Initially the ARCC(K) will continue to task the assets as they have the infrastructure and expertise so to do. Eventually the aspiration is for this function to move down to the south of England and be assimilated into/assumed by the MCA. The plan is on hold at present as there is no money left.

Allegedly.

Crab, you makes your choices .....

The statement explains it all nicely.

So where are the AW139s likely to go if not Lee or Portland ?

Flight Global
Bristow details AW189 contingency for UK SAR contract - 11/20/2014 - Flight Global

Making the assumption that each of the ten bases will have in the region of ten pilots and ten rear crew plus I understand there will be a few floating trainers etc then for the military to be only providing approx 25% of the final pilot numbers seems a bit thin. Rear crew numbers seem more appropriate. Or is it that the 25 does not include the mil pilots who appreciated a managed transition was never going to put their interests first so took the initiative to jump a bit early and temporarily into oil and gas cockpits to gain some type experience before being moved back into SAR seats?

There appears to be a substantial body of PVR and other ex-mil in the recent intakes. Add to that the traditional obfuscation of FOI outputs which means that the most likely numbers for Managed Transition are 70 to 80. Roughly 70% MT are probably RAF, so it appears that quality and quantity have gone some way to overcoming decades-old prejudices at HMS Bristow.

Just hang on while we work out what that contingency is. I do love a bit of management speak. We are a reactionary industry so trying to plan something in advance maybe a step too far!

I think they will lift the Lydd on the contingency plan soon.


(See what I did there)

So after years of Lee on Solent and Portland wrestling over the same bit of English Channel, we're now going to have Lee on Solent and Lydd wrestling over the same bit of English Channel. Meanwhile, if Humberside go u/s virtually the entire North Sea is without a SAR aircraft. Whose f^#king idea was this?

Clacton Airfield would be a good solution.

I thought the contract mandated something 'in the vicinity of Wattisham Airfield'. How the hell does Lydd meet that specification?

Maybe they used Ryanair's criteria where 'in the vicinity of' allowed great artistic interpretation

Apologies for the foray into this thread, but it seems the most appropriate place to ask.

Does anyone know how the new SAR fleet will operate in to airfields such as Caernarfon which have no instrument approach?
I've heard mention that GPS let downs will be used - however CAA rules dictate that this has to be overseen by ATC or AFISO (Caernarfon is Air/Ground), and in any case, in the case of Caernarfon there are two pretty big wind turbines on the airfield.

Anyone know ?

Easy, internal radar letdown to the coast followed by a short hover taxi over the beach

Sure, I don't doubt the aircraft are capable; it's more the level of ATS being offered that I was wondering about.

Does it make a difference what they can offer? If the a/c does a poor vis approach/ let down then provided its done properly you don't need ats to give a service.

Looking at Caernarfon's location, a prevailing westerly wind will create difficulties for an aircraft that only has a 120 degree radar and is trying to let down to the coast in poor visibility. The S92 can really bite when transitioning down with a sizeable crosswind component.

Oh no............ Not the radar debate again.

Squadgy:
If they are coming back as a NON SAR asset then standard GA CAA rules exist.
Thus:
Outcas ClassG: all they have to do is call the ATS and get permission to enter thir ATZ. If no radio manned then simply avoid colliding with any other traffic. For ClassG <3000' this means fly at a speed to avoid crashing with the ground and or other a/c.
IF the wx is particularly pants then divert to Valley with a full ILS.