the Government should have a plan so that some form of air/sea rescue may move in immediately R.A.F. stations close.

I would like, therefore, either an interdepartmental inquiry between the Ministries involved or an independent one-man commission or committee to report to the Government. There is no question about the importance of the matter. I know that the Government realise the importance of it, and if this debate has the effect of prodding them along a little faster towards solving the problem and producing a firm and concerted policy, it will have been useful."

In reply to drmarten:


Really?

Which of the three Westminster Constituencies concerned is a normally safe Tory seat during hard electoral times?

In reply to Jim Fraser:

Training commences for Lake District teams with aircraft from Humberside in January and continues through until it becoming operational in April

In reply to N Owen, Team Leader, LAMRT:


I think some Keswick guys have done some S-92 stuff with us at Kintail.

Make sure you immerse yourselves in the downwash issue. Get your safety specs on and get them to hover over a safe bowl in a hillside so that you can barely stand up in the airflow. Then practise highline stuff with winchie and stretcher until you are all knackered. Never any surprises after that.

'Train hard, fight easy.'

Great aircraft. Remember all that power is keeping you safe in the air.

See how you get on asking for night work.

In reply to Jim Fraser:

Oh I dunno Jim, I'm guessing it's not Prestwick?
I'm also wondering if there is another country in the Western world (standfast Wales and NI) that has so little search, rescue and location infrastructure based within it's own borders?

In reply to Jim Fraser:


Indeed it is!

EASA certification of the SAR version of the AW189 was completed yesterday. AW issued a press release today announcing it.
http://www.agustawestland.com/news/aw189-sar-variant-achieves-easa-certific...

It is not yet up on the TCDS part of the EASA website.
http://easa.europa.eu/document-library/type-certificates?search=&date_filte...

Once it appears on the EASA website, there may be clues to the range of features included and the performance, limitations and equipment. There are concerns that the push to get this aircraft into service on time means that some features will not be ready and will become available later.

As we already know, G-MCGM is complete, registered and available in the UK. Delivering this aircraft to Bristow in time for it to be available for training in January is now possible.

Not completely out of the woods yet.

In reply to Jim Fraser:

I dont see a mention of its de-icing capabilities. Has this been left off, as to speed up certification?

In reply to marko-99:


This is one of the features that may not be available during the earliest part of the aircrafts service life. We already know that Full Ice Protection System (FIPS) will not be ready from the start. FIPS is expected to include icing sensors, heated windscreen, heated air intakes and heated rotor blades.
However, there are concerns that the Limited Ice Protection System (LIPS) could also be incomplete. Once the certificate is up on the TCDS part of the EASA website there may be some clues. In any case, I would expect to learn more about this during the coming weeks.

Note that the AW139 started in UK SAR service in 2007 and FIPS was not certified until 2010.

You may be aware that icing conditions are not the Sea King's strong suit.

In reply to Jim Fraser:

> You may be aware that icing conditions are not the Sea King's strong suit.

And thats why I asked, we were sold the story of how much better the 189 was over the Sea King, and one of these plus points was the 189`s Full Ice Protection System. Dont get me wrong, I believe the 189 will be a very capable SAR Helicopter but feel a bit short changed if the FIPS is missing, especially as you pointed out it took 3 years for it to be fitted and certified on the 139. On that note, will the FIPS on the 189 be the same as the FIPS on the 139? If so, then certification should be very quick should it not or is that just wishful thinking?

In reply to marko-99:

So imagine that you buy half a dozen new Titanium ice screws for silly pounds sterling. Then you go out and try to use them and they are rubbish. Oops, the maker never tested them on THAT particular type of ice because it didn't naturally occur that winter and could not be created artificially.

Do you see where this is going?

Yes. If they don't get proper winters with proper icing conditions then you don't get your FIPS certified.

Some believe that the absolutely tightest timetable for FIPS certification would have seen it completed in 2015 but probably not by the 1st of April.

In reply to Jim Fraser:

I understand what your saying Jim, and its best to take time on these matters and get it right.
Any word on how far away the AW189 Airframes are, that are getting built at Yeovil?

Merry Christmas to everyone on the forum, take it easy and dont worry about H-SAR for a couple of days at least!

In reply to marko-99:

I have no recent info on this. In late spring, the delivery of the first Yeovil AW189 was expected to be a couple of months behind the first Vergiate example. Since the first one appeared 4 weeks ago then late January would be a good bet. However, I should probably just ring them up and ask them after the holiday.



Easy for you to say!

In reply to Jim Fraser:



Fingers crossed that what is acceptable to EASA is acceptable to the CAA and acceptable to Bristow.

Oops, I think I forgot somebody. Did I forget somebody on Christmas? Oh yes, the DfT. Sorry Neil.


Heavens, this is complicated isn't it?

In reply to marko-99:



MADE IN ENGLAND.

Registration Details
Mark: G-MCGN
Current Reg. Date: 23/12/2014
Previous ID: NEW UK
Aircraft Details
Manufacturer: AGUSTAWESTLAND LTD
Type: AGUSTA AW189
Serial No.: 92001
Aircraft Class: HELICOPTER
EASA Category: CS-29: Large Rotorcraft
Engines: 2
MTOW: 8600kg
Total Hours:
Year Built: 2014
Owner Details
Ownership Status: Owned
Registered Owners: AGUSTAWESTLAND LTD, LYSANDER ROAD, YEOVIL, BA20 2YB

In reply to Jim Fraser:

AW189

Whatever happens here in the next 12 months, there has been good news for the future of the AW189 widely announced during the last two or three days. The Russians want 160 of them and this involves a Joint Venture eventually manufacturing in Russia.

It secures the future for the AW189 by putting more aircraft out there and from a range of manufacturing centres. This is rather like the history of the Sea King.

Russian helicopter manufacture could do with a shot in the arm. Although they have produced more helicopters than anyone else, unfortunately, more of them have hit the ground very hard. During the last few years they have worked hard to get some of their aircraft certified in North American and European jurisdictions and that effort has elevated standards. This sort of deal should help the modernisation process along.

The downside is that it is a risk for AW if the Russians do not operate or manufacture to good standards and it ends up with AW aircraft hitting the ground hard. Another downside may be for the folks at the Swidnik factory in Poland who probably saw Russia as their market.

In reply to Jim Fraser:

Time is passing and soon other operators will be looking at the AW189 for SAR contracts. Whether its the demise of Alouette and the Lama or the end of the line for sad old S-61 and Sea King airframes, people are looking at the new generation of aircraft for SAR solutions. As 21st century Sea Kings go, the AW189, which has beaten its modern competitors to market, is the pretty close in weight class and payload.

Six months from now or a fortnight from now you will see other players in this game but they will have been talking to AW for a long time. Another influence upon the development and deployment of the AW189 SAR version will be interesting to watch.

In reply to Jim Fraser:

AW 189 now certified...

http://www.shephardmedia.com/news/rotorhub/uk-aw189-sar-helicopter-easa-cer...

In reply to Jim Fraser:

Whats happening at Inverness Jim? 5th of Jan was the start date for training with assets. Are there S92 Airframes up there now?
I believe the second AW189 (G-MCGN) is still a few weeks away even though it has been registered. Has anyone had any invites from Bristow Inverness for SAR training?

In reply to Jim Fraser:

I saw this the other day, intended to post it then forgot:

http://www.dailypost.co.uk/news/north-wales-news/watch-work-new-7m-search-8...

Nothing groundbreaking but adds to the overall resource of the thread I suppose...

In reply to richprideaux:


Correct.


All of these are pretty much identical buildings so this looks just the same as what is at Inverness.

In reply to marko-99:
During January there will be training meets at Humberside and Inverness where representatives of MR and other 'ground/maritime emergency service personnel' do the training and learn about the new service before the training is rolled out to all team members.

At the Inverness meet one would expect to have it confirmed that initial operations will be S-92.

=============

Although certified by EASA, we do not know yet whether the AW189 SAR is acceptable to the CAA, Bristow and the DfT. AFCS SAR modes, ice protection, range, payload, performance class and EMC are areas that SAR fliers and their engineers will be interested in.


AFCS - Automatic Flight Control System
Ice Protection - LIPS, FIPS
EMC - Electro-Magnetic Compatibility, mainly in the radio fit

In reply to Jim Fraser:

Jim, whats the progress with NVG capability for the Bristows guys?

In reply to drunken monkey:

There have been jobs this winter when, as has been the case for years, it has been way past their bedtime and a yellow one came out to take over.

Of course, on April Fool's Day, some things will change.

