NPAS News 2024
Thread Starter
NPAS News 2024
The Police Aviation Scene it the UK has been dead recently... not even a dickie bird regarding the next leaders of NPAS!
Which I may add is due for deciding soon, (like June 2024 soon!)
If a new Lead Force cannot be established and West Yorks backs out from June onwards, who is responsible? Would NPAS be able to become a specialist separate force: e.g. like Civil Nuclear Constabulary?
I have also noticed that their maintenance contract with Airbus Helicopters is also due to expire towards the end of this year, with no set fleet replacement plan in place ready for when the ultimate deadline with AH ends, (whenever that will be!!)
There have been no meeting minutes from the last half of last year uploaded to the NPAS website.
Not to mention that there is currently a very capable POLU ready for active service again, just sitting and looking pretty. Meanwhile, two bases are offline because EMID and TVHB are being utilised elsewhere. I thought the whole purpose of getting POLU back online was to support the very tired fleet of aircraft!
I won't even get started with the machines that have wings also collecting dust at EMA!
What is going off?!
Which I may add is due for deciding soon, (like June 2024 soon!)
If a new Lead Force cannot be established and West Yorks backs out from June onwards, who is responsible? Would NPAS be able to become a specialist separate force: e.g. like Civil Nuclear Constabulary?
I have also noticed that their maintenance contract with Airbus Helicopters is also due to expire towards the end of this year, with no set fleet replacement plan in place ready for when the ultimate deadline with AH ends, (whenever that will be!!)
There have been no meeting minutes from the last half of last year uploaded to the NPAS website.
Not to mention that there is currently a very capable POLU ready for active service again, just sitting and looking pretty. Meanwhile, two bases are offline because EMID and TVHB are being utilised elsewhere. I thought the whole purpose of getting POLU back online was to support the very tired fleet of aircraft!
I won't even get started with the machines that have wings also collecting dust at EMA!
What is going off?!
The following users liked this post:
"the machines that have wings also collecting dust at EMA!"
Well, something was going to give sooner or later. If you take an aircraft that wasn't fit for the task in the first place and then load it up with role equipment so that it's always taking off/landing at the "Higher end" of its MAUW then at some point the landing gear will register a protest.
Papering (Welding) over the cracks will not save the structure.
It always was the wrong aircraft.
Buy cheap, buy twice.
Well, something was going to give sooner or later. If you take an aircraft that wasn't fit for the task in the first place and then load it up with role equipment so that it's always taking off/landing at the "Higher end" of its MAUW then at some point the landing gear will register a protest.
Papering (Welding) over the cracks will not save the structure.
It always was the wrong aircraft.
Buy cheap, buy twice.
The following 3 users liked this post by Fortyodd2:
I'd read somewhere that they'd brought POLU back into service for the training of TFOs only, While not likely to be true it made me physically cringe reading it considering the state of the rest of the fleet. It has flown only three times since the new year all on what look like test flights out of Oxford, after a stint in a hangar at North Weald just before Christmas
The fixed-wing unit which was based at DSA, then briefly between BOU and LBA has now settled at EMA at a purpose-built facility but they also seem to only fly sporadically, I'm not ITK so I'm not savvy as to why that is.
I do wonder what all the TFOs and pilots do when there is no serviceable aircraft at their base, and I also wonder what impact that has on policing, how many times are NPAS being requested and that request having to be declined due to no available aircraft.
It wouldn't surprise me if the fleet "renewal" is just lower-hour used 135 frames, provided they can be sourced from somewhere. I'm sure the RAF had 5 brand-new ones literally sat in boxes that were surplus to requirements but I think they've been moved on now...
The fixed-wing unit which was based at DSA, then briefly between BOU and LBA has now settled at EMA at a purpose-built facility but they also seem to only fly sporadically, I'm not ITK so I'm not savvy as to why that is.
I do wonder what all the TFOs and pilots do when there is no serviceable aircraft at their base, and I also wonder what impact that has on policing, how many times are NPAS being requested and that request having to be declined due to no available aircraft.
It wouldn't surprise me if the fleet "renewal" is just lower-hour used 135 frames, provided they can be sourced from somewhere. I'm sure the RAF had 5 brand-new ones literally sat in boxes that were surplus to requirements but I think they've been moved on now...
Last edited by AeroAmigo; 8th Mar 2024 at 15:14.
