IRISH COAST GUARD IRISH COAST GUARD SIKORSKY CHOPPERS ENHANCE COAST GUARD’S CAPABILITIES Taking a new fleet of Sikorsky S-92A helicopters re-allocated from CHC’s Coast Guard fleet in the UK, were on board and increasing the scope of its services being brought up to the full Irish specification, the final example entering service at Dublin Weston in January 2014. are just two of the main changes made by the Given that the S-61N was designed some 50 years ago and Irish Coast Guard over the last number of years. despite the fact that it carried a considerable amount of updated Guy Warner spends a day with the crew at the avionics, it is not surprising that the S-92A is a much more capable aircraft. Sligo Base to get a closer view of the operations. One of the Sligo-based captains, Ciaran Ferguson, has considerable experience of both types and as much as he liked ince I last reported on the Irish Coast Guard (IRCG) in the S-61, which he describes affectionately as ‘the DC-3 of 2011, there have been considerable changes not only to helicopters’, he is full of praise for its successor. the type of helicopter used but also to the scope of the A system check, carried out every 24 hours, is valid for 36 service provided. hours to cover a sudden call-out. In the cockpit a five-panel S Remaining the same are the provision of the aircraft, bases flatscreen multifunction display gives the two pilots a huge and crews by CHC Ireland (under a €500 million, 10-year amount of integrated information which serves to increase vastly contract, awarded in 2010) and also the vital role of the Coast their situational awareness. Guard Marine Rescue Co-ordination Centre (MRCC) Dublin and the Marine Rescue Sub Centres (MRSC) at Malin Head and A typical set-up in the cockpit: Valentia Island. 1. Primary Flight Display (PFD). Raw statistics for the Sligo Airport base alone tell a story. 2. EuroNav digital moving map on which the programmed track The record yearly total for missions accomplished up to 2012 is displayed. was 137. In July 2013 the venerable but well-loved S-61N was 3. EICAS, the systems screen giving read outs on engine replaced by a brand-new Sikorsky S-92A. Between that date and performance, fuel state, hydraulics, temperatures and April 2014, a bare 10 months, the task has doubled, with some pressures. 270 missions having been flown. 4. Radar/Nav screen with bearing and track. Notwithstanding the fact the unusually warm summer of 2013 5. PFD with an embedded EGPWS map from the Honeywell brought an increase in leisure-related SAR activity, the reasons I-band Primus 700 Weather Radar used in air-to-ground behind this astonishing increase are primarily twofold and will mapping mode. form the substance of this article. The Sikorsky S-92A EI-ICG, based SMOOTH TRANSITION at Sligo Airport, is part of the Coast The first reason is the Guard’s new fleet of choppers. introduction of a fleet of new helicopters. The first S-92A for the IRCG, EI-ICG, was delivered from the Sikorsky factory at Coatesville, Pennsylvania in early 2012 and spent the next six months at Shannon Airport engaged in training and pilot conversion. The first operational mission was from Shannon in July 2012 and the aircraft transferred to Sligo a year later. The other four helicopters, which had been IRISH COAST GUARD

ONBOARD TECHNOLOGY Integration with the winch operator and the winchman is SIKORSKY HELICOPTERS ARE BASED IN THE considerably enhanced by the fact that the picture from the FOLLOWING LOCATIONS: screen on the cabin console can be projected onto one of the cockpit screens. This provides a picture from the Wescam Mx15i Registration C/N Previous Base FLIR, which is of military standard and can be used in high Identity definition/magnification colour video and infra-red modes. EI-ICA 920145 G-SARB Dublin The crewmen’s Toughbook Ordnance Survey and Admiralty Chart based moving map is enslaved to the radar and the FLIR. EI-ICD 920152 G-SARC Shannon Another useful new feature is the tail-mounted camera, which is particularly useful when landing at a non-regular site, as it can EI-ICG 920150 N150AL Sligo monitor anyone on the ground who might be walking into danger or it could also be used in flight to confirm a fire or other hazard. EI-ICR 920151 G-CGOC Dublin The avionics suite also includes EGPWS, TCAS, a dual radar EI-ICU 920034 G-CGMU Waterford Inside the five-screen glass cockpit of the S-92A.

altimeter and a very comprehensive radio fit including TETRA (Terrestrial Trunked Radio), satellite communications, VHF, a Wulfsberg FM Marine radio plus a Chelton Direction Finding Homer. The autopilot, a Hamilton Sundstrand dual digital autopilot with dual flight directors, can be programmed for a variety of search patterns and modified for varying wind conditions. It is The S-92A crew station FLIR much more user-friendly than the S-61s and can be used within and linked map screens. considerably tighter parameters in difficult to access locations. Interestingly, when flying in the S-92, despite all the high technology aides available at the touch of a button, the non- handling pilot always had a folded map resting on his knee. Ciaran Ferguson and co-pilot, Chief Pilot Paraic Slattery said that this was done to ensure that basic map reading skills were retained and that crews did not get too reliant on automation. Another human factor that they both consider to be of great importance was that CRM should fully involve the crew of four and not just the two pilots. Additionally, standard drills (SOPs) and calls were believed to be of vital importance to ensure that there was complete understanding between the human parts of the system.