It is known that the ITAR security associated with night vision equipment has been a problem for Bristow at some locations. As I am sure you are aware, there are some SAR helicopter bases where airport security mainly involves keeping sheep off the runway. One might speculate that the ITAR security aspect of NVG implementation may itself obstruct free communication about the state of preparations for NVG ops. The MCA stated a few months ago that work continues toward regulatory approval. S-92 have been seen flying around at night and there have been some internets posts alluding to NVG training. Overall, not much positive information but nothing negative in relation to MAIN contract preparations.

Although it is particularly annoying for those of us in the north-west to be dealing with this two-tier SAR service, it has to be recognised that it is not all down to the contractor. The aircraft that become operational in April will be the first UK civilian SAR aircraft with a full NVIS capability so this is new not only for Bristow but new for the Civil Aviation Authority (CAA) and new for the UK aviation industry. The customer bears considerable culpability for the absence of this capability so far. One might imagine MCA management not shedding a single tear if press and public lay any shortcomings at the contractor's door.

The greatest problem for service users is expected to be that Stornoway remains on the GAP contract, without a contractual requirement for low light capability, until 30 June 2017. This appears to mean that from April, Inverness takes over as Stornoway's night-shift 'carer' instead of Lossiemouth. This is the same Inverness that is starting up with the wrong aircraft and must go through the extra pain of changing from S-92 to AW189. It is not hard to conclude that there is no shortage of things that can go wrong.

The draw of the north-west on dark winter nights sixteen hours long can mean that the greater part of the North Sea will be covered only by Humberside.

It remains possible that we will all be pleasantly surprised by an early adoption of NVG at Stornoway.

In reply to Jim Fraser:

'The draw of the north-west on dark winter nights sixteen hours long can mean that the greater part of the North Sea will be covered only by Humberside'

Or less likely, and conversely
with night time simulataneous incidents in, or a single incident multi SAR-H tasking to the North Sea, the Highland/Scottish MRTs may be spending more time with thier casualties.

For what it's worth (probably very little), i think the the gap craft will be upgraded, just a question of when.

But overall it's Same old, same old ........ a rescue bird can only be in one place at one time. The new contract has less bases with faster, longer endurance, better equipped birds, which is great for the caz its flying towards...........so long as there is no top-trump re-tasking enroute, and just don't ask about incident number three or four on the list.

So remind me about "the ability to surge" again

In reply to ScraggyGoat:

The Bristow surge map shows how every part of the UK mainland is covered by between 4 and 7 helicopters (not including the spare at each base), except ... eh ... em ... the Ben Nevis area which is only covered by 3.

(Not expecting Sumburgh at Kintail any time soon.)

Let's not forget that the contractor is not tasking these aircraft. Also, that when availability all goes badly wrong, as happened during the Colwyn Bay incident in 2012, when Valley were off-line and Prestwick then broke a winch, a third base turned out to finish the job and it all ended well.

In reply to Jim Fraser:

Hi Jim thanks for the reply. Yeah I'd heard from a friend that the recent job in Torridon involved....lets say.....R100 AND R137....

I hope that Bristows/whoever can get this sorted asap. The guys need time to train with this equipment which wont happen overnight.

As an aside - Been some incredible flying in the recent jobs on Ben Nevis and in the Cairngorms by R177 and R137.

In reply to drunken monkey:


"The customer bears considerable culpability for the absence of this capability so far. "



Not news.

In reply to Jim Fraser:
BRISTOW SAR - SIKORSKY S-92A - 20150111

G-MCGA to G-MCGD are operational on the GAP contract.

G-MCGE is at Humberside (HUY) which starts training this month and is operational from 1st April 2015. Flying around the North York Moors and hovering over little pretend hills.
https://farm8.staticflickr.com/7509/16068199299_f33a8e996d_c_d.jpg

G-MCGF and G-MCGG are at Stornoway (SYY) [the S-92 training base] and flying around the Minch near Stornoway.

G-MCGH and G-MCGI are believed to be still at Dyce (ABZ) for engineering work. Can anyone confirm this?

In reply to Jim Fraser:

Is news to me - And i'm sure the troops on the ground appreciated not having to carry the stretcher out in those conditions as you can fine well relate to.

In reply to Jim Fraser:




In fact, these aircraft left Southampton and flew to Aberdeen on Monday evening.

In reply to Jim Fraser:

Photos from some of the first MRT/Bristow training sessions on Wasdale MRT's and Cockermouth MRT's Facebook pages:
https://www.facebook.com/pages/Cockermouth-Mountain-Rescue-Team/59059923762...
https://www.facebook.com/WasdaleMRT

Looks like there was a film crew there as well.

In reply to Jon Wickham:

Border ITV report about the Bristow Humberside visit to the Lakes today.
http://www.itv.com/news/border/update/2015-01-17/mountain-rescue-team-helic...



Training with Bristow Inverness is delayed.

In reply to Jim Fraser:

I know nothing about the relative merits of the latest generation of helicopters, but recently in Houston Texas I was very surprised to discover that the emergency medical services were using Airbus helicopters and not an American make (such as Augusta, Bell, Boeing or Sikorsky).

In reply to John Stainforth:
There are huge numbers of Airbus Helicopters/Eurocopter aircraft in the USA. The reason for their success is their maker's close attention to the needs of the commercial market and their low running cost. Larger American helicopter manufacturers are addicted to their routine fix from the US Dept of Defense and other government departments and agencies. If major companies are struggling then the Americans just start a war. Everyone from Pizza Hut to Sikorsky did well out of Afghanistan.

The S-92 just happens to be a very good fit for the DfT's contract technical specification for Lot 1. The AW189 is a good fit for the Lot 2 spec but there was also pressure from Government to use a British made aircraft. This is part of the effort to turn Westland (Agusta Westland , Yeovil) into a proper commercial company instead of retaining the American model where we have to start a war every time our people need more jobs.

As it turns out, the AW189 was really the only show in town. the EC175 would not have been ready either, would be even later and may have struggled with some aspects of the spec. Older aircraft would struggle with the spec.

In reply to Jim Fraser:

As expected, the MoD's contract for Search & Rescue (SAR) and Support Helicopter services in the Falkland Islands will use the SAR version of the AW189. This is good news for the UK SAR Helicopter Service since another SAR user coming a couple of years after the UK contract award means that the aircraft will be an established SAR tool and its further development for SAR is probably assured.

The contract has been won by AAR Airlift Group, supported by the incumbent support helicopter contractor British International Helicopters (BIH) and Air Rescue Systems (ARS).
http://www.aarcorp.com/aar-awarded-10-year-search--rescue-contract-in-the-f...

Well done BIH.

It will be interesting to learn how the BIH spec differs from the Bristow spec.



ABOUT BRITISH INTERNATIONAL HELICOPTERS
British International Helicopters (BIH) is the UK’s largest domestically owned helicopter operator and the only British-owned company in the offshore sector operating in the United Kingdom. Part of the Rigby Group (RG), the parent company for a portfolio of privately owned and highly successful businesses operating across Europe, the Middle East and North Africa, British International Helicopters (BIH) operates a fleet of 25 helicopters and employs over 150 personnel.


http://www.aarcorp.com/airlift/
http://www.britishinternationalhelicopters.com/
http://www.airrescuesystems.com/

In reply to Jim Fraser:

Sikorsky S-92, registration G-MCGF, arrived at Inverness at the end of last week and is currently sitting in the new hangar.

In reply to Jim Fraser:

I noticed it today Jim, sitting outside the hanger. Hanger looks all fixed now, but never noticed a second S92 inside.
Was also up at RAF Lossiemouth and noticed no sign of any Sea Kings (not even out on the pan) are they still on 15 minute notice for shouts? Them being inside a closed hanger all day would suggest to me they are not.

In reply to marko-99:


Normal operational routine continues at D Flight and it will remain so between now and 31st March. New staff have continued to arrive to fill aircrew vacancies as necessary. Minor aspects of non-essential non-operational activity have been scaled down. Aircrew training and training with MRT continues as normal. Per Ardua Ad Astra.



Only one S-92 is currently deployed to Inverness (G-MCGF). Only one S-92 is currently deployed to Humberside (G-MCGE).



Last week, Bristow acquired one new aircraft. It is an Agusta Westland AW189 SAR version, G-MCGM.

In reply to Jim Fraser:

Do we know what the call signs for the new aircraft will be? I believe that existing Coast Guard aircraft seem to be the name of the base plus the aircraft type e.g. "Sumburgh S-92". It just doesn't have the same ring to it as 'Rescue Helicopter'!

In reply to Jon Wickham:
Well Stornoway's callsign is Rescue 100, and Sumburgh are Rescue 102. So i'd guess it would be along those lines.

In reply to Jon Wickham:
As drunken monkey says, current UK Coastguard branded aircraft are using Rescue 100 from Stornoway and Rescue 102 from Sumburgh.

