Irish Air Corps SAR bid machine costs
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Under what regulations do you suggest that military pilots with military licences and civilian pilots with civilian licences operate under?
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Do the IAC pilots operate on EASA licences?
Do the IAC have an AOC?
Do the IAC have a EASA Part 145?
Do the IAC have a EASA Part CAMO?
Your suggestion is to outsource it, is it to outsource it to a IAA EASA AOC holder, if so then how do you suggest IAC pilots operate civilian registered aircraft.
Do the IAC have an AOC?
Do the IAC have a EASA Part 145?
Do the IAC have a EASA Part CAMO?
Your suggestion is to outsource it, is it to outsource it to a IAA EASA AOC holder, if so then how do you suggest IAC pilots operate civilian registered aircraft.
Do the IAC pilots operate on EASA licences?
Do the IAC have an AOC?
Do the IAC have a EASA Part 145?
Do the IAC have a EASA Part CAMO?
Your suggestion is to outsource it, is it to outsource it to a IAA EASA AOC holder, if so then how do you suggest IAC pilots operate civilian registered aircraft.
Do the IAC have an AOC?
Do the IAC have a EASA Part 145?
Do the IAC have a EASA Part CAMO?
Your suggestion is to outsource it, is it to outsource it to a IAA EASA AOC holder, if so then how do you suggest IAC pilots operate civilian registered aircraft.
Far from arguing the point but it did not and still does not stop them doing HEMS which under EU Ops (read LAW) is a CAT function requiring all of the above.....
It would be great to hear from the civilian contract engineers for Airbus UK and the likes who have won open tender contracts for maintenance of IAC airframes such as police as to some of the issues they have faced or had to repair. It would be great also to read the report from the previously acknowledged AW139 initial ferry flight from Italy across Europe. Has it been published by the ENAC or their accident investigation counterparts?
Laying aside , there be a nightmare as Donner rightly says.
I am of the adage ‚if it ain’t broke don’t fix it‘ but here’s the thing what is a near perfect solution.
Also interesting Crab‘s observation of Mother Rucker, I heard from the Heeresflieger (or was it Luftwaffe?)Huey pilots at Yeovilton Air Day 07 about some of the Mother Rucker Bundeswehr graduates who needed more tutoring when they returned to Germany. In short concerns about the Level of tutoring the students receive in Alabama. Met a CH-53GA/GS Luftwaffe crew at Austrian Helidays 2016 and the Aircraft Commander was wearing US Army aviator wings as he himself was one of the cadre of Heeresflieger who transferred few years earlier when Major changes took place with airframes being divested between the Heeresflieger and Luftwaffe.
cheers
So the Irish Coast Guards Sar tender page stated that a decision will be made in late Q2 on the model of the next contract. Rumour abound that the Air Corp have pulled the wool and got back in . SAR crew recruitment has started with external help from Heli Ops. Anyone else hearing the same
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So the Irish Coast Guards Sar tender page stated that a decision will be made in late Q2 on the model of the next contract. Rumour abound that the Air Corp have pulled the wool and got back in . SAR crew recruitment has started with external help from Heli Ops. Anyone else hearing the same
Currently recruiting direct entry aircraft maintenance technicians, bypassing the traditional apprentice program. Going out on a limb to assume pay and benefits will not match industry standards as the defense forces personnel have been underpaid for years, unlike their civil service peers, the Gardai.
This is obviously an attempt to stem the outflow of personnel which again begs the question of adequate staffing to run a SAR contract. Heavy maintenance is now outsourced to the civil side with the AW139’s flown to Belgium for tear downs.
Watch this space, next it will be direct entry pilots albeit invitations to those with previous (military SAR) experience.
This is obviously an attempt to stem the outflow of personnel which again begs the question of adequate staffing to run a SAR contract. Heavy maintenance is now outsourced to the civil side with the AW139’s flown to Belgium for tear downs.
Watch this space, next it will be direct entry pilots albeit invitations to those with previous (military SAR) experience.