LEARNING CURVE The training given when the aircraft was introduced was very thorough, and according to Ciaran it was a huge learning curve to begin with; reading, discussing, understanding and then IRISH COAST GUARD

putting this into practice. “It is a phenomenal performance and the systems provide an ongoing challenge as we learn to exploit its potential to the full. The six-monthly eight-hour simulator checks in the highly realistic FAA Cat D facility at Farnborough are invaluable, as they enable us to practise coping with extreme situations.” He regards the S-92 as a very safe helicopter to fly; it feels very robust and gives him a feeling of great security when operating in tricky situations thus reducing the crew’s stress levels, as the pilots can push the capability of the crew and aircraft without going to the extremity of their own flying skills. The Rotor Ice Protection System (RIPS) is an innovation which is greatly appreciated and allows a completely new way of thinking for rotary-wing operations. The main and tail rotors are protected to an extent which permits flying into known icing conditions down to -40c. The twin General Electric CT7-8A 2500 shp turboshafts are another highly ABOUT THE AUTHOR significant factor when considering flight safety. They each offer almost twice the power With a life-long interest in aviation Guy than provided on the S-61 and are also fully FADEC controlled. The S-92 can fly further Warner is the author of more than 20 and faster than its predecessor, cruising at 140 kts. With minimum fuel reserves it can books and booklets on aviation, past fly out into the Atlantic 250-260 nms by day (220 nms by night) and have 30 minutes on and present, and has written a large station. number of articles for magazines in Ireland, the UK and the USA. SAFETY FEATURES He also reviews books for several In the event of mechanical or other failure the helicopter can fly on one engine and publications, gives talks to local history recover to base. Top cover by a fixed-wing aircraft is highly desirable on oceanic tasks, societies, and has appeared on TV and the provision for which has been much reduced since the retirement of the RAF’s radio programmes, discussing aspects Nimrods. of aviation history. If the Irish Air Corps, which has two CASA-235 MPA, is unavailable then a second The retired schoolteacher and S-92, probably from Shannon, could be launched to follow on behind and provide a former civil servant from Carrickfergus, welcome degree of cover. Fuel is carried in two sponsons attached to either side of the Co. Antrim, Warner is a graduate fuselage, which hold 2500 lbs each and in a 1400 auxiliary tank in the cabin. of Leicester University and later The sponsons are designed to break off in the event of a high impact landing and all Stranmillis College, have the same breakaway valve safety feature. The sponsons also contain two 14 man life-rafts with 50% overload capacity, which can be deployed automatically. More life- general accessibility for visual inspection. rafts are stowed above the tail ramp. The bulk of the work is less to do with Another safety feature is the emergency floatation system which is designed to mechanical rectification than monitoring keep the helicopter upright in conditions up to Sea State 6 (20 feet waves). Indeed, key indicators, analysing data and crashworthiness as a whole is a notable design feature of the S-92A. preventing the occurrence of component Duty engineers, Francis Perris (Airframe) and Pat Joyce (Avionics) had many years failures. Information is generated by of experience working on the S-61 and agree that the advent of the S-92 has not the Health and Usage Management necessarily reduced the maintenance task but has certainly changed its nature. System (HUMS) and after every flight The S-92 is a large and complex machine which requires staging either side to it is downloaded from a data card to a access the engines, gearbox and rotors but has been logically designed with regard to computer for analysis and troubleshooting. Pat and Francis agreed that their Duty engineer Francis Perris greatest challenge has been to organise a (Airframe), Sligo-based Captain maintenance schedule around flying that is Ciaran Ferguson, duty engineer not and cannot be scheduled by virtue of Pat Joyce (Avionics) and its very nature. winchman Conal McCarron pictured at the Sligo Base. ROOM FOR EXPERIENCE However, there is still room for experience and an engineer’s ‘feel’. The modern engineer needs to be able to sense when a defect indication is not a defect but simply a computer glitch giving an erroneous error message. There is also the adoption of a new role: HEMS-STEMI (Helicopter Emergency Medical Service – ST segment elevation myocardial infarction, which is the most serious type of heart attack). IRISH COAST GUARD