Overall, it currently looks a bit like this.

RESCUE 100-106 HM-Coastguard-branded contractor SAR aircraft

RESCUE 110-118 Irish a/c
RESCUE 122-133 Seaking Flights (RAF)
RESCUE 137-139 Seaking Flight (RAF Lossiemouth)
RESCUE 169-171 Seaking (RAF Chivenor)
RESCUE 177-179 Seaking HMS Gannet
RESCUE 193-195 Seaking 771 Sqn (RNAS Culdrose)

These are only used when on a rescue task. On other occasions the callsign reverts to one describing the aircraft or its operator.

- Coastguard 100
- Helicopter 137
- Navy 177

New aircraft registration letters for the new contract were certainly assigned some time ago. It is likely that rescue callsigns have also been assigned in advance. If not then I am sure nobody is too bothered. There are plenty of numbers and making it up as they go along is what ARCC are really good at.

In reply to Jim Fraser:

LOL - I'm glad I wasn't actually drinking my coffee whilst reading that last line, it'd have been messy - that's so true!

In reply to Carolyn:

Shush Carolyn. The sentence started as a clear complement but was then fettled for ambiguity.

In reply to Jim Fraser:

Making things up as you go along (or should we call it improvisation? Flexibility?) has its place - better than being completely locked into protocols, even when they're clearly inappropriate to the situation, like another organisation I'd better not mention!

In reply to Jim Fraser:

I dont get the wee dig at the ARCC?

In reply to drunken monkey:

Just playing with the it.

That 'Principle of War', Flexibility, is seen at its best in places like ARCC. Sometimes it does leave you thinking 'What the hell happened there?'

In reply to Jim Fraser:

The acceptance by Bristow of the first AW189 last week is a great step forward but we're not out of the woods yet. There are still hurdles to clear before the aircraft can enter SAR service.

It could be April, though that seems unlikely, but it could be next year.

In reply to Jim Fraser:


Well maybe not.

The CAA position seems to have changed as they, like everyone else involved in this, learns how this new stuff can work. It IS better to be right than quick with this stuff so 'keep calm and carry on'.

So as believed at an earlier stage, there will be a Commercial Air Transport (CAT) Air Operating Certificate (AOC) and there will be a separate SAR AOC.

It seems to be still true, as posted above about CAP 999 version 2, that the Operator is responsible for making their case to the CAA about how they intend to perform the relevent task. The CAP is not prescriptive and therefore the onus is on the operator to anticipate and document every detail of the task involved.

This included things like flying with passengers without giving them a safety brief. That's why MRT and Aux CG and so on get pre-training. Some of this stuff might sound daft but those details are important. Then there are maintenance plans and rotorcraft flight manuals and airworthiness certificates for the aircraft involved. If man was meant to fly then we would have been given wings but the best we can do is the Civil Aviation Authority. Suck it up.

OK, so first we have a CAT AOC and can take off from Inverness and fly to Glenmore for training. What else? What about all that crazy SAR stuff?

Yes, all the stuff about flying close to obstructions, winching, special VFR minima, low flying, fuel states, dangerous goods, and much more. Well they have to go through the whole thing again with all that extra stuff to get a SAR AOC.

So there you have it. No, wait a minute. Some flights are not CAT and not SAR. Eh, em, er, what about flights that are Emergency Medical Services? If we pick a guy with head and chest injuries from a snowy motorway, are we going to fly him to hospital way up at WHAT HEIGHT? I hope not. Does that mean we also need a EMS AOC the same as an air ambulance? Well, I don't know. I'd like to know but I don't.

So Bristow haven't been saying much. They've been a bit busy right? No kidding.

The aircraft weighs 12 tonnes and the paperwork weighs HOW MUCH?

In reply to Jim Fraser:


Oh do behave. That's a second close shave with the coffee......

In reply to Jim Fraser:

A Gold star for the poster who can spot the mistakes in this.
http://www.shephardmedia.com/news/rotorhub/bristow-scores-achievements-scot...

In reply to Jim Fraser:

A Gold star for each mistake is it Jim?
I think I have 4 ...Ask me again on April the 1st and sadly it could be more...

In reply to Jim Fraser:

G-MCGF from Bristow Inverness is heading for the hills. It has headed past Loch Glass behind Ben Wyvis and heading into the 'badlands' of the Northwest Highlands.

Have a good day chaps. There are certainly worse days for flying around the NW Highlands. Hope you took your cameras.

In reply to Jim Fraser:

Thank you to all those who have maintained an interest in this subject and viewed this thread over 15000 times.

On UKC, we naturally have a particular interest in helicopter support for search and rescue in wild and mountainous terrain. However, that is clearly not the only part of the work of a UK SAR Helicopter Service. "Worse things happen at sea."

Portugal
vimeo.com/67010576

Iceland
youtube.com/watch?v=T6vzsY_nML8&

Norway
youtube.com/watch?v=UJ_CcZUSZuA&
vimeo.com/19906004
vimeo.com/75312703

Ireland
vimeo.com/14432548

UK
youtube.com/watch?v=LjzxjLt6eRc&
youtube.com/watch?v=JOuFDON8BtI&
vimeo.com/9401837
youtube.com/watch?v=2qcHNtpkJ2o&
youtube.com/watch?v=QnCRjcczYxI&
youtube.com/watch?v=AXZdDaoyIjA&

"it looks as though it could possibly turn into a biggie"
youtube.com/watch?v=gLLnTnCjmwE&

On a lighter note, they tell me that "all the nice girls love a sailor".
http://www.royalnavy.mod.uk/~/media/royal%20navy%20responsive/images/news/e...

In reply to marko-99:



What school did you go to that was so free with the Gold Stars?

In reply to Jim Fraser:
More about the ARCC move.

http://www.heraldscotland.com/politics/scottish-politics/cameron-confirms-a...

http://www.snp.org/media-centre/news/2015/feb/kinloss-rescue-centre-closure...

Much though I regret this move, I do not support some of the campaigning against it. People are quite commonly taking the position that the move reduces the quality of the service in Scotland or in the north of Scotland. That may well be one of the results but the ARCC does not belong to one part of the UK. It belongs to one million square miles of the UK SRR, so we should consider the effect on the entire SRR.

It is possible that the resulting organisation will end up being closer the the JRCC model (Joint Rescue Co-ordination Centre, as used in Iceland or Norway) though I wouldn't bet on it. However, in a country of any size or diversity, the JRCC model, just as with the previous UK ARCC, is best split into two or more locations. The Government are not doing that. Whether split or not, I take the view that those location should not be in major urban areas. I suggest that successful SAR management will be best served if staff are recruited from a largely rural area where self-reliance is a normal fact of life and everybody listens to the weather forecast.

Just as some folk from Forres may struggle with Mengham Rithe and wonder if they are being wound up if a job is reported at Nob's Crook, I am sure this will be as nothing compared to how folk from Fareham or Gosport will struggle with Sgurr nan Ceathramhnan and Gleann Gniomhaidh below it, or Pen Llithrig y Wrach, or Torpenhow. However, those of us in the Highlands or North Wales or Cumbria should recognise that the largest area of 'Very High Risk' for UK SAR is a row of blocks extending from Weymouth to Hastings. There is only one 'Very High Risk' block in Scotland and it covers mainly Renfrewshire. Almost the entire Kintail MRT area is covered by blocks that are 'Low Risk'. It would be too easy to dismiss the south coast high risk blocks as an anomaly caused by kids on air beds and yachting with Google Maps but those are not so different from the many equivalent SAR jobs on the hill.

The JRCC model used by Norway provides a desk for each organisation involved in SAR rather than one organisation trying to do everything when it doesn't have the variety of skill sets required. Joined-up thinking and joint working: often a bit of a struggle for Brits but it has to be done if you want the best outcome for the poor soul lying in the snow or bobbing about in the sea.

The Government are fixing the wrong problem with the wrong solution.

In reply to Jim Fraser:
GG out night flying at Stornoway.

In reply to Jim Fraser:

AW139 in Coastguard colours recceing around Pont ar Daf, Neuadd Ridge and Fan Fawr at lunch time (standard places for locating some of our 'clients').

In reply to Welsh Kate:
We'll make a plane-spotter of you yet!

Possibly G-CIJW
https://www.flickr.com/photos/55198703@N02/15386899223/
which for some reason does NOT appear on ADS-B. Maybe your new best friend.

GCIJX is the other one and it has been flying around Norwich during the last few days.

One of the possibilities is that G-CIJW is already making a new home at St Athan. However, that is very early for a contract start there on 1st October. Maybe just getting some hill time which is no bad thing. (G-MCGF from Inverness has been flying around Ben Wyvis and the Cairngorms during the last week.)


