Crabette
26th Nov 2003, 15:24
Found this on the Maritime & Coastguard Agency website. Well done guys, good work and it's good to see recognition for all the great work you do. Although I'm sure it's all in another days work. You deserve your money. Safe flying to all the SAR crews out there.
Press Notice No: 341/03
Tuesday, November 25, 2003
Posted 08:08 GMT
COASTGUARD HELICOPTER CREW TO RECEIVE QUEEN’S AWARD
The crew of the Coastguard Rescue Helicopter based in Stornoway, in the Outer Hebrides, are to be honoured by the Queen for their rescue of 9 crewmen from the fishing vessel “HANSA”, which sank 200 miles south west of the Outer Hebrides, on 5th March 2001.
Winchman Chris Murray is to receive the Queen’s Gallantry Medal for remaining in the liferaft, despite suffering a painful shoulder injury, and evacuating all nine survivors to the helicopter.
The other three members of the crew that night, Pilot Clark Broad, Co-Pilot Neill Stephenson and Winch Operator Julian “Smiler” Grinney will receive the Queen’s Commendation for Bravery in the Air for keeping the helicopter in position, in gale force winds and heavy swells, to enable the safe evacuation of the fishing vessels crew.
When the Rescue Helicopter eventually landed at Benbecula, the nearest point of land to the scene, they only had 5 minutes fuel remaining on board the helicopter.
The Chief Coastguard John Astbury said:
“We are immensely proud that these Awards have been gained in the finest traditions of Search and Rescue, and show that these individuals did their up most to save the lives of those in danger. Our helicopter crew displayed great courage and initiative putting the lives of others before their own safety, and I am delighted and honoured that these Commendations have been announced today.”
Notes to Editors:
1. Photographs are available of the rescued crew and of the Coastguard helicopter `Mike Uniform’.
2. The Maritime and Coastguard Agency have four Coastguard Rescue Helicopter bases, operated by Bristow Helicopters Limited, at Stornoway, Lerwick in Shetland, Portland in Dorset and Lee on Solent in Hampshire.
Details of the Hansa incident:
At 11:08pm on 5 March 2001, Maritime Rescue Co-ordination Centre (MRCC) Clyde, Scotland, UK, received a 406MHz Emergency Position Indicating Radio Beacon (EPIRB) alert.
A Canadian Aurora Maritime Patrol Aircraft was diverted from an exercise over the Atlantic to investigate.
The EPIRB identified the East German fishing vessel “HANSA”. A Royal Air Force Nimrod Maritime Patrol Aircraft was scrambled to assist in the search.
At 00:30am the Commander of the Coastguard Rescue Helicopter based in Stornoway was called at home and informed that a 406 MHz hit had been received approximately 200 nautical miles south west of Benbecula in the Outer Hebrides. The Rescue Helicopter “Rescue MU” (RMU) was tasked to proceed to Benbecula (nearest fuel and also the most Westerly point of land to the incident) to refuel to maximum and await instructions.
Weather conditions were: Wind Velocity: South Westerly 35 to 45 knots (40-52mph) Gale force 8, Sea State Rough with a Heavy Swell, visibility 7000 metres with a cloud base of 2000 ft.
En route to Benbecula RMU was informed that a Liferaft had been sighted and it’s position passed, but it could not be determined if there were any casualties onboard. The helicopter crew calculated the position to be 205 nautical miles from Benbecula. With the present and forecast wind they estimated they would have 20 minutes on-scene to carry out a rescue, utilising a maximum over-loaded fuel state incorporating the use of the internal long-range tank. This would allow a landing back at Benbecula with a 15 minute fuel reserve.
Upon arrival on scene, with no spare fuel to search and without radar or Forward Looking Infer Red (FLIR) contact, the crew had to trust that the last position passed was accurate. It was pitch black being totally overcast, the aircraft is not equipped for Night Vision Goggle cockpit operations. The aircraft used an automatic transition to gain a hover in the last position given. When the Winch Operator opened the aircraft door, he noticed a faint light in the 4 o’clock position. The aircraft was established in an automatic hover and manoeuvred by the Winch Operator using auxiliary manual control from the winching position. The sea state was so big and confused that the aircraft system could not cope and continually un-coupled the auto hover. The Commander elected to help the system by flying the height channel manually with the co-pilot calling heights. This meant that he had to keep the aircraft low enough to winch, but not so low as to be hit by the sea.