The following users liked this post:
Thread Starter
Yes the 5 new H135 that were purchased to replace the Gazelle's in Northern Ireland, are no longer required due to the security situation improving.
So they were left mothballed at AH Oxford. But they have now been leased to the Royal Australian Air Force to support their existing fleet of EC135s., according to sources:
Unlike those 15 aircraft, however, the leased H135T3s will be based at Oakey Army Aviation Centre and operate primarily in support of Army aviation aircrew training, with a secondary role providing light transport capabilities to the ADF. This appears to indicate a return to at least some level of separate initial helicopter training for the Army and Navy, which unified their efforts with the introduction of the H135 T2+ based Helicopter Aircrew Training System (HATS) in 2018.
HATS and the Joint Helicopter School were not the first time that the Army and Navy unified their respective training pipelines. In the 1990s, pilots from both services completed initial helicopter flight training at the Australian Defence Force Helicopter School, based at Defence Establishment Fairbairn in Canberra. However, following a review in 1998, the Australian Defence Force Helicopter School was dissolved and replaced by service-specific training organisations.
Defence has not disclosed the cost of the five-year lease. However, since November last year, Army Aviation has awarded the British MoD at least three contracts worth $6.32 million each for unspecified “rotary wing” aircraft according to AusTender documents reviewed by ADM.
While Defence did not respond to or acknowledge repeated requests for comment from ADM about the contracts, in a statement, the Department noted that the cost of the lease will be met from within the existing budget. In all likelihood, this means that some of the funding originally allocated to MRH 90 Taipan sustainment has been redirected to help pay for the lease.
The British MoD ordered 29 H135T3 helicopters in 2016 to modernise the UK’s Military Flight Training System (MFTS). In 2022 the MoD ordered five more helicopters from Airbus to replace British Army Aerospatiale Gazelle light helicopters deployed in Northern Ireland. However, in February 2023, it was reported that the aircraft had been mothballed before entering service due to the security situation in Northern Ireland improving.
It is likely therefore that these five helicopters, which are almost-brand-new, will enter service with the Australian Army as part of the lease. According to Defence, the new helicopters will commence operations at Oakey by “mid-year”.
Source - Army to lease surplus British helicopters - Australian Defence Magazine
So they were left mothballed at AH Oxford. But they have now been leased to the Royal Australian Air Force to support their existing fleet of EC135s., according to sources:
The ADF will lease five Airbus Helicopters H135 T3 light helicopters, locally known as Juno HT.1s, from the British Ministry of Defence (MoD) for a period of five years.
The aircraft are of similar configuration to Australia’s existing H135 T2+ helicopters, which are flown by No. 723 Sqn Royal Australian Navy (RAN) in support of the ADF Joint Helicopter School based at HMAS Albatross.Unlike those 15 aircraft, however, the leased H135T3s will be based at Oakey Army Aviation Centre and operate primarily in support of Army aviation aircrew training, with a secondary role providing light transport capabilities to the ADF. This appears to indicate a return to at least some level of separate initial helicopter training for the Army and Navy, which unified their efforts with the introduction of the H135 T2+ based Helicopter Aircrew Training System (HATS) in 2018.
HATS and the Joint Helicopter School were not the first time that the Army and Navy unified their respective training pipelines. In the 1990s, pilots from both services completed initial helicopter flight training at the Australian Defence Force Helicopter School, based at Defence Establishment Fairbairn in Canberra. However, following a review in 1998, the Australian Defence Force Helicopter School was dissolved and replaced by service-specific training organisations.
Defence has not disclosed the cost of the five-year lease. However, since November last year, Army Aviation has awarded the British MoD at least three contracts worth $6.32 million each for unspecified “rotary wing” aircraft according to AusTender documents reviewed by ADM.
While Defence did not respond to or acknowledge repeated requests for comment from ADM about the contracts, in a statement, the Department noted that the cost of the lease will be met from within the existing budget. In all likelihood, this means that some of the funding originally allocated to MRH 90 Taipan sustainment has been redirected to help pay for the lease.
The British MoD ordered 29 H135T3 helicopters in 2016 to modernise the UK’s Military Flight Training System (MFTS). In 2022 the MoD ordered five more helicopters from Airbus to replace British Army Aerospatiale Gazelle light helicopters deployed in Northern Ireland. However, in February 2023, it was reported that the aircraft had been mothballed before entering service due to the security situation in Northern Ireland improving.