We need to watch out for changes in the programme. With no announcement for the Manston replacement to succeed Wattisham, it is possible that changes might be made to allow more time to sort that out. Of course, Norwich is not only a Bristow O&G base but the only operational AW189 base in the UK at present. Perhaps G-CIJX will stay at Norwich. 'In the vicinity of' Wattisham, so maybe that's the solution. Not perfect but workable.

In reply to Jim Fraser:

It turns out that the one in the Brecon Beacons was CHC. There is an AIS track for G-SARD from Portland showing it out there today from 1215h to 1315h.

The latest Bristow fleet are on ADS-B, which is the way ahead for aviation tracking, while CHC are registered on both but no ADS-B track showing up for G-SARD.

http://photos.marinetraffic.com/ais/showphoto.aspx?photoid=127074
http://photos.marinetraffic.com/ais/showphoto.aspx?photoid=1118572

In reply to Jim Fraser:

Thanks for the info, Jim

In reply to Jim Fraser:



News expected soon.



Believed to be settled though not yet announced. Hopefully, news soon.

In reply to Jim Fraser:

No sooner does one new helicopter turn up than another arrives. Here's one that slipped in under my radar during the last couple of weeks.

G-SASS, the Scottish Ambulance Service Air Wing's first new Airbus Helicopters EC145T2 (MBB-BK 117 D-2) has been delivered. The second aircraft is expected to arrive during the next few weeks. These will replace the two EC135 aircraft (Helimed 2 at Inverness and Helimed 5 at Glasgow) that are currently operated for SAS Air Wing by Bond Helicopters (and Gama Aviation).

"Both aircraft will be handed over to Bond’s Design and Completion teams at Gloucestershire Airport who will equip them with the appropriate medical, Night Vision Imaging System (NVIS) and communication equipment to make them fully functioning air ambulances certified for both day and night Helicopter Emergency Medical Service (HEMS). The aircraft will also be equipped to operate over water to enable the Scottish Ambulance Service to continue to reach island communities. Both aircraft are expected to begin operations with the Scottish Ambulance Service this summer."

The EC145T2 is the talk of the industry around the world because of its performance characteristics. In terms of Scottish Ambulance Service operations this means that even in some of the most extraordinary circumstances of taking off and landing at improvised and unsurveyed land sites, this aircraft will be able to operate safely.

It has more space inside for patient care and treatment, greater range, more speed, fenistron tail like the EC135, advanced avionics including 4-axis AFCS, 30 minute MGB run dry time, float kit, NVIS, de-icing, and improved crashworthiness.


Do I expect to see these picking up casualties in the hills?

No, not really. On very very rare occasions when conditions are good and a suitable landing site is identified, that could be appropriate.

I do expect them to be seen more often picking up casualties from the road-side in the bottom of the glen after a mountain rescue team has taken them off the hill. Night operations, in particular, will make that more practical.


http://helihub.com/2015/01/28/new-ec145t2-arrives-with-bond-air-services/
http://www.ukemergencyaviation.co.uk/G-SASS.htm
https://www.facebook.com/scotambservice/photos/a.322453601172580.76344.1561...
http://www.caa.co.uk/application.aspx?catid=60&pagetype=65&appid=1&...

In reply to Jim Fraser:

I`m puzzled, the Scottish Ambulance Service announce that they will be getting a new type of aircraft and will be fitting them for the first time with Night Vision Imaging, this is met with full positives, thumbs up!, brilliant!, about time!
On the other side of the coin, Bristow announce exactly the same for their SAR-H program. This is met with nowhere near the same enthusiasm, and questions about the kit, the value of it, the training given etc,etc.
Don`t get me wrong, I`m not accusing you Jim, or anyone on here of this aggression towards Bristow, but find it hard to work out as to why there is so many negative comments about Bristow on so many other forums.

In reply to marko-99:

As far as I can see its a David and Goliath situation, the underdog gets the better of the doubt while it's acceptable to give David criticism. Bond, Bristows and CHC are the big three and thus are assumed fair game, with Bristows being the biggest, thus top of the podium for stone throwing. I think Bristows is being criticised for not having had NVG, despite the contract they fulfilled not requiring it, on the basis they are experienced enough to know better. Jim will point out that the civil servants should have felt the heat on this on as much as the contractor.

As you would expect the commercial pilots (non Sar) I have met from these companies have clear high personal standards, and furthermore some have been allowed in thier flying careers to gain decades of experience, rather been not forced out to desk jobs. If the same is true for Bristows Sar so much the better, time will tell. In short the individuals have the same capacity as the military, does the institution they are in let them reach that capacity......I'm not qualified to comment on that one.

The issue (regarding SAS and charity provided Air ambulances) from the little I know is tasking, I know one senior medic (whom I shall not identify) who has a cause for a good working relationship with ARCC, whom will in a very clear, rationale and evidence based manner outline his complete contempt for SAS tasking protocols (as opposed to crews). Knowing that he is a team player he will have given them (politely) the benefit of his observations over the last decade, to no avail.

Having good kit and crew is one thing, if it's not tasked in a timely manner to an appropriate incident, means it's devalued. One suggestion is for all helmed and charity air ambulances UK wide to have thier tasking strategy reviewed and possibly linked or taken over by ARCC, or controlled in conjunction with Ambulance dispatch. Obviously this mostly a side issue from search and rescue from remote and hostile (environment) locations which concern us as climbers, or MRT as first responders.

Though I have to agree, as a future NW highland resident (though fortunately and hopefully without needing to be, in proximity to an A&E), the ability of SAS aircraft to improve thier capability to pick up casualties from incident sites, or complete medical transfer recoveries to regional centres of excellence at times of darkness has to be welcomed.

Beggars can't be choosers, but Getting people to the right place, in the dark, in good time from outlying areas is hopefully a step closer.

In reply to marko-99:





Yes. it's a funny old world.

----------------------------------------

It is 62 years and a few days since the Fleet Air Arm and their Dragonflys rescued 840 people across East England and the Netherlands in feats of outstanding flying in tiny rudimentary helicopters. Those feats are still admired today in this age of highly trained specialist crews in large complex and powerful machines. Those events stamped the mark of helicopter search and rescue into the public imagination forever.

It is just under 62 years since the Royal Air Force started the world's first dedicated SAR helicopter squadron. Somebody painted them yellow.

It is about 22 years since an aircraft of the Royal Air Force's SAR Force performed the first UK helicopter rescue accomplished using NVG, in the mountains of the NW Highlands.

It is about 17 years since the National Audit Office highlighted the inadequacies of the Coastguard contracts and noted their reliance on back-up from SAR Force and the Fleet Air Arm. Uh-oh!

It is about 14 years since, quoting the NAO findings, a UK SAR working group wrote the UK SAR helicopter Provision and Coverage Report and noted the lack of DETR/CG data for inland incidents. Also that "both MCA and MoD considered it appropriate to look forward towards replacement aircraft during the coming 5 years". Really?

This year we shall witness the start of the first entirely-planned SAR helicopter service for the UK. It will be the first civilian UK SAR helicopter contract with a requirement for 'low light capability'. An end to British muddling though?

----------------------------------------

Also:

It is 67 years and a couple of days since Mr Alan Edgar BRISTOW, on February 7th, 1948, succeeded in revictualling the keepers of the Wolf Rock lighthouse from the air, in a Westland Sikorsky S-51(Dragonfly), after efforts to send supplies by sea had failed. On the 25th May 1949, he was awarded the Silver Medal of the Royal Aero Club for this feat.

It is 66 years since Mr Alan Edgar BRISTOW succeeded in rescuing four injured French foreign legionnaires from the Vietnamese jungle under fire in a borrowed Hiller 360A running about 100 kilos over-weight. He was awarded the Croix de Guerre.

It is about 44 years since the first Coastguard helicopter contract with BRISTOW at Manston.

----------------------------------------

The history of air ambulances is quite different. In particular, air ambulances as part of civilian health provision is a far newer concept than helicopter search and rescue. Regardless of funding or branding, aircraft have always been operated by a private helicopter contractor.

The Scottish Ambulance Service Air Wing have the most accomplished and integrated air ambulance service in the UK. Not for the first time, they are about to step up to another level of service. Bond have been the aircraft operator from the start. The service started as a six month trial in 1989 and has been continually developed in the incremental manner that is traditional safe and successful in aviation.

Elsewhere in the UK, air ambulances are run by charities. Some provide a vital service in difficult geography though others operate regardless of true operational need. They are often not well integrated with the rest of the health service. Some air ambulance charities are known more for bitching at each other than life-saving. The helicopter operator keeps his head down and doesn't get involved. Like military SAR, in spite of the chaos, the public perception is always highly positive.