Both the winch operator and the winchman are trained to Pre-Hospital Emergency Care Council (PHECC) paramedic standards. Winchman Conal McCarron, a former HSE ambulance paramedic before being employed by CHC, showed me around the casualty treatment station in the spacious cabin, which is set up like an ambulance. Standard equipment includes a LifePort three stack stretcher system – basket type stretcher for winching, combi-board which can be used as a spinal board or a scoop stretcher; HEMS stretcher for ambulance or hospital transfers, three Braun syringe pumps for administering fluids and medication, an Oxylog 3000 plus a ventilator for use in cases of respiratory arrest. When carrying out inter-hospital Intensive Care Unit (ICU) transfers, a LifePak 15 monitor/defibrillator and a FR2 portable defibrillator is deployed in case of need in mountain rescues or perhaps when giving aid to a pilgrim stricken on the slopes of Croagh Patrick.

PROVISION OF HEMS As well as cardiac patients, the service also covers attendance A winching demonstration on board the S-92A. at major road traffic, rail incidents, individuals located in inaccessible areas and any other injuries or illnesses where straight down. I was asked if I would like to go up first and there is a significant risk to life. then stay in the cabin. This exhilarating experience certainly Ireland is one of the few countries in Europe able to provide gave me a graphic demonstration of the only quality of the HEMS round-the-clock and it is this capability which the IRCG S-61 which outscored the S-92. The downwash from the four is now able to provide. It is also noteworthy that the S-92s are fully-articulated, composite construction, tapered blades was supplemented by the Irish Air Corps. Since June 2012 a daylight phenomenal. Emergency Aeromedical Service (EAS) has been operated Winching techniques have been adapted and a higher under a Memorandum of Understanding (MOU) between the hover is favoured. On this occasion, to facilitate speed of Departments of Defence and Health. changeover the hover was maintained at about 40 feet. It An AgustaWestland AW-139 has been stationed was also hand flown, assisted by efficiency of the main rotor permanently at Athlone Barracks in the Midlands and can bring blades and the tail rotor configuration, canted at 20 degrees a HSE Advanced Paramedic quickly to the scene of a severe and acts to reduce nose-up attitude in the hover. trauma. On the return flight from Westport to Sligo Airport, Conal A liaison visit to Coast Guard personnel, half an hour’s McCarron tested the 30 million candlepower Nitesun II XP flying time to Westport, Co Mayo, gave them a comprehensive searchlight, which he advised can be used as low as 40 tour and equipment demonstration to familiarise them with the feet. He also demonstrated the Attitude Heading Reference helicopter. Winch Operator Gerard Fagan extolled the virtues of System (AHRS) that links a selected target on the FLIR the double hoist, which provided a back-up in the event of one camera to the cabin moving map display and the pilots’ radar failing. Each could deploy 300 feet of cable, with winch speed of screen. 325 feet per minute. Additionally an extra searchlight had been This again enhances crew integration and search fitted to the hoist mounting which was proving very useful. efficiency. We also discussed the underslung load role; a From his position at the cabin door, the winch operator could cargo hook located in the belly of the aircraft, which allows also control the helicopter with limited authority when in the loads up to 8000lbs to be carried. This capability allows hover – 15 knots forward/aft/left /right over the speed selected the Coast Guard to utilise the aircraft to respond to marine by the pilot – a very useful facility when over a tricky site as the pollution incidents within Ireland’s Exclusive Economic Zone pilots would not be able to see anything of it from the cockpit. (EEZ). A network of suitable emergency sites is being surveyed I was most impressed by the equipment and skills which I and photographed all over Ireland, at which a rendezvous with saw in action, as well as by the obvious dedication of a tightly the Coast Guard or an ambulance could be planned. The use of knit, quietly proud team. A summary of the current position as ‘ad-hoc’ sites in a field or other clear space are, of course, part made by several of the crew is that the S-92 can do a bigger of the job but given the multiplicity of wires stretching across and better job, more efficiently than was possible before. the landscape, the more pre-surveyed sites the better as far as Another additional enhancement will be the introduction of the crews are concerned. The provision of an integral auxiliary Night Vision Goggle (NVG) equipment, to be fully established power unit (APU) greatly increases the S-92’s flexibility of across the fleet within 18 months. operations away from base. Guy Warner would like to thank all those mentioned in this BIGGER AND BETTER article, in particular Derek Flanagan at Malin Head and Ger When it came time to depart from Westport, the plan was to Hegarty in Dublin. This article is available online at winch the Coast Guard personnel two at a time straight up and www.flyinginireland.com