So the Irish Coast Guards Sar tender page stated that a decision will be made in late Q2 on the model of the next contract. Rumour abound that the Air Corp have pulled the wool and got back in . SAR crew recruitment has started with external help from Heli Ops. Anyone else hearing the same
N-star, the Sea-king may be `old`but many Navies/Air forces have used it for 50+ years .The radar has/had a 15/20 *degree blind-arc ahead,but using the appropriate techniques and good Crew co-operation that did not impose any limitation on crews ability to do IMC,or night IMC /NVG letdowns,even with ,in it`s earlier Mks a simplex autopilot/AFCS with full transition-down,hover/transition-up modes.
N-star, the Sea-king may be `old`but many Navies/Air forces have used it for 50+ years .The radar has/had a 15/20 *degree blind-arc ahead,but using the appropriate techniques and good Crew co-operation that did not impose any limitation on crews ability to do IMC,or night IMC /NVG letdowns,even with ,in it`s earlier Mks a simplex autopilot/AFCS with full transition-down,hover/transition-up modes.
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That’s fine if the radar is working, rumour has it those Sea-kings being used to train navy pilots for a certain country in the EU are doing letdowns at night on NVIS only.
N-star, the Sea-king may be `old`but many Navies/Air forces have used it for 50+ years .The radar has/had a 15/20 *degree blind-arc ahead,but using the appropriate techniques and good Crew co-operation that did not impose any limitation on crews ability to do IMC,or night IMC /NVG letdowns,even with ,in it`s earlier Mks a simplex autopilot/AFCS with full transition-down,hover/transition-up modes.
N-star,/norwy,,there is no reason why you should not train NVG letdowns without radar.In military operations,radar is not used,as it is a big `flag`,so you use the other aids you have.And above all else you should do a lot of pre-planning,using a map,for land or sea,otherwise reliance on databases in FMSs can lead you astray,as evidenced by the loss of the ICG S-92,an aircraft that has a fairly complete suite of navigation and advanced FCS,including radar...However,if you do not do the appropriate training and currency........?
You may not be aware .but military crews do not have `licences`,nor AOCs,etc,etc...they may ,of course hold such licences in a private capacity,but not under Military Rules....
You may not be aware .but military crews do not have `licences`,nor AOCs,etc,etc...they may ,of course hold such licences in a private capacity,but not under Military Rules....
Just to clarify - the Sea King radar was used for over-water letdowns when IMC, day or night, with strict procedures about overflying radar contacts.
Night over-water letdowns using NVG(NVD/NVIS) were for VMC conditions but often backed up with a radar service from the rearcrew. Additionally in later years the FLIR turret could be used to enhance SA for letdowns, but the rearcrew were the only ones who could see that.
Out of interest, the Sea King radar was of a far better resolution than modern weather radars, had a much bigger screen with higher levels of processing and a dedicated radar operator - not a co-pilot who also has to perform PM duties as well.
Night over-water letdowns using NVG(NVD/NVIS) were for VMC conditions but often backed up with a radar service from the rearcrew. Additionally in later years the FLIR turret could be used to enhance SA for letdowns, but the rearcrew were the only ones who could see that.
Out of interest, the Sea King radar was of a far better resolution than modern weather radars, had a much bigger screen with higher levels of processing and a dedicated radar operator - not a co-pilot who also has to perform PM duties as well.
So the question stands: given nobody uses the SK anymore what relevance does that procedure have. All modern SAR aircraft have radar up front with appropriate sweep bias and it’s pilot driven radar let downs as a result. Regardless of who thinks what is or was better the point is whether teaching using such a different setup is appropriate and relevant and the clear fact pilots are not able to see radar on screen up front which is what they will need in a 139, 189, 175, 225, 92, even 101 unless I’m mistaken as to NAWSAR airframes. Now if the letdowns are being taught purely VMC and with no radar that’s a whole new level of unacceptability in the modern all weather 4 axis SAR environment. What is taught in newquay in the civilian reg 412 out of curiosity?
All VFR there I believe.
The guys teaching on the Sea King are doing it for a client/Govt that still uses them so it is quite appropriate.
Teaching NVD letdowns without radar is completely acceptable.
Not having NVD on a modern SAR platform is the disgrace.
The guys teaching on the Sea King are doing it for a client/Govt that still uses them so it is quite appropriate.
Teaching NVD letdowns without radar is completely acceptable.
Not having NVD on a modern SAR platform is the disgrace.