----------------------------------------

This reveals the real difference. If you engage enough in publicity, and journalists don't ask any serious questions, the British public are all yours.

Military SAR are quite open about their operations. At MoD level, SAR Force HQ and locally, they engage well with the media. They get journalists and camera ops out in their aircraft regularly. It's a huge image and communications success.

For the charity air ambulance types, publicity is how they exist. It is the staple of the corporate diet.

Bristow work under the HM Coastguard brand for MCA Aviation. ---- CENSORED ----.

Whatever hype the public have believed about MoD provision over the years and whatever inadequacies of government contracts have strangled effective MCA coverage, the poor contractor is prevented from defending himself and will have to carry the can for all the failings of others.

In reply to Jim Fraser:


A letter from the DfT confirms the Manston situation and a move to Lydd.

http://www.bbc.co.uk/news/uk-england-kent-31542599

In reply to Jim Fraser:

Service Launch at Humberside today.
http://www.grimsbytelegraph.co.uk/UK-s-new-search-rescue-helicopter-service...


S-92A G-MCGH in the video at Humberside (in addition to G-MCGE) and G-MCGI seen at Inverness at lunchtime yesterday (in addition to G-MCGF).

In reply to Jim Fraser:

Jim - From a purely Scottish point of view. When do Prestwick and Lossie hand over to Bristows? And is there likely to be a gap in NVG capability whilst this happens?

I heard that Cairngorm MRT were at Inverness the other week and were told 2016 for NVG capability on Bristows cabs. Jobs like Lochaber's big one in coire eoghainn on the Ben the other night would potentially become a more serious and protracted undertaking if the Bristows assets are going to be reluctant to fly in the mountains at night.

In reply to drunken monkey:

Bristow takes over at Prestwick 1st Jan 2016.

In reply to Jim Fraser:

In preparation for an article that is expected to appear in Casbag edition 36 shortly, Bristow have recently given helpful answers to direct questions about NVG capability on MAIN contract aircraft and GAP contract aircraft.

The magazine will be available as usual on the SMR website.
http://www.mountainrescuescotland.org/

In reply to drunken monkey:


See above including the post at the following address.
http://www.ukclimbing.com/forums/t.php?n=558507&v=1#x7853480
Delays in the AW189 SAR programme mean the service at Inverness will start with S-92A.

In reply to thread:

There is a 4 page article on the SAR Helicopter contract in the latest edition of Scottish Mountaineer, the MCofS magazine (I received mine this morning).

In reply to Jim Fraser:

Here is an indicator of where the UK contracts stand in a world context.

SHEPHARD's Rotorhub
Feb-Mar 2015

"AN EXAMPLE TO FOLLOW?
On a global level, the UK has probably gone furthest towards embracing the commercial SAR concept, with many other countries now looking closely at the mechanics of its contracts. In 2013, the Maritime and Coastguard Agency (MCA) awarded a £1.6 billion ($2.44 billion) ten year SAR contract to Bristow Helicopters. It will commence in September 2015, with 22 aircraft – 11 AW189s and 11 S-92s – and conditions include 98% availability and response times set at 15 minutes during the day and 45 minutes at night. On 19 January, the UK Ministry of Defence went a step further towards eliminating military involvement in SAR, announcing the award of a ten year £180 million contract for rescue and support services in the Falkland Islands to Illinois-based AAR Airlift Group, working with British International Helicopters (BIH). Two AW189s will provide cover, with a pair of S-61s acting in support."

In reply to Jim Fraser:

AW189 news off Helihub.


Upper Michigan's Sawyer airport used for winter copter tests
17 Feb, 15

FORSYTH TOWNSHIP, Mich. (AP) — The U.S. Army and an Italian aerospace and military company are planning to carry out three months of winter icing testing for a commercial helicopter at Sawyer International Airport in northern Michigan's central Upper Peninsula.

The Army's Redstone Test Center's Aviation Flight Test directorate near Huntsville, Alabama, has sent a team to Sawyer to ice test the twin-engine AW189 helicopter. The group is working with an Italian flight operations team for AgustaWestland, maker of the twin-engine AW189 helicopter.

Preliminary test trials were conducted last year in Duluth, Minnesota. The icing trials allow the gathering of a large amount of data on the helicopter's performance. The goal of the testing program is to get Federal Aviation Administration certification of the helicopter's ice protection system.

The Army has expertise in simulating icing conditions with a modified CH-47D Chinook helicopter that is equipped with an icing spray system, Slepian said. The sprayed water creates an icing cloud that the AW189 flies through, and crew members then note the effects of the ice formed on the helicopter.

In recent days, the winter conditions have been a bit too wintry, with blustery snowfalls and temperatures dropping well below zero, said airport Manager Duane DuRay.

"The weather has not been favorable for what they need to do," DuRay said. "As soon as the weather cooperates, they're going to do their testing. ... Once they start testing, I think they're going to go out every day."



AW189 Certification Validated by the FAA
3 Mar, 15, Source: AgustaWestland

AgustaWestland today announced that the AW189 medium twin engine helicopter achieved FAA validation of its EASA certification, allowing deliveries and operations to begin shortly with customers in the United States.



AAR Signs Contract for Two AW189s for Falkland Islands SAR
4 Mar, 15, Source: Airbus Helicopters

AgustaWestland announced today it has signed a contract with AAR Airlift Group to provide two new generation AW189 helicopters to perform search and rescue in the Falkland Islands.

In reply to Jim Fraser:
AW189 news in the P&J


https://www.pressandjournal.co.uk/fp/news/aberdeen/512963/north-sea-helicop...

Cracks found on two new North Sea helicopters – less than a year after they took flight
by Alison Campsie
7th March 2015

Cracks have been found on two offshore helicopters which have been in flight for less than a year. The Bristow operated AW189s are being repaired after concerns were raised during maintenance. Bristow has been using the craft to transport North Sea workers flying out of Norwich. It is understood that the operator is the first to use the craft manufactured by AgustaWestland. A spokewoman for Bristow said: “During maintenance, non-structural fractures were discovered in a non-load bearing area of the frame. “They are still safe to fly as the issue didn’t affect the structure of the aircraft.” It is understood that the fault was recorded around a fortnight ago. The spokeswoman for Bristow said the helicopters were due to return to service this week.




[Experienced helicopter operators say that cracking of some sort is inevitable as a new type beds in. SAR aircraft are likely to be more highly stressed that O&G aircraft but also their hours will be lower. We can expect that that engineering staff from Bristow SAR and AAR/BIH will be all over this problem in the next few weeks looking at the specific implications for SAR operations.]

In reply to Jim Fraser:

A Bristow SAR launch event will take place at Dalcross (INV) shortly.

In reply to Jim Fraser:

Flightglobal have published an article suggesting that the first UK-built AW189 (G-MCGN) will be formally delivered to Bristow in a few days.

http://www.flightglobal.com/news/articles/delivery-nears-for-first-uk-built...

They also mention the AAR/BIH deal and a possible HK GFS deal. They refer to the cracking problem on the O&G version and describe cracking of internal panels in the cabin.

Currently, G_MCGM is the only AW189 registered to Bristow and G-MCGN has been on the register since December registered to AW. During this week, AW have also registered G_MCGO/P/R/S/T which may account for the aircraft currently in build at Yeovil.

In reply to Jim Fraser:

Meanwhile, over at Sikorsky, S-92 development does not stand still.

http://www.verticalmag.com/news/article/Sikorskyannouncesweightincreaseandn...

In reply to Jim Fraser:
Is there a direct impact to SAR operations of the extra 544kg?

In reply to The Ex-Engineer:


That's maybe four more fat fishermen winched off on the first run. Enough payload to carry them and enough extra fuel carried to give extra time in the hover winching them. In a mountain context, more MRT with big bags carried out to the search area on the first run.


The S-92 is American and therefore it is overweight.

Even its much admired little brother the S-70 Hawk has weight issues resulting in problems balancing fuel/payload with range. Anything that allows operation with greater payload potentially means greater range.

All UK SAR S-92 operates with an auxiliary fuel tank in the cabin, as its predecessor did, so range is clearly important. The reference to hot and high implies that there will be performance improvements and this is likely to mean improved single engine performance and greater safety in the hover. All good for SAR.

They also mention noise and vibration. The S-92 is noisy and has particular problems that have the potential to affect aircrew health. If major work is done on S-92 noise and vibration then one might expect these known problems to be addressed.

Bristow have been very progressive with their kit purchases for this contract but if a new S-92 package is available in 2017, it might be too soon to expect money to be spent on upgrades. We'll just need to wait and see if these are the kind of upgrades that will get absorbed into maintenance schedules.