It would have been impossible to lower a Hi-line to the Liferaft (the preferred method) as the survivors inside the Liferaft and under its canopy would not have seen it with the sea spray and aircraft lights. The Winchman would have to be lowered straight into the raft accurately and quickly. This is difficult enough in good conditions. The Winch Operator did an amazing job and positioned his winch man on top of the raft first time, from where he deployed his Hi-line. The aircraft was having great difficulty holding a hover over the moving raft. At times the winchman used his own brute strength to keep the raft from being blown/washed away from the helicopter.
Nine casualties were found to be in the raft. Despite the survivor effects of being wet, cold and suffering from shock, the winchman quickly and efficiently took charge of the survivors, mostly non-English speaking. He was able to continually strop and dispatch them clear two at a time into the aircraft from the wildly unstable and crowded platform he found himself in. During the operation the Winch Operator suffered a painful shoulder abduction injury caused by the rapid lateral outward movement of the winch cable in the high Sea State, but he carried on working quickly despite his injury.
After 20 minutes of outstanding crew co-operation and perseverance, 9 survivors and the winchman were recovered to the aircraft.
The rescue had used 5 minutes of reserve fuel and the crew concern was that the wind would not be any more adverse than forecast. The helicopter rapidly headed for the nearest point of inhabited land, the coastal airfield of Benbecula.
Shortly after departing the rescue scene the crew ascertained from the Captain of the “HANSA” (one of the 9 survivors) that 16 men had entered the water from the rapidly sinking boat, this left 7 men still missing. These men all had some form of floatation including 5 in survival suits. The difficult decision to leave the search area with 7 potential survivors nearby was made for the sake of the majority involved. The options to use a nearby container ship or attempt a landfall on the remote island of St Kilda in the prevailing conditions was discussed by the crew and ruled out.
The Maritime Patrol Aircraft and ships in the area continued to search.
The survivors were hypothermic and in various states of shock, but otherwise uninjured. Unfortunately the aircraft heater could not be used as it would consume valuable engine fuel and the en-route winds now posed a new concern. The crew determined that with only 10 minutes reserve fuel, they should conserve every pound. The helicopter coasted in and landed on the shore side runway threshold at Benbecula with a total of 5 minutes fuel remaining until tanks dry and ground taxied clear.
The survivors were passed to awaiting medical care and the aircraft re-fuelled in preparation to return to the scene if required.
Press Notice No: 341/03
Tuesday, November 25, 2003
Posted 08:08 GMT
COASTGUARD HELICOPTER CREW TO RECEIVE QUEEN’S AWARD
The crew of the Coastguard Rescue Helicopter based in Stornoway, in the Outer Hebrides, are to be honoured by the Queen for their rescue of 9 crewmen from the fishing vessel “HANSA”, which sank 200 miles south west of the Outer Hebrides, on 5th March 2001.
Winchman Chris Murray is to receive the Queen’s Gallantry Medal for remaining in the liferaft, despite suffering a painful shoulder injury, and evacuating all nine survivors to the helicopter.
The other three members of the crew that night, Pilot Clark Broad, Co-Pilot Neill Stephenson and Winch Operator Julian “Smiler” Grinney will receive the Queen’s Commendation for Bravery in the Air for keeping the helicopter in position, in gale force winds and heavy swells, to enable the safe evacuation of the fishing vessels crew.
When the Rescue Helicopter eventually landed at Benbecula, the nearest point of land to the scene, they only had 5 minutes fuel remaining on board the helicopter.
The Chief Coastguard John Astbury said:
“We are immensely proud that these Awards have been gained in the finest traditions of Search and Rescue, and show that these individuals did their up most to save the lives of those in danger. Our helicopter crew displayed great courage and initiative putting the lives of others before their own safety, and I am delighted and honoured that these Commendations have been announced today.”
Notes to Editors:
1. Photographs are available of the rescued crew and of the Coastguard helicopter `Mike Uniform’.
2. The Maritime and Coastguard Agency have four Coastguard Rescue Helicopter bases, operated by Bristow Helicopters Limited, at Stornoway, Lerwick in Shetland, Portland in Dorset and Lee on Solent in Hampshire.
Details of the Hansa incident:
At 11:08pm on 5 March 2001, Maritime Rescue Co-ordination Centre (MRCC) Clyde, Scotland, UK, received a 406MHz Emergency Position Indicating Radio Beacon (EPIRB) alert.
