FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1977
1977 - 0036.PDF
ill—WIHPF • I. 34 FLIGHT International, I January 1977 The Royal Navy uses the Whirlwind 9 (left) for search and rescue from Lee-on-Solent. This aircraft is transferring the author to a police launch. A British Airways Helicopters S-6IN SAR crewman (below) about to transfer with a stretcher to the ship in the background during a training excercise. The portable winch unit is also visible • ^fiiflliillit Mil A,(*S SEARCH AND RESCUE ling mirror are essential for anyone flying over water or in remote areas. There ought to be a full set in the dinghy, but a few spares are desirable. Buying a correctly sized dinghy isn't quite enough: ask the supplier to let you see one inflated and check out the stowage of the contents. Hiring a dinghy is usually one way of ensuring proper maintenance, but hired equipment should go in for imme diate checking in the event of even slight damage. The SAR aircraft of the future It appears highly unlikely that any SAR-only fixed-wing type will be produced in the UK. This means that the present system—whereby SAR aircraft have a primary military task—will continue, with the anti-submarine and reconnaissance roles taking precedence. Versions of the HS.748, Jetstream, Islander and F.27 are under consideration or in production for offshore work and could assume the SAR role. Although the use of such aircraft around the UK is at present unlikely, pressure for increased airborne fishery-protection cover may force a policy change. The basic requirements for any future fixed-wing type include advanced search equipment, adequate "eyeball" look-out positions (especially forward), comprehensive communications systems, genuine crew comfort, long endurance, low search speed, and the ability to drop survival equipment accurately. The SAR helicopter of the future might be slightly different from current types. Most incidents take place within a reasonable distance of airfields and there is obviously little point in using expensive long-range aircraft for every rescue. There is some aircrew support for the provision of two types of SAR helicopter, the first for short-range work and the second for use at more than about 50 n.m. The smaller one would have to be capable of very rapid reaction (Whirlwind-style), and have a fairly high cruising speed, high manoeuvrability and good hand ling in turbulence. It should carry some 200ft of cable, have room in the back for at least two stretchers and be fully wired-in to rescue communications systems. A "life- or-death" first-aid kit would have to be carried, while Decca navigation and other aids would be very useful. The long-range SAR helicopter of the future will perhaps be based on the Sea King, albeit with a genuine full-load cruise speed of more than 125kt and a fairly rapid (5min or less) reaction time. Twin engines with some form oi spray/ice protection, plus an unrefuelled endurance of more than 5hr, would be essential. A water-landing capa bility might also be useful, but winch-cable length (based perhaps on the highly successful British Airways Heli copters/Lucas winch unit in service at Aberdeen) ought to be about 250ft. The aircraft will have to be equipped to full airiine navigation standards, and its communica tions systems should include UHF, VHF (FM), VHF (AM), VHF (Emergency Service) and HF (Marine); there should be a direction-finding capability on all of these. A sound proofed cabin would be highly desirable, and the type should carry radar, even though preliminary searches will probably be performed by fixed-wing types. A survivor capacity of 20 would not be excessive, and the standard provision of a very comprehensive medical kit is essential. This would cater for cases in which, though a doctor can be collected in a hurry, there is a local shortage of equip ment. These criteria are agreed by most SAR crews, but they recognise that the cost would be high, even if numbers were reduced by the availability of "inshore" SAR heli copters. Both types would normally be crewed and sup ported by the military, but there is a strong case for detaching the occasional pilot or maintenance man from civil operations, especially for offshore North Sea tasks. Conclusions Successful SAR operations depend largely on the ingenuity, dedication and personal skills of those at the "sharp end." No two incidents present the same problems and, despite the high quality of the SAR training available in Britain, a high level of personal initiative is often required. This is especially true of the voluntary agencies, many of which are constrained by a shortage of money and ponderous liaison procedures. For all its shortcomings, Britain's search and rescue effort is con ducted by highly skilled, responsible people, making it all the more unfortunate that so many incidents arise from human carelessness or stupidity. H ipp IIIPI fl . J MBS, Ml ill <*zz III BBMi p—IiM •B •H
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