In reply to Jim Fraser:

Not a lot of mountain flying showing up in the ADS-B tracks. Seventeen days to go.

In reply to Jim Fraser:
SIKORSKY on youtube
"A Dedication, Bristow UK Search and Rescue"
youtube.com/watch?v=tonnt9zZExg&


Like most of the recent publicity material: too many WETS. Nice video though.


The Kintail MRT video guide to 'dry' jobs and training:
- youtube.com/watch?v=w4fp78x1CxA& (Kintail MRT training with CG100, CHC S-92, 2011.)
- youtube.com/watch?v=o_xgGcIfHPQ& (Kintail MRT training with CG100, CHC S-92, 2008.)
- youtube.com/watch?v=9pqhxp6hY1U& (Cairngorm whiteout.)
- youtube.com/watch?v=7vpzo-cl_2Y& ( and Kintail MRT's Doctor in second 'wet' part.)
- youtube.com/watch?v=8iUZqFwox2I& (Note the classic John Prince comment "I'm just flying it.")
- youtube.com/watch?v=8jIrouD6TTI& (Avalanche - Kintail MRT.)



Any excuse to call Kintail 'dry'!

In reply to Jim Fraser:

This afternoon, an army of journos, a few mountain rescuers and a Coastguard flash mob gathered at the new Bristow hangar at Dalcross (INV) for the Bristow Inverness launch event.

http://hmcoastguard.blogspot.co.uk/2015/03/inverness-search-and-rescue-heli...

http://news.stv.tv/highlands-islands/314224-ceremony-to-mark-new-civilian-s...
(Glenelg and Kintail MRTs working hard in the background to spoil some of the shots. Sorry Sam )

I spent three hours there. For some of those present, it may have been a case of ooh look at the new toy. However, I think I have seen an Sikorsky S-92 somewhere before so I attended to other business.

I spent most of that time talking to Inverness SAR pilots and pilots who form part of the management team at Bristow SAR. My main concern was the regulatory framework. In 2012, my conversations with the CAA led me to believe that there was commitment within government and CAA to delivering a regulatory framework for life-saving flight that was workable for UK SAR in a service equivalent to previous providers. Today, I wanted to know whether the CAA has delivered the goods on those SAR flying rules. After conversations with several highly experienced flyers, I believe that the answer is that they have delivered.

I also spoke to people about previous civilian SAR contracts, about NVG, and about the AW189, incuding AFCS SAR modes, icing protection systems and NVG.

I spoke with pilots, Bristow management and MCA communications people about presenting more publicity with a mountain theme. In fact, I'd say I kept hammering it home. Their problem of course is that they do not yet get enough mountain work to generate footage of the gripping nature of the amazing fishing boat rescue that was recently screened again int hew Sikorsky video. Good training video would be useful and there should be some of that around already. If anyone has any good S-92 mountain training or mountain operational footage hiding on their camera card then lets see it!

36 pilots and 42 rear crew are moving to Bristow on Managed Transition. (So statistical estimate of 70 to 80 spot on.)

Bristow Inverness will operate with a really impressive proportion of former RAF Lossiemouth SAR aircrew both through Managed Transition and other routes. These guys know about mountains. Same faces, same service? Not quite. Several of them seem to be smiling a lot more now that they have seen the kit they will be working with. Less abandoning broken helicopters on mountains, less in-flight fire-fighting, less online gaming (due to aircraft offline!). So same faces, smiling more, four or five thousand shaft horsepower and the lots of super 21st century role equipment. Unlike a Sea King SAR hangar, the most sophisticated piece of equipment in the Bristow SAR hangar is NOT the entertainment system in the crew room.


The DfT and MCA are already thinking about how they will run the competition to replace this contract is 2023/26. Joined-up thinking and long-term planning in British public procurement: today's scoop! Remember where you heard it first folks.

In reply to Jim Fraser:

Thanks for keeping us up to date Jim it is appreciated . Cheers .

In reply to Jim Fraser:

Thanks for the detailed update, Jim, definitely some positive news there!

In reply to Jim Fraser:

Shiny!

In reply to drunken monkey:



Shiny and sensitive (US CFR22 Parts 120 to 130).

In reply to Jim Fraser:

Photos disappearred again. Approvals issues on UKC again perhaps?

In reply to Jim Fraser:

Bristow Humberside seems good to go.

Crunch time for Bristow Inverness.

About now, decisions are bound to be due about whether the contractual and regulatory requirements are fulfilled and thus whether the bases are ready to go live. Though Humberside has the correct aircraft and had time to get training done, Inverness has been delayed by the storm damage and the AW189 is not ready. We should not underestimate the training load that the AW189 situation places on the company and the Inverness base in particular. The storm damage has placed additional pressure on the training schedule.

If SAR Helicopter service does not start from a Bristow base on time, will it be the end of the world?

No. The implementation of this contract is a project stretching across a period of over two years. Fundamentally, service will commence when it is safe to do so. Delay will entail expense and reputational damage for Bristow. Any such expense and reputational damage will be tiny compared to the potential cost of going ahead and operating unsafely.

Has any MCA helicopter contract been delayed before?

Yes. The 2007 to 2012 contract with CHC operating at four MCA bases used aircraft new to SAR at all of those bases and there were problems, especially with the AW139. AFCS SAR modes, icing protection systems. Eh? Hang on a minute ...

In reply to Jim Fraser:

Thanks as ever, Jim. Any idea of whether there's likely to be knock-on delays with the stationing & training on 189s at other intended bases? Specifically St Athan. Thanks

In reply to Jim Fraser:


'One little-appreciated factor is that what in the past appeared to be the finest mountain flying we have ever seen was probably an extremely stupid thing to do.'

In reply to Welsh Kate:


There are currently 7 AW189 SAR version on the register with G-MCGM to G-MCGT registrations. Only G-MCGM is registered to Bristow and G-MCGN is said by some to be near acceptance and due to transfer to Bristow soon (not convinced). The remainder appear to represent the aircraft that Agusta Westland have in build at Yeovil.

Seven aircraft is enough for three bases. Those are Inverness (2 ops and 1 trg), Lydd and St Athan.

Another 2 aircraft are required for Prestwick (1st jan 2016) and Lee-on-Solent (1st April 2017).

No "knock-on delays" regarding aircraft supply. Availability of crews and the training load will determine how quickly it all rolls out once everything is approved.

In reply to Jim Fraser:

This must get the prize for the most boring thread in the world..

In reply to Gael Force:

Prize accepted.


When may I expect your cheque?


If you understood how many news articles and internet fora threads full of pointless ignorant rubbish have been prevented by boring threads like this them you might not be so negative!

In reply to Jim Fraser:

Good point...

In reply to Jim Fraser:

Thanks for the reply, Jim. This may not be the most scintillating thread forum users have seen, but it's one of the most valuable for some of us!

In reply to Jim Fraser:

Unfortunately, the Royal Air Force has recently been attempting to shoot itself in the foot.
http://www.dailyrecord.co.uk/news/scottish-news/shabby-fury-mod-cancel-fare...



(No amount of FP can overcome this level of stupidity.)

In reply to Jim Fraser:

News about the ARCC heading south.

http://news.stv.tv/north/314432-mod-to-move-scotlands-kinloss-arcc-to-fareh...
http://www.northern-scot.co.uk/News/ARCC-at-Kinloss-to-close-by-April-2016-...

In reply to Jim Fraser:

I'd like to remind you of the situation we find ourselves in with respect to SAR aircraft as the contract commencement date approaches.

The Westland Sea King helicopter fleet operated by RAF SAR Force dates from 1978 (HAR3) and 1996 (HAR3A). The Fleet Air Arm SAR aircraft are HAR5 converted from HAS5 dating from about 1981. Many of these aircraft are approaching 40 years old and are of a type first flown in 1959.

At the time that these aircraft were entering SAR service, commercial helicopter companies and the civil regulator were unhappy with the already aging S-61, of which the Sea King is a variant, because of its inferior single engine performance being unsuitable for passenger transport. Since no alternative high performer was available on the market, this led to a new design variant of the Puma that eventually became the Super Puma. Meanwhile, in UK SAR, what was broadly the same airframe, with the same performance problems, played the role of the new improved type!

Like other British helicopters, mountains were not the Westland Sea King's strong suit. British helicopters have always been primarily naval weapons systems and therefore performance much above sea level has never been an important consideration. The Sea King, like its predecessor, will Hover Out of Ground Effect (HOGE) in standard conditions at a maximum of 3200 feet. It will not have escaped your attention that this is some way short of the magic number of 4416 feet. (It hasn't escaped the attention of those who wrote the tech spec for the new contract either.) Additionally, the single engine performance referred to above means that in circumstances of nearby obstructions, it often has to operate "COMMITTED". That call of "committed", is one often heard but probably rarely understood by MRT on the intercom across the decades. On a hot summer day with still air, getting search teams out on the ground has been a slow process as the Sea King thrashes its way through thin air with two or three rescuers on board.