A Canadian Aurora Maritime Patrol Aircraft was diverted from an exercise over the Atlantic to investigate.
The EPIRB identified the East German fishing vessel “HANSA”. A Royal Air Force Nimrod Maritime Patrol Aircraft was scrambled to assist in the search.
At 00:30am the Commander of the Coastguard Rescue Helicopter based in Stornoway was called at home and informed that a 406 MHz hit had been received approximately 200 nautical miles south west of Benbecula in the Outer Hebrides. The Rescue Helicopter “Rescue MU” (RMU) was tasked to proceed to Benbecula (nearest fuel and also the most Westerly point of land to the incident) to refuel to maximum and await instructions.
Weather conditions were: Wind Velocity: South Westerly 35 to 45 knots (40-52mph) Gale force 8, Sea State Rough with a Heavy Swell, visibility 7000 metres with a cloud base of 2000 ft.
En route to Benbecula RMU was informed that a Liferaft had been sighted and it’s position passed, but it could not be determined if there were any casualties onboard. The helicopter crew calculated the position to be 205 nautical miles from Benbecula. With the present and forecast wind they estimated they would have 20 minutes on-scene to carry out a rescue, utilising a maximum over-loaded fuel state incorporating the use of the internal long-range tank. This would allow a landing back at Benbecula with a 15 minute fuel reserve.
Upon arrival on scene, with no spare fuel to search and without radar or Forward Looking Infer Red (FLIR) contact, the crew had to trust that the last position passed was accurate. It was pitch black being totally overcast, the aircraft is not equipped for Night Vision Goggle cockpit operations. The aircraft used an automatic transition to gain a hover in the last position given. When the Winch Operator opened the aircraft door, he noticed a faint light in the 4 o’clock position. The aircraft was established in an automatic hover and manoeuvred by the Winch Operator using auxiliary manual control from the winching position. The sea state was so big and confused that the aircraft system could not cope and continually un-coupled the auto hover. The Commander elected to help the system by flying the height channel manually with the co-pilot calling heights. This meant that he had to keep the aircraft low enough to winch, but not so low as to be hit by the sea.
It would have been impossible to lower a Hi-line to the Liferaft (the preferred method) as the survivors inside the Liferaft and under its canopy would not have seen it with the sea spray and aircraft lights. The Winchman would have to be lowered straight into the raft accurately and quickly. This is difficult enough in good conditions. The Winch Operator did an amazing job and positioned his winch man on top of the raft first time, from where he deployed his Hi-line. The aircraft was having great difficulty holding a hover over the moving raft. At times the winchman used his own brute strength to keep the raft from being blown/washed away from the helicopter.
Nine casualties were found to be in the raft. Despite the survivor effects of being wet, cold and suffering from shock, the winchman quickly and efficiently took charge of the survivors, mostly non-English speaking. He was able to continually strop and dispatch them clear two at a time into the aircraft from the wildly unstable and crowded platform he found himself in. During the operation the Winch Operator suffered a painful shoulder abduction injury caused by the rapid lateral outward movement of the winch cable in the high Sea State, but he carried on working quickly despite his injury.
After 20 minutes of outstanding crew co-operation and perseverance, 9 survivors and the winchman were recovered to the aircraft.
The rescue had used 5 minutes of reserve fuel and the crew concern was that the wind would not be any more adverse than forecast. The helicopter rapidly headed for the nearest point of inhabited land, the coastal airfield of Benbecula.
Shortly after departing the rescue scene the crew ascertained from the Captain of the “HANSA” (one of the 9 survivors) that 16 men had entered the water from the rapidly sinking boat, this left 7 men still missing. These men all had some form of floatation including 5 in survival suits. The difficult decision to leave the search area with 7 potential survivors nearby was made for the sake of the majority involved. The options to use a nearby container ship or attempt a landfall on the remote island of St Kilda in the prevailing conditions was discussed by the crew and ruled out.
The Maritime Patrol Aircraft and ships in the area continued to search.
The survivors were hypothermic and in various states of shock, but otherwise uninjured. Unfortunately the aircraft heater could not be used as it would consume valuable engine fuel and the en-route winds now posed a new concern. The crew determined that with only 10 minutes reserve fuel, they should conserve every pound. The helicopter coasted in and landed on the shore side runway threshold at Benbecula with a total of 5 minutes fuel remaining until tanks dry and ground taxied clear.
The survivors were passed to awaiting medical care and the aircraft re-fuelled in preparation to return to the scene if required.