IRISH COAST GUARD - Emergency Services Ireland

IRISH COAST GUARD
IRISH COAST GUARD
SIKORSKY CHOPPERS
ENHANCE COAST
GUARD’S CAPABILITIES
Taking a new fleet of Sikorsky S-92A helicopters
on board and increasing the scope of its services
are just two of the main changes made by the
Irish Coast Guard over the last number of years.
Guy Warner spends a day with the crew at the
Sligo Base to get a closer view of the operations.
S
ince I last reported on the Irish Coast Guard (IRCG) in
2011, there have been considerable changes not only to
the type of helicopter used but also to the scope of the
service provided.
Remaining the same are the provision of the aircraft, bases
and crews by CHC Ireland (under a €500 million, 10-year
contract, awarded in 2010) and also the vital role of the Coast
Guard Marine Rescue Co-ordination Centre (MRCC) Dublin
and the Marine Rescue Sub Centres (MRSC) at Malin Head and
Valentia Island.
Raw statistics for the Sligo Airport base alone tell a story.
The record yearly total for missions accomplished up to 2012
was 137. In July 2013 the venerable but well-loved S-61N was
replaced by a brand-new Sikorsky S-92A. Between that date and
April 2014, a bare 10 months, the task has doubled, with some
270 missions having been flown.
Notwithstanding the fact the unusually warm summer of 2013
brought an increase in leisure-related SAR activity, the reasons
behind this astonishing increase are primarily twofold and will
form the substance of this
article.
SMOOTH TRANSITION
The first reason is the
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
re-allocated from CHC’s Coast Guard fleet in the UK, were
being brought up to the full Irish specification, the final example
entering service at Dublin Weston in January 2014.
Given that the S-61N was designed some 50 years ago and
despite the fact that it carried a considerable amount of updated
avionics, it is not surprising that the S-92A is a much more
capable aircraft.
One of the Sligo-based captains, Ciaran Ferguson, has
considerable experience of both types and as much as he liked
the S-61, which he describes affectionately as ‘the DC-3 of
helicopters’, he is full of praise for its successor.
A system check, carried out every 24 hours, is valid for 36
hours to cover a sudden call-out. In the cockpit a five-panel
flatscreen multifunction display gives the two pilots a huge
amount of integrated information which serves to increase vastly
their situational awareness.
A typical set-up in the cockpit:
1. Primary Flight Display (PFD).
2. EuroNav digital moving map on which the programmed track
is displayed.
3. EICAS, the systems screen giving read outs on engine
performance, fuel state, hydraulics, temperatures and
pressures.
4. Radar/Nav screen with bearing and track.
5. PFD with an embedded EGPWS map from the Honeywell
I-band Primus 700 Weather Radar used in air-to-ground
mapping mode.
The Sikorsky S-92A EI-ICG, based
at Sligo Airport, is part of the Coast
Guard’s new fleet of choppers.
IRISH COAST GUARD
ONBOARD TECHNOLOGY
Integration with the winch operator and the winchman is
considerably enhanced by the fact that the picture from the
screen on the cabin console can be projected onto one of the
cockpit screens. This provides a picture from the Wescam Mx15i
FLIR, which is of military standard and can be used in high
definition/magnification colour video and infra-red modes.
The crewmen’s Toughbook Ordnance Survey and Admiralty
Chart based moving map is enslaved to the radar and the FLIR.
Another useful new feature is the tail-mounted camera, which is
particularly useful when landing at a non-regular site, as it can
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.
The avionics suite also includes EGPWS, TCAS, a dual radar
SIKORSKY HELICOPTERS ARE BASED IN THE
FOLLOWING LOCATIONS:
Registration
C/N
Previous
Identity
Base
EI-ICA
920145
G-SARB
Dublin
EI-ICD
920152
G-SARC
Shannon
EI-ICG
920150
N150AL
Sligo
EI-ICR
920151
G-CGOC
Dublin
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
much more user-friendly than the S-61s and can be used within
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 nonhandling 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
The S-92A crew station FLIR
and linked map screens.
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
significant factor when considering flight safety. They each offer almost twice the power
than provided on the S-61 and are also fully FADEC controlled. The S-92 can fly further
and faster than its predecessor, cruising at 140 kts. With minimum fuel reserves it can
fly out into the Atlantic 250-260 nms by day (220 nms by night) and have 30 minutes on
station.
SAFETY FEATURES
In the event of mechanical or other failure the helicopter can fly on one engine and
recover to base. Top cover by a fixed-wing aircraft is highly desirable on oceanic tasks,
the provision for which has been much reduced since the retirement of the RAF’s
Nimrods.
If the Irish Air Corps, which has two CASA-235 MPA, is unavailable then a second
S-92, probably from Shannon, could be launched to follow on behind and provide a
welcome degree of cover. Fuel is carried in two sponsons attached to either side of the
fuselage, which hold 2500 lbs each and in a 1400 auxiliary tank in the cabin.
The sponsons are designed to break off in the event of a high impact landing and all
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 liferafts are stowed above the tail ramp.
Another safety feature is the emergency floatation system which is designed to
keep the helicopter upright in conditions up to Sea State 6 (20 feet waves). Indeed,
crashworthiness as a whole is a notable design feature of the S-92A.