Government Decision on new Coast Guard Aviation Service
Government today (27 July 2021) agreed to commence the formal procurement process for a new Coast Guard aviation service in October next. The service is currently contracted to CHC Ireland and may be extended up to June 2025 at the latest. The decision was based on a detailed appraisal and business case prepared by KPMG for the Department of Transport, and was brought to Government by the Minister for Transport, Eamon Ryan, T.D.The business case brought to Government set out the strategic case for a new service, considered the range of options for how such a service could be delivered, including the potential for the Air Corps to provide an element of the service as a “hybrid” option alongside another civil operator. It also sets out an implementation plan to achieve the desired service. The detailed appraisal included a financial and economic appraisal of short-listed options, with an assessment of costs, benefits, affordability, deliverability, risks and sensitivities associated with the options. The approval of the business case is one of the key steps required in the Public Spending Code (PSC). Details of the procurement will be announced in October when the formal Pre-Qualification requirements for tendering will be published.
Commenting on the decision, Minister for Transport, Eamon Ryan T.D. said: “After a lengthy deliberative process, I am glad we now have a decision to proceed to tender based on a business case which has considered all relevant aspects involved including its core SAR role but also the important secondary benefits to be derived from the service including supports to the island communities and the Health Service Executive. The report considered all the various options for how the service can be best delivered, the demand drivers and the changing technological and market environment in which this procurement will be set. This is a costly but vital service to the State and it is important that we optimise the benefits to be derived from it”.
The Minister for Defence and Minister for Foreign Affairs Simon Coveney, T.D welcomed the decision and the fact that it provides for the possibility of the Air Corps providing a new fixed wing element as part of the Coast Guard’s overall aviation service: “My Department and the Air Corps, working in close consultation with the Irish Coast Guard over the next two and a half months, will look at how the Air Corps might provide a dedicated fixed wing element of the service which meets the requirements and parameters which are now clearly set out in the business case”.
Minister of State Hildegarde Naughton T.D. also welcomed the decision and thanked those stakeholders across the SAR system and the relevant Departments and state entities who have informed the deliberations on this process to date. “The decision paves the way for the procurement of this vital element of our Search and Rescue system over a 10 year period. The timelines and procurement strategy agreed today will ensure a seamless transition from the existing contract with CHCI. It will also offer the potential to avail of developments in technology since the last contract was let in 2010 and to build on the experience and lessons learnt over the last 10 years.”
She added: “The process of consultation and deliberation started over 18 months ago and has included extensive discussions with state and voluntary organisations involved and reliant to one degree or another on the Irish Coast Guard’s aviation service. Their views have helped to inform and shape the scope and nature of the new service which KPMG’s business case has appraised and costed”.
The formal procurement documentation will describe the expectations and requirements for the pre-qualification stage of the procurement. This will be published by end October next when the formal procurement is launched.
Based on the business case analysis, the new service is expected to benefit from some new elements including a dedicated fixed wing component to provide the IRCG with an on-call pollution monitoring, high endurance search and top cover capability. It also has the potential to allow a more innovative helicopter fleet. The helicopter element will include night vision capability from the outset. From a competitive perspective, the procurement will benefit from a more extensive range of potential helicopter solutions than would have been on the market in 2010.
The current service already provides significant secondary services to the HSE and the National Ambulance Services and medical evacuation services to the island communities. The service scoped in the business case will continue to deliver these ancillary services and has the potential to deliver more supports to the HSE and additional fire-fighting capability to the Department of Housing / Fire Services. These aspects will be subject to further discussion with those services as the procurement strategy advances.
The cost of the existing contract is in the region of €60m a year. The analysis concludes that the estimated costs for a new service could be similar although the precise costings set out in the business case are premised on a number of different assumptions and based on a different model to the current one. The costings are confidential and commercially sensitive. The actual cost will only be known once the tenders have been received, evaluated and Government awards the tender – expected to be in March 2023.
Originally Posted by [email protected]
... ...
... ... Not having NVD on a modern SAR platform is the disgrace.
... ... Not having NVD on a modern SAR platform is the disgrace.
"The cost of the existing contract is in the region of €60m a year. The analysis concludes that the estimated costs for a new service could be similar ... "
Really? Why have I a bad feeling about this?