It is likely therefore that these five helicopters, which are almost-brand-new, will enter service with the Australian Army as part of the lease. According to Defence, the new helicopters will commence operations at Oakey by “mid-year”.
Source - Army to lease surplus British helicopters - Australian Defence Magazine
The following users liked this post:
As you will know I have another Internet based location where I can pontificate and let my personal opinions be known, month in month out. But Rotorheads is somewhere special of course!
It just feels at times I rattle on about NPAS far too much (some/many will agree), after all its just one operation across a pretty big world market - and many other operations have their faults that can be highlighted. I hope some of that appears at times too! Its easy to play the grumpy old git at times.
The management of NPAS - and that includes the NPCC (police chiefs council) who seem to be more the problem rather than the answer - just come across as clueless.
Old airframes are not news, there are plenty out there, it is what expected of them that is the problem. You can mitigate the problem by not expecting each airframe to fly as many hours as they used to (1,000 pa) and by having a PBH arrangement in place to mitigate the worn out equipment but NPAS management "saved money" by getting rid of PBH. Well of course they didn't they just made the fleet hangar queens waiting at Oxford for spares while at the back of the urgency queue. POLU was never going to be brought back [it was just too different from the rest of the fleet by the time the Norwegians finished with it] but needs must. It must be like a colander with all those drill holes. The same applies to EMID which is also different but not quite as different (a combination of a Macpod, PWC engines and different equipment fit). So they sit in as training ships to reduce the pressure on the operational fleet. Should we ignore the fact that the pre-NPAS fleet has been decimated numerically?
The big disappointment is the fixed wing. Put simply it was a nice little training aircraft that was expected to act up in a role that was a step too far for it. Nothing new there. You will recall that UK police started off with little helicopters that outgrew their role equipment. The Squirrel's [AS350/355] did the job admirably but the role fit got heavier and heavier until their sortie times were down to 20 minutes and they needed to move up to the EC135 to get a reasonable endurance. Both the 355 and 135 have space and seats to spare but its the kit that is the leveller. The P68 suffers from the same problems. Spare seats but they dare not fill them. A lack of f/w pilots just makes the situation worse.
At the moment there are projects out there to get new airframes into the fleet, nothing special just some 'same again' H135s (or perhaps the Bell 429) hopefully with the PBH back in place! But, this process has now been limping along for three years without any outcome. The last purchase of multiple airframes (the Met EC145s) took just two years to get them selected and in service.
I have no doubt that the front line crews and pilots will make NPAS work after a fashion but there is an awful lot of drag built into the system - mainly caused by people in charge that do not know the subject.
And now we have the Chancellor of the Exchequer foretelling the arrival of automatic drones... Five years he says. We have been saying ten years for the past 20 years... and that maybe way too soon to pension off all you helicopter pilots. Maybe not in my lifetime is more accurate.
My apologies for the same sort of rant - albeit on a different venue!
It just feels at times I rattle on about NPAS far too much (some/many will agree), after all its just one operation across a pretty big world market - and many other operations have their faults that can be highlighted. I hope some of that appears at times too! Its easy to play the grumpy old git at times.
The management of NPAS - and that includes the NPCC (police chiefs council) who seem to be more the problem rather than the answer - just come across as clueless.
Old airframes are not news, there are plenty out there, it is what expected of them that is the problem. You can mitigate the problem by not expecting each airframe to fly as many hours as they used to (1,000 pa) and by having a PBH arrangement in place to mitigate the worn out equipment but NPAS management "saved money" by getting rid of PBH. Well of course they didn't they just made the fleet hangar queens waiting at Oxford for spares while at the back of the urgency queue. POLU was never going to be brought back [it was just too different from the rest of the fleet by the time the Norwegians finished with it] but needs must. It must be like a colander with all those drill holes. The same applies to EMID which is also different but not quite as different (a combination of a Macpod, PWC engines and different equipment fit). So they sit in as training ships to reduce the pressure on the operational fleet. Should we ignore the fact that the pre-NPAS fleet has been decimated numerically?
