Silsoe, the problem (I suspect) is that NPAS will have to appease the CAA about flight following. You partly commented on the problem, in that the 'mids' forces didn't have a dedicated control room - so one could argue, who is the dedicated key holder for safety throughout the launch, transit, prosecution and recovery process, in that instance? There has to be continuity nationally for flight safety/following.
This could be the start of a "swiss cheese" scenario (SMS). It is all very well complying with "flight following" verbatim, so as to tick that AOC box, but in reality how does the AOC holder take responsibility for ensuring that the helicopter flying out of one airbase is fully serviceable in all respects, with that particular crew onboard fully trained and fully qualified to do the task in another region in unfamiliar terrain? NPAS owns the aircraft, another 'force' owns the dispatch authority and another 'force' owns the region where the tasking and communications take place.
God forbid - if a cab stoofed, the CC of W Yorks would get it in the neck as he is the AOC holder, but who cocked up:
NPAS as owners of the a/c.
NPAS as owners for the training/equiping/legislators
Kent as Dispatchers.
CC of the requesting regional force conducting the tasking.
Who actually ensures everyone is singing from the same hymn sheet:
Maintenance/paperwork current for all the cabs nationwide.
Aircrew medicals current/CRM/LPC's etc etc
Training: sufficient night trng/mountains/IF etc
Fatigue: shift patterns / Callout availability etc
Who (in dispatch) assesses endurance/ right aircraft for the job/weather/diversions/future tasking/comms.
Please, please will someone apply some common sense here and atleast offer sound technical advice for applicants to become a dispatching facility????