Three things have conspired to make the Sea King a viable aircraft for SAR in British mountains.
- It is windy, and helicopters love a wee bit of wind. It provides translational lift.
- It is cold, and helicopters love a wee bit of cold. It provides dense air to push against.
- The floppy, carbon-based, ape-descended life-forms in the green onesies.

In the 1950s SAR helicopters were needed in all sorts of places to scoop aircrew from broke jets out of the sea. At an early stage, Bristol Sycamores were stuck on trucks and hauled off to the active station in preparation for fast jet training exercises. Within about three years a network of SAR bases had developed across most of Britain. This was at a time when helicopters, in spite of maker's claims on range and speed, struggled to make it a few dozen miles without breaking down and were no faster than cars. Acklington, Aldergrove, Boulmer, Brawdy, Coltishall, Chivenor, Finningley, Horsham St Faith, Leconfield, Lee-on-Solent, Leuchars, Linton on Ouse, Lossiemouth, Manston, St Mawgan, Thornaby, Thorney Island, Valley, and Wattisham have been used as RAF SAR bases. The Fleet Air Arm also maintained a SAR capability including home land bases. First in the early 1970s, and later across the 1980s, the Coastguard let contracts with a civilian contractor. More modern aircraft became more reliable and capable so fewer based were needed. Thus we arrived, through a succession of muddled improvisations at the twelve bases that are used today. The new contract is the first entirely-planned SAR helicopter service for the UK and uses ten bases.

In 1998, the MoD formed Joint Helicopter Command. A decision was made not to absorb SAR Force and the Fleet Air Arm SAR units into JHC. That may have been the moment when their fate was sealed. However, it has not been helpful that war-fighting in far off hot places has been the primary focus of the armed forces during intervening years. There was no chance of new aircraft for any purposes not directly connected with war-fighting and if somebody wanted to take the SAR task off their hands then senior service officers were going to be delighted. In 2001, the Provision and Coverage Report was done for the MCA and then in 2006 it was updated. For one reason or another, what was set in motion around 15 years ago stumbled repeatedly until this year a single civilian contract will commence implementation. The ridiculous backdrop to this event includes military helicopters coming out of our ears as they all return from the Middle East and the Navy preparing for carrier SAR provision.

With SAR aircraft that have nearly a forty year history in the role, crews have access to a huge pool of knowledge about how the ageing Westland Sea King behaves in almost any circumstances. Although the Sikorsky S-92 is a highly capable aircraft and has been in SAR service for eight years, the knowledge base is a mere splash compared to the Sea Kings vast pool. The regulatory framework for civilian SAR in the UK during that period has not been highly developed and that has further restricted the development of the S-92 SAR knowledge base. The knowledge base for the AW189, no matter how capable the aircraft, is a tiny droplet when measured on the same scale.

Modern training methods, experienced crews and the availability of simulators will make things easier but getting out in the wild and DOING IT counts for a lot and, in particular, nothing can replace the training hours on NVG. In the early stages, every SAR operation will be an important building block.

The most important thing to remember is that these factors affecting the introduction of new aircraft would have affected military units if we had bought the RAF and Fleet Air Arm new aircraft to replace the Sea Kings. In those circumstances, there would be no stimulant for upgrading the civilian SAR regulatory framework and the four MCA bases would continue operating with an overly-restricted regulatory regime, no mountain technical requirements and no NVG.

In reply to Jim Fraser:

ADS-B shows that on Monday afternoon, the Bristow SAR second S-92A at Inverness, G-MCGI, which seems to have sat in the hangar for ages, was out flying.

In reply to Jim Fraser:

"The UK SAR Helicopter Service: The Starter's Flag is Up!"
is an article at page 12 of Casbag 36 from the eMagazine page of the Scottish Mountain Rescue website.

http://www.mountainrescuescotland.org/online-casbag/

In reply to Jim Fraser:


Unfortunately, the first version uploaded does not have the credits and captions applied to the photographs. Credits are due to Bristow Helicopters Ltd, Cockermouth MRT and Bolton MRT.

In reply to Jim Fraser:

The Sea King: Britain's Flying Past
http://www.bbc.co.uk/programmes/b01r1z3g
29 days left to watch.

In reply to Jim Fraser:


AW189 PILOT PERSPECTIVE (AW, Mar2013)
youtube.com/watch?v=ruGylnAxW8s&

AW189 (AW, Feb 2014)
youtube.com/watch?v=d0WzM2nZRrQ&

Flying in the AW189 (Cabin video, Malaysia, Mar 2015)
youtube.com/watch?v=-3wKPq2xfR0&

AW189 Helicopter Test Flight, Arlington TX (Dec 2012)
youtube.com/watch?v=EJ6_NOAIzTI&

Flight Test: AgustaWestland AW189 (Vertical, Jan 2015)
vimeo.com/120512004

In reply to Jim Fraser:

Thanks a lot for taking the time to post that Jim - it's the clearest exposition I've read anywhere about the reasons for the change, its implications - and potential teething troubles. Really appreciate it.

(Was out on the Ben on Wednesday and saw (and certainly heard) what - hopefully - may be the last rescue flight of the Paraffin Budgie thundering across after winching an unfortunate pal of Alan Halewood's from Italian Climb after being spat off by spindrift. An hour later and it was damn nearly us as well! Very glad to think they were still on station though - we'll miss them for sure).

Cheers, Col

In reply to Colin Wells:
Just watched John Sergeant's hour long film about the sea king, worth a look but sadly no mountains. On iplayer, first screened bbc2 Sunday evening.

In reply to Jim Fraser:

Lossiemouth and Leconfield's last day.

Keep safe out there.


https://heavywhalley.wordpress.com/2015/03/31/the-last-day-and-farewell-to-...

In reply to Jim Fraser:

Definitely S-92 weather this week.

In reply to Jim Fraser:
Anyone remember this..

https://www.youtube.com/show/rescue

A bit of nostalgia as we say goodbye to Rescue 137/138

In reply to Bellie:

Remember? Aye. They filmed my first callout!

In reply to Jim Fraser:
Farewell to the Sea King
by: David 'Heavy' Whalley
http://www.ukhillwalking.com/articles/page.php?id=7241

In reply to Jim Fraser:


http://www.bbc.com/news/uk-scotland-highlands-islands-32144002

In reply to Jim Fraser:

Welcome to the new era.

You will have noticed that the changeover has taken place but the sky has not fallen in.

In reply to Jim Fraser:

Rescue 951: hot handover.
https://www.facebook.com/lochabermrt/photos/pcb.807787495937122/80778646927...

But it's not about helicopters. It's about the poor soul lying in the snow.

In reply to Jim Fraser:

There's also an hour-long programme on the Sea King on BBC Radio Scotland on Saturday morning at 7am. Interviews with John Prince (mentioned above), climber and former pilot Graham Stein, Heavy, a couple of folk who have been rescued, plus the crew of Navy 177 on the day they attended the Rest and Be Thankful coach crash (just so happened we were recording with them that day, so we captured the whole incident from their point of view). It wasn't an easy job by any means as landing near the coach crash in high winds was extremely difficult.

For those outside Scotland you can listen live on the Radio Scotland website or here for 30 days: http://www.bbc.co.uk/programmes/b05p9ng4

In reply to Jim Fraser:





Packed in the Drouthy Cobbler. A few old sar boys and mrt.

CAS hasn't turned up. Surely somebody must have told him it was on?



(News has reached us that while we were chatting over a few refreshments in Elgin, the fire service were called out in North Wales after a Squadron Leader's ears burst into flames.)

In reply to Jim Fraser:




Hansard. 1925. The Lords considering a Bill for the transfer of the Coastguard from the Admiralty to the Board of Trade.

"COASTGUARD BILL
LORD ABERCONWAY
... ... Another point which, perhaps, the noble Viscount will explain is this: On what system will appointments be made to the force if this Bill passes? At present appointments, I believe, are confined to naval ratings—petty officers of the Navy. Under this Bill the President of the Board, of Trade could appoint anybody—a superannuated gardener or chauffeur, or anybody without special training. ..."


Nothing new under the sun.

In reply to Jim Fraser:

I was sat in my kayak a couple of miles of shore today reading an email with a pdf attachment about the new call signs for the new choppers when it swooped out of the sky and buzzed past.

I didn't realise that the new tech that they had included email intercept and reading screens from on high!
James

In reply to Jim Fraser:

Vertical magazine interview the Sikorsky program director.
http://www.verticalmag.com/news/article/AlookatBristowsUKSARSikorskyS92sasf...