The big disappointment is the fixed wing. Put simply it was a nice little training aircraft that was expected to act up in a role that was a step too far for it. Nothing new there. You will recall that UK police started off with little helicopters that outgrew their role equipment. The Squirrel's [AS350/355] did the job admirably but the role fit got heavier and heavier until their sortie times were down to 20 minutes and they needed to move up to the EC135 to get a reasonable endurance. Both the 355 and 135 have space and seats to spare but its the kit that is the leveller. The P68 suffers from the same problems. Spare seats but they dare not fill them. A lack of f/w pilots just makes the situation worse.
At the moment there are projects out there to get new airframes into the fleet, nothing special just some 'same again' H135s (or perhaps the Bell 429) hopefully with the PBH back in place! But, this process has now been limping along for three years without any outcome. The last purchase of multiple airframes (the Met EC145s) took just two years to get them selected and in service.
I have no doubt that the front line crews and pilots will make NPAS work after a fashion but there is an awful lot of drag built into the system - mainly caused by people in charge that do not know the subject.
And now we have the Chancellor of the Exchequer foretelling the arrival of automatic drones... Five years he says. We have been saying ten years for the past 20 years... and that maybe way too soon to pension off all you helicopter pilots. Maybe not in my lifetime is more accurate.
My apologies for the same sort of rant - albeit on a different venue!
Last edited by PANews; 8th Mar 2024 at 19:02. Reason: typo
The following 4 users liked this post by PANews:
Avoid imitations
Join Date: Nov 2000
Location: Wandering the FIR and cyberspace often at highly unsociable times
Posts: 14,573
Received 422 Likes
on
222 Posts
Having been part of a police aviation service that worked well, it has since been devastated to the point of total inadequacy by very poor management by those who thought they knew better, but in reality knew very little. In my opinion it’s a national scandal - more public money being wasted.
The following 4 users liked this post by ShyTorque:
Thread Starter
It is such a shame that Police Aviation in the UK has turned into such a shambles... once best in the world.
Now NPAS has a lot fewer bases nationally...
Wouldn't it be a better idea for NPAS to choose faster aircraft such as the AW109 or AW169, now that there are skidded variants of those types. The Bell 429 would also be a great contender.
It would be more beneficial even though they are 'louder' aircraft. The H135 or H145 are quieter than the forementioned types. But whatever type they choose, people are going to complain about the presence ahead.
Now NPAS has a lot fewer bases nationally...
Wouldn't it be a better idea for NPAS to choose faster aircraft such as the AW109 or AW169, now that there are skidded variants of those types. The Bell 429 would also be a great contender.
It would be more beneficial even though they are 'louder' aircraft. The H135 or H145 are quieter than the forementioned types. But whatever type they choose, people are going to complain about the presence ahead.
Avoid imitations
Join Date: Nov 2000
Location: Wandering the FIR and cyberspace often at highly unsociable times
Posts: 14,573
Received 422 Likes
on
222 Posts
As you will know I have another Internet based location where I can pontificate and let my personal opinions be known, month in month out. But Rotorheads is somewhere special of course!
It just feels at times I rattle on about NPAS far too much (some/many will agree), after all its just one operation across a pretty big world market - and many other operations have their faults that can be highlighted. I hope some of that appears at times too! Its easy to play the grumpy old git at times.
The management of NPAS - and that includes the NPCC (police chiefs council) who seem to be more the problem rather than the answer - just come across as clueless.
Old airframes are not news, there are plenty out there, it is what expected of them that is the problem. You can mitigate the problem by not expecting each airframe to fly as many hours as they used to (1,000 pa) and by having a PBH arrangement in place to mitigate the worn out equipment but NPAS management "saved money" by getting rid of PBH. Well of course they didn't they just made the fleet hangar queens waiting at Oxford for spares while at the back of the urgency queue. POLU was never going to be brought back [it was just too different from the rest of the fleet by the time the Norwegians finished with it] but needs must. It must be like a colander with all those drill holes. The same applies to EMID which is also different but not quite as different (a combination of a Macpod, PWC engines and different equipment fit). So they sit in as training ships to reduce the pressure on the operational fleet. Should we ignore the fact that the pre-NPAS fleet has been decimated numerically?
The big disappointment is the fixed wing. Put simply it was a nice little training aircraft that was expected to act up in a role that was a step too far for it. Nothing new there. You will recall that UK police started off with little helicopters that outgrew their role equipment. The Squirrel's [AS350/355] did the job admirably but the role fit got heavier and heavier until their sortie times were down to 20 minutes and they needed to move up to the EC135 to get a reasonable endurance. Both the 355 and 135 have space and seats to spare but its the kit that is the leveller. The P68 suffers from the same problems. Spare seats but they dare not fill them. A lack of f/w pilots just makes the situation worse.