Duty engineers, Francis Perris (Airframe) and Pat Joyce (Avionics) had many years
of experience working on the S-61 and agree that the advent of the S-92 has not
necessarily reduced the maintenance task but has certainly changed its nature.
The S-92 is a large and complex machine which requires staging either side to
access the engines, gearbox and rotors but has been logically designed with regard to
Duty engineer Francis Perris
(Airframe), Sligo-based Captain
Ciaran Ferguson, duty engineer
Pat Joyce (Avionics) and
winchman Conal McCarron
pictured at the Sligo Base.
ABOUT THE AUTHOR
With a life-long interest in aviation Guy
Warner is the author of more than 20
books and booklets on aviation, past
and present, and has written a large
number of articles for magazines in
Ireland, the UK and the USA.
He also reviews books for several
publications, gives talks to local history
societies, and has appeared on TV and
radio programmes, discussing aspects
of aviation history.
The retired schoolteacher and
former civil servant from Carrickfergus,
Co. Antrim, Warner is a graduate
of Leicester University and later
Stranmillis College,
general accessibility for visual inspection.
The bulk of the work is less to do with
mechanical rectification than monitoring
key indicators, analysing data and
preventing the occurrence of component
failures. Information is generated by
the Health and Usage Management
System (HUMS) and after every flight
it is downloaded from a data card to a
computer for analysis and troubleshooting.
Pat and Francis agreed that their
greatest challenge has been to organise a
maintenance schedule around flying that is
not and cannot be scheduled by virtue of
its very nature.
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
at major road traffic, rail incidents, individuals located in
inaccessible areas and any other injuries or illnesses where
there is a significant risk to life.
Ireland is one of the few countries in Europe able to provide
HEMS round-the-clock and it is this capability which the IRCG
is now able to provide. It is also noteworthy that the S-92s are
supplemented by the Irish Air Corps. Since June 2012 a daylight
Emergency Aeromedical Service (EAS) has been operated
under a Memorandum of Understanding (MOU) between the
Departments of Defence and Health.
An AgustaWestland AW-139 has been stationed
permanently at Athlone Barracks in the Midlands and can bring
a HSE Advanced Paramedic quickly to the scene of a severe
trauma.
A liaison visit to Coast Guard personnel, half an hour’s
flying time to Westport, Co Mayo, gave them a comprehensive
tour and equipment demonstration to familiarise them with the
helicopter. Winch Operator Gerard Fagan extolled the virtues of
the double hoist, which provided a back-up in the event of one
failing. Each could deploy 300 feet of cable, with winch speed of
325 feet per minute. Additionally an extra searchlight had been
fitted to the hoist mounting which was proving very useful.
From his position at the cabin door, the winch operator could
also control the helicopter with limited authority when in the
hover – 15 knots forward/aft/left /right over the speed selected
by the pilot – a very useful facility when over a tricky site as the
pilots would not be able to see anything of it from the cockpit.
A network of suitable emergency sites is being surveyed
and photographed all over Ireland, at which a rendezvous with
the Coast Guard or an ambulance could be planned. The use of
‘ad-hoc’ sites in a field or other clear space are, of course, part
of the job but given the multiplicity of wires stretching across
the landscape, the more pre-surveyed sites the better as far as
the crews are concerned. The provision of an integral auxiliary
power unit (APU) greatly increases the S-92’s flexibility of
operations away from base.
BIGGER AND BETTER
When it came time to depart from Westport, the plan was to
winch the Coast Guard personnel two at a time straight up and
A winching demonstration on board the S-92A.
straight down. I was asked if I would like to go up first and
then stay in the cabin. This exhilarating experience certainly
gave me a graphic demonstration of the only quality of the
S-61 which outscored the S-92. The downwash from the four
fully-articulated, composite construction, tapered blades was
phenomenal.
Winching techniques have been adapted and a higher
hover is favoured. On this occasion, to facilitate speed of
changeover the hover was maintained at about 40 feet. It
was also hand flown, assisted by efficiency of the main rotor
blades and the tail rotor configuration, canted at 20 degrees
and acts to reduce nose-up attitude in the hover.
On the return flight from Westport to Sligo Airport, Conal
McCarron tested the 30 million candlepower Nitesun II XP
searchlight, which he advised can be used as low as 40
feet. He also demonstrated the Attitude Heading Reference
System (AHRS) that links a selected target on the FLIR
camera to the cabin moving map display and the pilots’ radar
screen.
This again enhances crew integration and search
efficiency. We also discussed the underslung load role; a
cargo hook located in the belly of the aircraft, which allows
loads up to 8000lbs to be carried. This capability allows
the Coast Guard to utilise the aircraft to respond to marine
pollution incidents within Ireland’s Exclusive Economic Zone
(EEZ).
I was most impressed by the equipment and skills which I
saw in action, as well as by the obvious dedication of a tightly
knit, quietly proud team. A summary of the current position as
made by several of the crew is that the S-92 can do a bigger
and better job, more efficiently than was possible before.
Another additional enhancement will be the introduction of
Night Vision Goggle (NVG) equipment, to be fully established
across the fleet within 18 months.
Guy Warner would like to thank all those mentioned in this
article, in particular Derek Flanagan at Malin Head and Ger
Hegarty in Dublin. This article is available online at
www.flyinginireland.com