The aircraft shown is in delivery condition and does not include the Bristow SAR interior fit. The seating arrangements are therefore temporary.

(When she refers to Hostile Environments, remember that in aviation regulatory terms, Hostile Environments includes all open sea at latitudes greater than 45 degrees.)

This and Sikorsky's heavy representation at the Inverness launch event can be taken as part of this contract's place on the world stage. This is an important event and the world is watching.

In reply to Jim Fraser:

G-MCGM (Bristow's sole AW189 SAR) was in the Brecon Beacons yesterday and now back to 'wets' off Cromer.

CG951 (Inverness S-92) was in the Southern Cairngorms and then Thurso this afternoon. No idea if it's training or a job. It was at the Southern General in Glasgow on Saturday which presumably was a hospital transfer: anybody know?

In reply to Jim Fraser:

Yep, the 189 came in over Bridgend and up to the Beacons from there. We assume it got bored with the flatlands of Norfolk

In reply to Jim Fraser:

CG951 flew down to Callander for a Medivac and then on to Glasgow Airport, I was very impressed at its return flight, less than 1 hour from Glasgow to Inverness - thats fast! Jim, do you know if it is using the remote fueling sites? I have heard that its planning to go to Oban/Inverness etc instead of using the remote sites.

In reply to Jim Fraser:



The remote fuel sites have slipped off my radar and I have forgotten to ask more about them. The sites are marked in green on one of the Bristow UK SAR maps (http://www.bristowsar.com/index.php/uk-search-and-rescue/sar-bases/) but I have not had any confirmation of this.



As for speed, these have Vne of about 165 knots and cruise of about 145 knots. 145 is 167mph or 269km/h and when flying with a good Scottish tailwind the ground speed can be quite spectacular. I tracked the Stornoway aircraft on AIS, Small Isles to Inverness, at over 200mph once. Travel NE will usually be fast with the prevailing wind. AW189 is a wee bit faster.

In reply to Jim Fraser:
If you could find out about the remote fuel sites Jim, that would be a great help.
The local Coastguard Teams were always out to give a hand every time Rescue 100 did a job, they were trained in testing the fuel and refueling the Helicopter, this saved a massive amount of time - for the casualty,MRT and crew.
If it now has to depart for 40+mins to get fuel from the closest Airport then this is certainly not as good a service as the MOD provided.
I know the new helicopters have only 4 crew (Sea Kings had 5) and if the winchman is on the hill with the casualty that only leaves 1 in the back - then refueling is very difficult.
Is this a Bristow rule or a new Coastguard rule?

In reply to Jim Fraser:

AW189 G-MCGM tour of English National Parks today. Dales, Lakes and Peak.

Not sure if was a flyby or bore-by since the ADS-B height reading seems to show it underground around the summits!

In reply to Jim Fraser:
"southern General in Glasgow on Saturday which presumably was a hospital transfer: anybody know?"


I think they were just testing out the helipad at the new hospital as the new building isn't open yet.

In reply to Jim Fraser:

The remote sites were managed and re-supplied by the military IIRC Jim. I've no idea if they have any intention of keeping that going once R177 & R178 finish up.

In reply to Jim Fraser:

Having seen the images of a couple of landings in the peak underground might not be a bad shout, not the lightest of birds. We are expecting more touching wheels than actual full landings for evacs.

In reply to Pepper:

The partial landing has always been a feature of SAR helo work and I have seen a few quite interesting ones! We can expect that both S-92 and AW189 will be doing this regularly. With low ground clearance, no matter how many wheels are touching, power may be applied to prevent the aircraft settling. That will mean more downwash while working around the aircraft. That is one of the reasons why I encourage teams to contrive situations with maximum downwash for training exercises. 'Train hard, fight easy.'

In reply to Jim Fraser:

A hole had to be dug out to protect the camera underneath, we are working to this being standard op from now on!

In reply to Pepper:



Not good.

In reply to Jim Fraser:

A video of Rescue 951 in action at Ben Nevis.

https://www.facebook.com/video.php?v=844083725629411&set=vb.19070010763...


The MCA have been coming up with videos of maritime stuff for a while. That allows people to think that the service is mainly about the sea. In terms of legal necessity, it may be true that international conventions force the UK to have such a service. However, the reality of service operation is that 70+% of jobs are LAND jobs and mountain jobs provide the most challenging part of that work. Now we have a video of a real mountain job at a low-grade climbing route on Britain's highest mountain.

A good start. Well done guys.

Winter conditions and at a significant altitude but daylight, no precipitation and 'a light breeze'.

In reply to Jim Fraser:

D Flight. End of service. 1st April 2015.

Champagne for OC D.
https://www.flickr.com/photos/59398793@N03/17001358405/in/photostream/

Final crew.
https://www.flickr.com/photos/59398793@N03/16999943042/

In reply to Jim Fraser:

It's in the local press that the south east helicopter based at Lydd will be based there for one year, but may return to Manston should that reopen as an airport.

Announced in a marginal constituency by transport minister asking with promises relating to the compulsory purchase of Manston site, now scheduled for conversion to other users...


http://m.thanetgazette.co.uk/Transport-minster-says-hopes-reopening-Manston...

In reply to Dave B:



Yes. The Bristow basing plan currently includes one temporary base.

In reply to marko-99:

The basing and surge maps provided by Bristow show remote refuelling sites at Plockton, Glenmore, Braemar, Fort William, Oban and Killin in a broadly similar pattern to the previous regime and this pattern of operation is reported to be set to continue.

This aspect seemed to take a while to sort out. However, in the end of the day it's just a tank of fuel. Yes, there are security aspects and technical aspects to fuel care but it's not really hard. JetA1 is getting moved around the Highlands every day. (If anything goes wrong with this aspect of the service then I shall ask Bristow if they want me to assimilate it into my retirement planning.)



I am not familair with this pattern of working. Where does this happen?



The normal accepted practice has been 30 minutes for refuelling plus transit time to a remote site. I have been in a mil SAR aircraft when using a remote refuelling site and that timing seems right. Faster aircraft fitted with ice protection systems mean shorter transit times and therefore shorter refuelling breaks.

CAP 999 v2 provides for SAR refuelling in the following manner.

Refuelling with passengers on board
3.12 Procedures are to be established for refuelling and de-fuelling (if applicable) with SAR passengers on board.

Training and checking process
4.7 The SAR technical crew member is to be trained in accordance with the requirements of Part-ORO Subpart TC and all applicable requirements for HHO under Part-SPA Subpart I (HHO) with the following additional items:
- 11. Conducting refuelling/defueling and rotors-running refuelling.

My 'Air-Ground Collaboration' sheet (2011) reads as follows.
" ... suggested benefits for continuous collaboration between SAR aircraft and MRT during Land SAR operations.
... ...
- When aircraft fuel is low, allows remaining fuel to be used to contribute to the operation so that the operation can continue to advance while the aircraft is refuelling."

During normal aviation operations, the following EASA recommendations apply.
Hot refuelling should only be conducted:
- in unforeseen and exceptional circumstances;
- in accordance with the specific procedures for hot refuelling established by the TC holder of the aeroplane;
- with no passenger on board, nor embarking or disembarking;
- under permission by the aerodrome operator; and
- in presence of the aerodrome Rescue and Fire Fighting Service.



Sea Kings have four: exactly the same. You must be thinking of the Highland Emergency camera op!
Wessex had 3 and SK and 61 have always had 4.

In reply to Jim Fraser:

One aspect of the remote refuelling that may arise as we go forward is that a Sea King is easily trapped by winter weather and a S-92 (or a AW189 with FIPS) is not. Once a pattern of working has been well-established with these aircraft, it is perfectly reasonable to expect that the pattern of fuelling sites and the methods of working may change.

What we already know for sure is that there will be a reduced need for remote refuelling in some conditions. Where a Sea King trapped by weather under icy winter clouds over Broadford might have to fill its tanks ready for an entire evening of hover-taxiing back to Raigmore, a S-92 just goes up through the cloud, over the top, cruises west at 170mph, puts back down over the sea in the Moray Firth and makes its way to the hospital.

In reply to Jim Fraser:

A programme about the Fastnet Race 1979 was broadcast this morning on BBC Radio 4.
"The Reunion: The Fastnet Race Disaster".

http://www.bbc.co.uk/programmes/b05q5ynq

In reply to Jim Fraser:

HUMBERSIDE: out there doing it.
youtube.com/watch?v=9TgJjNRO3bY&

INVERNESS: out there doing it.
youtube.com/watch?v=LKA2Y_0l3X0&
(The first video release of the new service doing mountain work.)