At the moment there are projects out there to get new airframes into the fleet, nothing special just some 'same again' H135s (or perhaps the Bell 429) hopefully with the PBH back in place! But, this process has now been limping along for three years without any outcome. The last purchase of multiple airframes (the Met EC145s) took just two years to get them selected and in service.
I have no doubt that the front line crews and pilots will make NPAS work after a fashion but there is an awful lot of drag built into the system - mainly caused by people in charge that do not know the subject.
And now we have the Chancellor of the Exchequer foretelling the arrival of automatic drones... Five years he says. We have been saying ten years for the past 20 years... and that maybe way too soon to pension off all you helicopter pilots. Maybe not in my lifetime is more accurate.
My apologies for the same sort of rant - albeit on a different venue!
It just feels at times I rattle on about NPAS far too much (some/many will agree), after all its just one operation across a pretty big world market - and many other operations have their faults that can be highlighted. I hope some of that appears at times too! Its easy to play the grumpy old git at times.
The management of NPAS - and that includes the NPCC (police chiefs council) who seem to be more the problem rather than the answer - just come across as clueless.
Old airframes are not news, there are plenty out there, it is what expected of them that is the problem. You can mitigate the problem by not expecting each airframe to fly as many hours as they used to (1,000 pa) and by having a PBH arrangement in place to mitigate the worn out equipment but NPAS management "saved money" by getting rid of PBH. Well of course they didn't they just made the fleet hangar queens waiting at Oxford for spares while at the back of the urgency queue. POLU was never going to be brought back [it was just too different from the rest of the fleet by the time the Norwegians finished with it] but needs must. It must be like a colander with all those drill holes. The same applies to EMID which is also different but not quite as different (a combination of a Macpod, PWC engines and different equipment fit). So they sit in as training ships to reduce the pressure on the operational fleet. Should we ignore the fact that the pre-NPAS fleet has been decimated numerically?
The big disappointment is the fixed wing. Put simply it was a nice little training aircraft that was expected to act up in a role that was a step too far for it. Nothing new there. You will recall that UK police started off with little helicopters that outgrew their role equipment. The Squirrel's [AS350/355] did the job admirably but the role fit got heavier and heavier until their sortie times were down to 20 minutes and they needed to move up to the EC135 to get a reasonable endurance. Both the 355 and 135 have space and seats to spare but its the kit that is the leveller. The P68 suffers from the same problems. Spare seats but they dare not fill them. A lack of f/w pilots just makes the situation worse.
At the moment there are projects out there to get new airframes into the fleet, nothing special just some 'same again' H135s (or perhaps the Bell 429) hopefully with the PBH back in place! But, this process has now been limping along for three years without any outcome. The last purchase of multiple airframes (the Met EC145s) took just two years to get them selected and in service.
I have no doubt that the front line crews and pilots will make NPAS work after a fashion but there is an awful lot of drag built into the system - mainly caused by people in charge that do not know the subject.
And now we have the Chancellor of the Exchequer foretelling the arrival of automatic drones... Five years he says. We have been saying ten years for the past 20 years... and that maybe way too soon to pension off all you helicopter pilots. Maybe not in my lifetime is more accurate.
My apologies for the same sort of rant - albeit on a different venue!
Long time reader......but very few posts chap here.......couldnt agree more !!
The following users liked this post:
No it absolutely is not. It's a 3500 kg aircraft which is restricted to 3175 kg by regulation so payload and endurance are poor. It's cockpit/AFCS is grossly inferior (interface/functionality) to the Helionix suite (in particular for NPAS it doesn't have hover hold). It's much louder from the ground than fenestron machines meaning you can hear it coming from a lot further away and it is at the end of very long parts supply chain from the USA.
Just for the payload issue its a non starter.
Just for the payload issue its a non starter.
Thread Starter
Alrighttttttttt, it was just a potential suggestion! Don't jump down my throat!
Yes I recognise that the types I mentioned would be 'louder'. As I stated, 'It would be more beneficial even though they are 'louder' aircraft. The H135 or H145 are quieter than the forementioned types. But whatever type they choose, people are going to complain about the presence ahead.'!
