Drugs,
Since you are currently flying SAR on the S-92.....which is what I am taking from your post....you should be in a perfect position to pass on valuable information to those of us that do not fly the 92, have not flown SAR, who have not flown into Blacksod, and thereby provide an insight into what might have happened that dark, rainy, nasty night.
Punt posted two graphics, one being the CHC Route Guide graphic bearing several waypoints bearing various labels.
BLKSD Blacksod
BLKMO Blackrock
BKSDA
BKSDB
BKSDC
Earlier posts have shown the Track of R-116 from the transit across Ireland to the point it turned back from open water and began its fatal track back towards Blacksod and its impact with Blackrock.
The weather reports for the time period show a ceiling that varies from about 200-300 feet to almost a 1000 feet and visibilities that range from about 2 km to 7 km with rain, drizzle, mist, and fog being reported.
R-118 appears to have landed at Blacksod by using a different approach than did R-116....and did so perhaps twice or more.
Any explanation/guesses why two crews used different approaches that night?
Is there capability within the 92 SAR FMS that would allow for an IMC automated approach to Blacksod directly or from either BKSDB or BKSDC and not require an Open Water Approach then a Ten Mile transit at 200 Feet AGL?
Any idea why Blackrock's Identifier used BLKMO rather than say something like BLKRK (which might trigger recognition that the waypoint was exactly the Lighthouse at Blackrock and not some nearby point in space?
Care to describe the Training Curriculum your Operation uses re gaining full use of all the capabilities of the S-92 SAR Modes?
Does the S-92 SAR FMS have the ability to fix a point by means of the FLIR, GPS, Radar....then fly an automated approach to a hover either over or very close by that "Hooked" point?
Why would the ICG/CHC not have on file, surveyed and checked canned IMC Approach Procedures for known preplanned landing sites such as Blacksod?