Yes I recognise that the types I mentioned would be 'louder'. As I stated, 'It would be more beneficial even though they are 'louder' aircraft. The H135 or H145 are quieter than the forementioned types. But whatever type they choose, people are going to complain about the presence ahead.'!
Alrighttttttttt, it was just a potential suggestion! Don't jump down my throat!
Yes I recognise that the types I mentioned would be 'louder'. As I stated, 'It would be more beneficial even though they are 'louder' aircraft. The H135 or H145 are quieter than the forementioned types. But whatever type they choose, people are going to complain about the presence ahead.'!
Yes I recognise that the types I mentioned would be 'louder'. As I stated, 'It would be more beneficial even though they are 'louder' aircraft. The H135 or H145 are quieter than the forementioned types. But whatever type they choose, people are going to complain about the presence ahead.'!
The following users liked this post:
Thread Starter
It's okay, I understand. I do like the H135 and H145s they are awesome aircraft by all means! They just seem really slow aircraft compared to AW109s and AW169s.
I thought the Bell 429s were good due to lots of Law Enforcement's globally utilising them for their operations. Also, WAA also seem to love G-WLTS.
I thought the reason why NPAS and other operators were restricted to choosing Bell 429s was due to a lack of type approved engineers and service centres.
Apologies that I may have perceived that response as negative. I am just really passionate about Police Aviation in the UK and enjoy chatting with people of experience in this forum.
I thought the Bell 429s were good due to lots of Law Enforcement's globally utilising them for their operations. Also, WAA also seem to love G-WLTS.
I thought the reason why NPAS and other operators were restricted to choosing Bell 429s was due to a lack of type approved engineers and service centres.
Apologies that I may have perceived that response as negative. I am just really passionate about Police Aviation in the UK and enjoy chatting with people of experience in this forum.
It's okay, I understand. I do like the H135 and H145s they are awesome aircraft by all means! They just seem really slow aircraft compared to AW109s and AW169s.
I thought the Bell 429s were good due to lots of Law Enforcement's globally utilising them for their operations. Also, WAA also seem to love G-WLTS.
I thought the reason why NPAS and other operators were restricted to choosing Bell 429s was due to a lack of type approved engineers and service centres.
Apologies that I may have perceived that response as negative. I am just really passionate about Police Aviation in the UK and enjoy chatting with people of experience in this forum.
I thought the Bell 429s were good due to lots of Law Enforcement's globally utilising them for their operations. Also, WAA also seem to love G-WLTS.
I thought the reason why NPAS and other operators were restricted to choosing Bell 429s was due to a lack of type approved engineers and service centres.
Apologies that I may have perceived that response as negative. I am just really passionate about Police Aviation in the UK and enjoy chatting with people of experience in this forum.
Thread Starter
Type approved engineers and service centres can be grown of course. The mass limit is set in stone and just kills the machine dead once you do the sums (unless you're in Canada who allow max weight). It also is worth noting that French Air Ambulance operators sold off some of their Bell 429 recently (F-HBEL and F-HBEK) and are not buying ones to replace them. The Swiss ones (extra one bought recently) are a special case due to the operating environment at high altitude (the power/payload scales get tipped a little differently when you operate at height). Also worth noting the lack of uptake of the machine for Air Ambulance in the UK except by Wilts. I'd say the H145 is the sweet spot, particularly given the imminent introduction of a UK simulator for the type.
It is a gorgeous aircraft! It would be fabulous to see a fleet of these serving for NPAS!
The following users liked this post:
Tigerfish a voice lost
Slightly off focus but just to note that Tigerfish, one of the more voluble critics of NPAS, and one of the victims in terms of being thrown out of his industry job thanks to actions by a senior police officer (I am sure they would take many others out if they could!) has now moved on into silence.
There will be an obituary in his real name appearing in the usual publication 1/4. His funeral is 10/4 near Bristol
There will be an obituary in his real name appearing in the usual publication 1/4. His funeral is 10/4 near Bristol
Purveyor of Egg Liqueur to Lucifer
The sad loss of a good person with more integrity than many around him.
Rest in Peace Tigerfish, it was a pleasure to have known you and your passion in Police Aviation before things took a turn.
Rest in Peace Tigerfish, it was a pleasure to have known you and your passion in Police Aviation before things took a turn.